Development of Urban Infrastructure That Supports the Capital

Integrated Transportation Policies

The TMG is pursuing integrated transportation policies which not only consider the needs of the 2020 Olympic and Paralympic Games, but also Tokyo’s post-Games transportation requirements. In order to make Tokyo’s transportation system truly user-centric, the TMG has pulled together concrete policy objectives in a transport strategy and is aiming to realize a world-class transportation system which is easy for all to use.

Upgrading the Functions of Transportation Nodes At major stations where many different rail and bus services are concentrated, discontinuous signage, differences in floor levels on connecting routes and other drawbacks can create problems, especially for foreign visitors and elderly people. Collaboration between the providers of transport services and the management of the station facilities is necessary to implement improvements. To this end, for example, a committee of relevant parties at Station was set up in June 2015, and communication with the municipal government established, to pursue improvements such as better placement and consistency of signage, and making connecting routes barrier-free. The TMG aims to extend this kind of activity to other major stations.

Road Usage For Tokyo to increase its appeal as an advanced city, it is necessary to make the best possible use of the available road capacity. While constructing major roads to reduce through traffic in the city, the TMG is also increasing the amount of pedestrian areas in keeping with a modern urban environment. To address the challenges facing local traffic, ways of combining different methods of travel, including bicycles, are being studied. Image of pedestrian area

Development of Water Transport The most should be made of Tokyo’s waterfront, one of its greatest attractions, by developing water transport as a way for tourists from and overseas to enjoy themselves. For water transport to become accepted as a routine and easy-to- use way of getting around, it is important to take steps to intro- duce a wide range of vessels and routes linking the tourist Study cruise attractions and other facilities in the waterfront area. To increase the number of attractive routes across the water, measures are being taken toward introducing new water lanes linking and the Waterfront City area among others. The TMG is also working to generate vitality at passenger ship piers by, among other things, improving signage to ease access from nearby stations, collaborating with surrounding neighborhoods to make it easier for visitors to get around, and generally making the piers more convenient for users. Pier

21 Development of Road Networks

Roads play a crucial role in not only aiding the smooth flow of people and vehicles as they go about their daily lives and business, but in numerous other capacities as well, such as forming the framework of built-up areas, providing space for water supply and sewer pipes and other city infrastructure, acting as firebreaks, and providing greenery in the form of roadside trees. The formation of a well-balanced network of radial and circular motorways is essential to resolve traffic congestion in Tokyo and to revitalize the National Capital Region. In order to achieve this goal, the TMG has been developing roads designated under the City Planning Act (city-planned roads) and the three Tokyo Megalopolis ring expressways.

Development Policy for City-Planned Roads Roads totaling some 3,200 kilometers in Tokyo have been designated for development under the City Planning Act, but as of March 31, 2015, only about 60 percent of these roads have been com- pleted. The TMG and 28 municipalities jointly formulated the “Development Policy for City-Planned Roads in Tokyo, Fourth Phase of the Project Plan” in March 2016, which is a 10-year plan for the systematic construction of city-planned roads.

Details (1) Fourth Phase of the Project Plan Current status of city-planned roads (selection of roads for priority development) (as of March 31, 2015) 㪧㫃㪸㫅㫅㪼㪻㩷 㩿㪚㫆㫄㫇㫃㪼㫋㫀㫆㫅㩷㫉㪸㫋㫀㫆㪀㩷 㪩㫆㪸㪻㩷㪼㫏㫋㪼㫅㫊㫀㫆㫅㩷 㪬㫅㫀㫅㫀㫋㫀㪸㫋㪼㪻㩷 Taking into account both overall and local   㪘㫉㪼㪸 㫉㫆㪸㪻㩷 㪚㫆㫄㫇㫃㪼㫋㪼㪻㩷 㫌㫅㪻㪼㫉㩷 㫉㫆㪸㪻㩷 needs, six criteria were used to select 223 㪼㫏㫋㪼㫅㫊㫀㫆㫅 㫉㫆㪸㪻㩷㪼㫏㫋㪼㫅㫊㫀㫆㫅㫊 㪺㫆㫅㫊㫋㫉㫌㪺㫋㫀㫆㫅 㪼㫏㫋㪼㫅㫊㫀㫆㫅 㫂㫄 㫂㫄 㫂㫄 㫂㫄 kilometers of roads in 315 sections for priority 㪪㫇㪼㪺㫀㪸㫃   development in the period up to fiscal 2025. In       㪄㫎㪸㫉㪻㩷㪸㫉㪼㪸  making the selection, all pertinent factors were considered, including a project’s sustain-   㪫㪸㫄㪸㩷㪸㫉㪼㪸    ability and feasibility. 

(2) Review of the future city-planned road   㪠㫊㫃㪸㫅㪻㫊     network  Road projects on which work has not yet   started were reviewed based on 15 criteria. 㪲㪫㫆㫋㪸㫃㪴      Those projects that did not meet any of the criteria (which amounted to roughly 4.9    kilometers in 9 sections) were designated as 㪬㫉㪹㪸㫅㩷    㪼㫏㫇㫉㪼㫊㫊㫎㪸㫐㫊  “Routes (sections) for Reconsideration.” After fiscal 2016, the necessity of these roads will be ※Figures for urban expressways are forecasts as of April evaluated again based on local needs. 1, 2015. ※Totals in each column may not match due to rounding. (3) Review of routes for city-planned roads ※Uninitiated road extensions include almost completed Among road projects which were confirmed road extensions. to be necessary, 28 routes totaling around 30.4 kilometers were designated as “Routes (sections) for Reevaluation” with the details of the projects, including the width and structure of the roads, to be reviewed. The TMG will continue to implement necessary procedures and preparations for the development of city-planned roads, while taking into account the various issues and considering the opinions of local residents regarding the course, width and structure of the roads.

(4) Further easing of restrictions on construction Existing restrictions were eased further within areas for all city-planned roads, including roads for priority development. New standards allow for structures of three floors (excluding some cities and wards.)

22 Promoting Construction of the Three Ring Expressways of the National Capital Region Tokyo Metropolitan Expressway This circular route is approximately 47 kilometers long and links areas within an approximate 8 to 10 kilometer radius from the center of Tokyo. With the section linking the No. 3 Route to the Wangan Route completed in March 2015, the Central Circular Route fully opened to traffic. This has resulted in less concentration of traffic in the city center. The volume of traffic in the area within the Central Circular Route (*1) has declined by five percent and time lost due to traffic conges- tion (*2) has gone down by about 50 percent. Among other benefits, the time required to travel to Haneda Airport from Shinjuku during rush hour has been reduced by about 21 minutes. Tokyo Outer (Gaikan) This route is approximately 85 kilometers long and links areas within an approximate 15 kilometer radius from the center of Tokyo. Up until now, a roughly 34 kilometer section between Oizumi Inter- change and Misato Minami Interchange has been in operation. Work is currently underway on the section between Misato Minami Interchange and the Higashi-Kanto Expressway, which is due to be completed in fiscal year 2017. In April 2007, the city plan for the section between the Kan-etsu Expressway and the Tomei expressway was changed from an elevated route to an underground route and the project became ready for implementation in May 2009. Currently this project is being carried out by the central government and the East and Central Japan Expressway Companies. The TMG is requesting that the central government and the expressway companies complete this project in time for the Tokyo 2020 Olympic and Paralympic Games. Regarding the section between the Tomei Expressway and Wangan Roadway, since no concrete plan is yet in place, the TMG is working with the central government and other related bodies with the aim of formulating a plan as soon as possible. Metropolitan Inter-City Expressway (Ken-o-do) This route is approximately 300 kilometers long and extends over Tokyo and its four surrounding prefectures at an approximate 40 to 60 kilometer radius from the center of Tokyo. With the opening of the Takaosan Interchange to Sagamihara-Aikawa Interchange section in June 2014, the entire 24.6 kilometer portion of the expressway that runs through Tokyo (Ome Interchange to Sakaigawa, Kana- gawa Prefecture), is in service, and the Kan-etsu, Chuo, and Tomei expressways are now linked by the 㪤 㪫㫆㪿㫆㫂㫌㩷㪡㫌㫂㪸㫅㩷㪜㫏㫇㫉㪼㫊㫊㫎㪸㫐 㪼㫋㫉㫆 Metropolitan Inter-City Expressway. 㫇㫆㫃㫀㫋 㪸㫅㩷㪠㫅 㫋㪼㫉㪄㪚 㪢 㫀㫋㫐㩷㪜㫏㫇㫉㪼 㪸㫅 㫊㫊㫎㪸 㪄㪼 㫐 㫋㫊 㫌 㩷

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23 Development of Railways and New Transportation Systems

Tokyo’s railways and new transport systems are unrivalled in the world in their extensive network, precision, and safety. The TMG will continue its efforts to further improve the networks, make it easier to transfer between train lines, provide more barrier-free environ- ments and services, and solve issues with railway crossings.

Improvement of Subway Lines The construction of subway lines has been implemented based on a central government council’s report (Council for Transport Policy Report No. 18). In addition, the TMG is working to promote the improvement and integration of subway services, and increase passenger convenience.

Tsukuba Express/Nippori-Toneri Liner The (New Joban Line), which links Akihabara and Tsukuba, was developed to ease crowding on JR Joban Line trains, enhance the public transportation network in the northeastern portion of Tokyo, and promote the growth of the areas along the line. The whole line opened in August 2005. The Nippori-Toneri Liner was planned as a new transportation system to resolve the inconvenience of poor public transport in northeastern Tokyo and contribute to the development of the areas along the line by linking Nippori and Minumadai-shinsuikoen. It opened in March 2008. Tsukuba Express (New Joban Line) Nippori-Toneri Liner / The Rinkai Line and New Transit Yurikamome were planned with aims that include enhancing the public transportation network in the Tokyo Waterfront Sub-center and contributing to the promotion of devel- opment of the areas along the lines. Full operation of the Rinkai Line began in December 2002, with mutual use of the operation facilities with the JR Saikyo Line. The Yurikamome began operations between Shimbashi and Ariake in November 1995, and between Ariake and Toyosu in March 2006. Rinkai Line Yurikamome Tama Monorail The Tama Monorail was planned to enhance the public transportation network in the Tama area and strengthen mutual cooperation between core cities. The section between Tachikawa-kita and Kamikitadai, and the section between Tachikawa-kita and Tama Center opened in November 1998 and January 2000, respectively. Tama Monorail

24 Basic Policy for Railway Crossing Measures Approximately 1,050 level railway crossings still remain in Tokyo (as of the end of March 2014), causing traffic congestion and many other problems. The Basic Policy for Railway Crossing Measures was formulated in June 2004 with the $GHQTG #HVGT aim to enhance Tokyo’s attractiveness as a global city and to promote urban renewal. In this basic policy, 394 level crossings were selected as priority areas for study and project implementation by fiscal 2025. Among these priority areas, 20 sections were then selected to be exam- ined for construction of two-level cross- Example of large-scale project Resource: Bureau of ings by elevating or lowering the tracks, for two-level crossings Construction and 83 sections were selected to be ( Line near Ring Road No. 8) examined for other measures such as $GHQTG #HVGT two-level crossings using road elevation or tunneling, provision of pedestrian ೨ ᓟ overpasses or underpasses, shorter bell warnings of train approach, and road- widening across the tracks. The early implementation of measures for railway crossings is presently being pursued based on this basic policy. Example of road-widened crossing

BRT Linking the City Center and Tokyo Waterfront City The TMG is planning to introduce BRT as a new transport service centering on Ring Expressway No. 2 and linking the city center to Tokyo Waterfront City. Expectations are that the Kachidoki, Harumi, Toyosu and Waterfront City area will develop as a new face of Tokyo, which offers residential space and also increased capabilities as a MICE and international tourism desti- nation. However, there are places where access to rail services is poor and there is overcrowding at some stations and their surrounding areas during rush hour. Moreover, around 6,000 housing units are scheduled to be created in the repurposing of the Olympic Village following the Tokyo 2020 Olympic and Paralympic Games, meaning that transportation needs in Articulated bus the area will increase further. To respond to needs quickly and flexibly, a set of core aims was formulated in August 2014 and project partners were sought. The “Committee for BRT Linking the City Center and Waterfront City” was established and discussions held from a range of perspectives about developing a BRT system. A basic plan, or draft plan for the project, was compiled in April 2015. Later, in accordance with the basic plan, bids were solicited for a BRT operator and in September 2015, an operator was selected. With the aim of launching operations in 2019, the TMG is progressing with implementation of a BRT system that surpasses traditional bus travel, making use of fuel cell buses, which will have board- ing and alighting available at all doors, easy payment methods to avoid delays, technology for preci- sion stopping at bus stops, and a consistent design concept throughout the sytem.

25 Promotion of Aviation Policies It is essential to bolster the airport functions of the National Capital Region for Tokyo to develop as a global city. The TMG is taking many initiatives to address this challenge. These include efforts to further strengthen functionality at Haneda Airport and increase its interna- tional flights and to have Yokota airspace returned to Japan.

Enhancing Functionality of Haneda Airport and Increasing I nternational Flight Services The TMG had been lobbying the central government to re-expand and introduce regular interna- tional flights to Haneda Airport, and had also cooperated in a variety of ways including providing the central government with interest-free loans for construction of a new runway. As a result, Runway D opened for service in October 2010, and regularly scheduled international services commenced. In March 2014, the number of arrival and departure slots at Haneda was increased from 303,000 to 447,000 annually. Proposal Proposal Nagareyama However, it is predicted that by the Koshigaya Nagareyama South Saitama City North City City City City Yosikawa wind Kawaguchi Misato wind City Kashiwa Souka City City City Shonan early 2020s capacity at airports in the Fujimi City Kawaguchi City Shiki City Warabi machi Souka Misato City Yashio City Shonan Asaka Miyoshi Shiki City City City machi Toda City City Machi Warabi City City Yashio National Capital Region will again be Asaka Toda City City Matsudo City Wako City Matsudo Niiza City -ku Adachi-ku Wako City City Kamagaya Kiyose City Niiza Itabashi Adachi-ku Kamagaya City inadequate. In order to meet the needs of City City -ku Kita-ku Kita-ku City -ku -ku Higashikurume Nerima-ku Katsushika Arakawa Ichikawa City Arakawa-ku -ku -ku the Tokyo 2020 Olympic and Paralympic Nishitokyo Toshima Ichikawa City -ku -ku City Bunkyo TaitoSumida Funabashi City City Bunkyo Sumida Funabashi Nakano Nakano Taito Musashino -ku -ku -ku Musashino -ku -ku City -ku Edogawa -ku Shinjuku -ku Edogawa City Shinjuku City -ku Chiyoda -ku Games, as well as air travel beyond the Suginami -ku Chiyoda -ku Mitaka -ku Mitaka -ku Koto-ku -ku -ku Koto-ku City Narashino City Shibuya Chuo-ku Narashino Shibuya Chuo-ku City -ku City -ku Minato Minato Games, Hanada Airport’s capacity has to Chofu CitySetagaya -ku -ku -ku -ku Urayasu Urayasu Komae Komae City City City City Meguro be expanded. To respond appropriately -ku -ku Shinagawa -ku A Landing runway -ku C Takeoff runway to the growing needs of air travel, the Kawasaki City Ota-ku C Landing runway Ota-ku D Takeoff runway TMG is working to further increase Flight time (includingㆇ↪ᤨ㑆Ꮺ䇽 Flight䇼ㆇ↪ᤨ㑆Ꮺ䇽 time A Takeoff runway path㪈㪌ᤨ䌾㪈㪐ᤨ (including䊶㪍ᤨ䌾㪈㪇ᤨඨ path daytime flight capacity, looking at every change) change)䋨⚻〝ಾᦧ 䊶㪈㪌ᤨ䌾㪈㪐ᤨ C Landing runway ᤨ㑆䉕฽䉃䋩 䋨⚻〝ಾᦧᤨ㑆䉕 angle including the central government’s Dotted line Dotted฽䉃䋩 line estimated estimated⚻〝䈱⎕✢䈲 current proposals for flight paths over height of Sodegaura height of over A Landing runway ⚂㪍㪃㪇㪇㪇㪽㫋 City ⚻〝䈱⎕✢䈲 over 6,000ft Sodegaura 䇼⚂㪈㪃㪏㪇㪇㫄䋩 ⚂㪍㪃㪇㪇㪇㪽㫋䋨⚂㪈㪃㪏㪇㪇㫄䋩 City 6,000ft B Takeoff runway (1,800m) central Tokyo. While investigating ways 䊶 એ਄䉕ᗐቯ (1,800m)એ਄䉕ᗐቯ to reduce noise and taking thorough Max.90 times/hou r Max.90 times/hou r measures to ensure safety and security, Proposed flight paths (Ministry of Land, the TMG, bearing in mind the schedule up Infrastructure, Transport and Tourism) to 2020, is pressing the central government for timely delivery of the necessary facilities and the building work related to sound reduction. In these ways, the TMG is taking steps to further increase Haneda Airport’s functions and international connectivity. Use of the vacant land at Haneda Airport In October 2010, a plan was compiled for developing the land left vacant after completion of the Haneda Airport offshore develop- ment project and the re-expansion project and concrete initiatives have been taking place. In Zone 1 of the site, development by Ota-ku is progressing including a land readjustment project aiming to make it a center for the creation and spread of new industry. In Zone 2 the central government is taking steps to introduce lodging 㪱㫆㫅㪼㩷㪈 facilities and business complexes by inviting proposals from 㪠㫅㪻㫌㫊㫋㫉㫀㪸㫃㩷㪼㫏㪺㪿㪸㫅㪾㪼㩷 㪱㫆㫅㪼㩷㪉 㪽㪸㪺㫀㫃㫀㫋㫀㪼㫊 㪘㫀㫉㫇㫆㫉㫋㩷㪿㫆㫋㪼㫃 㪤㫌㫃㫋㫀㫇㫌㫉㫇㫆㫊㪼㩷㫆㫇㪼㫅㩷 㪚㫆㫄㫄㪼㫉㪺㫀㪸㫃㩷 business operators and so on. 㫊㫇㪸㪺㪼㫊㪃㩷㪼㫋㪺㪅 㪺㫆㫄㫇㫃㪼㫏㪃㩷㪼㫋㪺㪅 While coordinating with the relevant parties, the TMG will continue to work to develop the vacant land. Development of vacant land at Haneda Airport Reversion of Yokota Airspace Yokota airspace, currently controlled by the U.S. Armed Forces in Japan, is a vast space that extends over Tokyo and nine other prefectures. In September 2008, part of the airspace was returned to Japan. Still, in order to ensure air traffic that is safer and more efficient, and has less adverse noise impact, full reversion of Yokota airspace, realignment of airspace in the National Capi- tal Region, and unified air traffic control by Japan is indispensable. To this end, the TMG will continue urging the national government to negotiate with the U.S. government for total reversion of the airspace.

26 Promotion of Logistics and Other Measures Logistics Measures Logistics is an important infrastructure supporting industry and daily life. In February 2006, the metropolitan government announced the Comprehensive Vision for Logistics, presenting the basic concepts behind future policies for logistics. Based on this vision, more efficient distribution is promoted to boost international competitiveness and to enhance lifestyles and the environment. Reforms in the transportation and logistics will be tackled from various perspectives including the construction of a regional logistics network covering land, air, and sea (improving connections between seaport/airport areas and inland areas through the promotion of road developments such as the three ring expressways), the updating of the functions of logistics hubs in the ward area (Keihin, Itabashi, Adachi and Kasai centers), the boosting of the logistics functions in the Tama area based on development of the Metropolitan Inter-City Expressway (Ken-o-do), the improvement of loading zones in entertainment/shopping districts, and the guiding of large cargo trucks to express-

ways. Tohoku Expressway

Ken-o-do Joban Expressway Development of advanced services Kan-etsu Gaikan Ring Road which increase functionality while Expressway retaining existing facilities to Central Circular support comfortable lifestyles Route

Inner Circular Chuo Route Higashi-Kanto Expressway Expressway/ Surrounding area Operator supporting regional Tomei Higashi-Kanto logistics Expressway 2nd Wangan Expressway/ Shopping/ Road Tateyama Line commercial district Strengthen connection Urban planning which includes 3rd Keihin Road with road network efficient logistics through Tokyo Wan Wangan Roadway Aqua-Line coordination between operators and the local area Logistics Hub Logistics Hub (Around Ken-o-do) (Around Ken-o-do) Note: This is a schematic image of TMG’s future vision/period for distribution based on policies such as the Ministry of Land, Infrastructure, Transport and Tourism’s policy for Efficient logistics supporting comfortable lifestyles development of the 3 ring expressways and 9 radial roads. Development of a Regional Distribution Network of Land, Sea, and Air Transportation Promotion of Comprehensive Measures for Parking In January 2007, the TMG released a Comprehensive Manual to Resolve Parking Problems, which compiled the basic concepts to deal comprehensively with parking issues and included case studies of measures taken for parking. Based on this manual, the metropolitan government is, in coopera- tion with the municipalities and other organizations, implementing comprehensive measures dealing with parking issues. Using existing parking lots, the Bureau of Urban Development is striving to resolve lines formed by taxis waiting for passengers and to expand the number of cooperative coin-operated parking facili- ties providing space for loading and unloading trucks.

Loading/Unloading Allowed %CTIQ

This parking lot is cooperating with measures  for loading/unloading activities of trucks Tokyo Metropolitan Government/ Metropolitan Police Department

Please follow the rules of the facility.

Coin-operated parking lot providing space for truck loading/unloading

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