OSAKA AND ITS TECHNOLOGY NO. 35
March 1999
CONTENTS
Konohana Western Bay Area Redevelopment Project —Universal Studios Japan as a Core of the Redevelopment— ………………………………………… 1 1. Osaka City Bay Area Development Project 2. Project’s Background and Process 3. Access to/from Konohana Western Bay Area 4. Project Outline 5. Universal Studios Japan 6. Development of Peripheral Area of Universal Studios Japan 7. Conclusion
Permeable Fired Block “RAITO” …………………………………………………………………………… 14 1. Introduction 2. Development and Manufacture of “RAITO” 3. Use of RAITO 4. Afterword
Extension and Upgrading of New Transportation System New Tram —Linked Operation Service with Osaka Port Transport System’s Line— ………………………… 19 1. Introduction 2. System Description of the Nanko Port Town Line New Tram and the OTS New Tram Technoport Line 3. Concept of Upgrading 4. Problems in Upgrading 5. Solutions to the Problems 6. Measures for Enhanced Safety and Reliability 7. Conclusion
Prepaid Card Fare System “Surutto KANSAI” ……………………………………………………………… 29 1. Introduction 2. Outline of the Prepaid Card Fare System “Surutto KANSAI” 3. “Surutto KANSAI” Network Area and Titles of Prepaid Cards of Respective Railways 4. In Conclusion Konohana Western Bay Area Redevelopment Project —Universal Studios Japan as a Core of the Redevelopment—
Kosaku Hamada Planning and Coordination Bureau
1. Osaka City Bay Area Development reigned in the Osaka bay area and supported Japanese Project industry, to withdraw from the front lines. The same can be said of the textile industry, another source of Osaka’s The Osaka metropolitan area, with a radius of 50 - 80 vitality for a long period. Neither industry was able to km, is equal in size to Japan’s other major metropolitan hold out in the trend toward globalization. area, Tokyo, the capital of Japan. It has a population of 18 It seems that the bursting of the bubble economy has million and a gross product of $800 billion. accelerated these trends in the socio-economic situation. As a center of Japan’s politics, economy, and culture, In the midst of this difficult time, Isomura, a former pro- the Osaka metropolitan area is comprised of many charac- fessor of economics, was elected Mayor of Osaka and teristic cities including Nara, Kyoto, Kobe, and Osaka, began to transform Osaka into an “International Visitor some of which have flourished for more than 1,000 years. Friendly City.” In modern times, the area has developed steadily as a com- First, directing his attention to a structural shift in the mercial and industrial area. Among the area’s cities, Osaka bay area, Mayor Isomura promoted projects to Osaka City plays a central role not only because of its geo- develop the area, including Tempo-zan, Chikko area, graphical superiority, but because of its prominent history Cosmosquare, Yumeshima, Maishima, and Universal in commerce and industry. (Figure 1) Studios Japan, as well as to construct infrastructure such as railway and road systems connecting these areas. Various attractive projects have been implemented to revitalize the site of old port facilities and factories, Sapporo making the area busy and exciting, as it used to be. These projects include the construction of Kaiyukan, an aquarium Hiroshima with many special features; shopping cen- Kobe ters, hotels, and museums; as well as improvement of the whole of the area’s Kyoto Fukuoka waterfront, to make it open to citizens for strolling. Cosmosquare, Yumeshima, and Sendai Maishima, all reclaimed lands, have been developed under respective plans, so that Tokyo Yokohama each can be a hub with different charac- Nagoya teristic in the 21st century. Having its Okinawa Nara own theme to attract visitors, these hub Osaka areas are expected to interact to produce a newly vital power, based on which the City itself will become a more exciting Fig. 1 place. The bay area surrounding Osaka Port is called the “golden ring,” since it is developed in a ring-shape (Figure 2). Japan’s industrial structure has recently shifted from Secondly, the Mayor’s policies emphasize the develop- mass production of heavy industry goods, into limited pro- ment of downtown Osaka, making many hubs in the inland duction of a wide variety of goods; in other words, from area also, while encouraging private redevelopment pro- quantity to quality. People’s values have also diversified. jects by alleviating restrictions on the building volume/lot Such trends have forced heavy industry, which has long ratio.
1 Project Map South-north axis
Park built over Juhachijo Sewerage
Mikuni Station and peripheral areas (Land readjustment project)
Shin-Osaka Station (SORA Shin-Osaka 21) Creo Osaka North
Museum of Modern Arts, National Museum of International Arts East-west axis Comprehensive Center of Performing Arts Kashima Area International Conference Hall (Land readjustment project)
Sewerage Science Museum Yodo Great Drainage Canal Takami Area (Residential district)
Bay axis
Tsuneyoshi Ohashi Bridge
Project
Maritime Museum
ATC (Asia and Pacific Trade Center)
WTC (Osaka World Trade Center Building) Nagai Athletics Field
Kagaya Ryokuchi (Historic site of Shinden-kaisho)
Legend Urban axis Resident-oriented project (South-north axis, East-west Railroad network project axis, Bay axis) Construction to elevate railroads New center of Osaka (Technoport) Sewerage artery, Drainage canal, Rivers Business- and commerce- oriented project New bridges project Culture- and amenity-oriented JR Loop Line project Subway, New Tram
Fig. 2
Mayor Isomura policies will activate Osaka City, create The Konohana Western Bay Area (photo 1), a 156-ha new employment, and eventually have favorable economic area located north of the Osaka City’s coastal area, has effects in the 21st century. It is no exaggeration to say that been designated one of the hub areas on the golden ring. the Mayor’s policies give us bright prospects for the 21st The redevelopment project aims to convert the area, devel- century. Since activating the mother city greatly affects oped as an industrial zone, into an attractive place the entire metropolitan area, the revitalization of Osaka anchored around Universal Studios Japan, an entertainment City has significant meaning for the Osaka metropolitan theme park where visitors can experience the movies. In area as a whole. the neighboring areas of the USJ, it is planned to invite
2 related industries, such as the commercial, service, and cul- chemical industries. The Konohana Western Bay Area is tural industries. It is hoped that the Osaka bay area, once part of this area. Large-scale factories were constructed called the Asian Manchester, will recover from its setback here during Meiji era (1868 - 1912), including Osaka man- to take the limelight again in the 21st century, thanks to the ufactory of Kisha Seizo (Rolling Stock Manufacturing Co., redevelopment project. Ltd.), Sakurajima factory of Hitachi Zosen Corporation, a The number of annual visitors to the USJ is estimated to steel mill of Sumitomo Metal Industries, Ltd., and be 8 million; current investment is about ´327 billion, Sumitomo Electric Industries, Ltd., all of which greatly including ´170 billion for theme park construction costs, contributed to the modernization of Japan. Some of these ´93 billion for readjustment streets and town lots, ´14 bil- factories are still actively in operation. lion for infrastructure construction in the harbor area, and However, the recent transfer of harbor functions to ´50 billion for construction of the station complex, whose newly reclaimed land and the change in industrial structure design is to be selected through a competition. wrought by the advancement of technological innovation Such investment in construction could temporarily boost have caused a decline in large-scale factories, which were the area’s business; furthermore, once the project is com- compelled to move out of the Osaka bay area. Thus, in pleted and the USJ commences its operation, economic general, the land is not being fully used; this has prompted activity over the 156-ha area will bring in an annual total the City to reactivate the area and its urban functions. revenue of ´860 billion. The number of people employed The Osaka City Comprehensive Plan for the 21st in relation to the redevelopment project is expected to Century, a master plan for Osaka City, defines rearrange- increase by 77,000. (Increase in direct employment within ment of the Osaka bay area as follows: “The area will be the area will be 12,000.) redeveloped to serve as an integrated hub of new urban- oriented industries including R&D, experiment-based, information, and culture-creation industries, as well as to greatly improve its manufacturing and harbor functions. 2. Project’s Background and Process Space that could be created after improvement of conven- The Osaka bay area has long played an important role in tional functions will be converted into places for various the development of Japan’s economy, as a core of the cultural activities, a resort, and a residential quarter, taking Hanshin Bay Area Industrial Zone, one of the leading full advantage of the waterfront location, with the aim of industrial zones in Japan. The area flourished during the harmonizing with the conventional functions of the area.” ’60s, a high-growth period of the Japanese economy, with Such redevelopment is required by most of the Osaka many large-scale factories of shipbuilding, and heavy and bay area. One such portion is the 156-ha of the Konohana
Konohana Western Bay Area
Photo 1
3 Western Bay Area, most of which is owned by major com- 3. Access to/from Konohana Western panies. Being at a loss how to convert the use of their lots Bay Area to match the demands of the times, the companies com- menced related researches in the ’80s. However, besides (1) Expressway Network (Figure 3) limitations imposed by a city planning, they lacked the Universal Studios Japan will be built at the intersecting know-how to enter other fields of business, since they had point of the Osaka Wangan Route of Hanshin Expressway long clung to heavy industry. Public Corporation, connecting Kansai International Meanwhile, MCA Company was planning to build a Airport and Kobe via Osaka, and the Yodogawasagan Universal Studios theme park outside the US. If Osaka Route (under construction) connecting Osaka downtown City succeeds in inviting Universal Studios, a theme park and its bay area, providing easy access to airport, down- in Florida with about 7 million visitors a year, it will not town, and major cities such as Kobe, Kyoto, and Nara. only attract many people to the City, but will generate new Visitors will be able to drive directly into the theme park of businesses, including the high-potential industry of infor- Universal Studios Japan from a new off ramp built close to mation and communication; research and development into advanced technology relating to visual images N and sounds; the manufacture of newly developed to Osaka International Airport to Suita products, and training of those who will be Osaka-Ikeda Route involved in such industries. Thus, it means that Airport Route new urban-oriented industries would be created and integrated into the City. to Kobe From this viewpoint, local landowners and Osaka City decided in January 1994 to invite to Kobe Universal Studios to Konohana Western Bay Umeda Area, hoping to create a vital and attractive city with Universal Studios as a core facility. The USJ Konohana Development Council was founded at a later, time to give shape to the undertaking entity of Universal Studios Japan. In December 1994 Osaka Universal Planning Company was established, and in March 1996 its operation was moved to USJ Co., Ltd., an under- Kinki Expressway taking entity of Universal Studios Japan. In March 1995 a municipal land readjustment project on the 156-ha area was adopted under the City Planning Law, to select lands appropriate for the theme park, construct infrastructure such to Kansai International Airport as roads and parks, and attract various urban-ori- to Sakai to Tenri ented industries. A redevelopment project enabling deregulation of the building volume/lot Legend In service Under construction ratio in the redevelopment area was also adopted, Planned in order to secure open spaces and space for pedestrians. The overall process is shown in Fig. 3 Expressway Network Table 1.
Table 1 Project Process
January 1994 Decision to invite Universal Studios announced by Mayor February 1994 USJ Konohana Development Council founded December 1994 Osaka Universal Planning Company founded March 1995 Adoption of land readjustment, road construction, and redevelopment project as a city planning decision April 1995 Partial amendment of Port Plan of Port of Osaka May 1995 Adoption of improvement project based on Osaka Bay Area Development Project Act August 1995 Approval of Blueprint for Land Readjustment Project December 1995 Designation of substitute lots for Land Readjustment Project March 1996 Construction and operation transfer to USJ Co., Ltd. January 1998 Amendment of city planning for redevelopment projects, designated land use district, fire-protection districts, and port district October 1998 Start on construction of Universal Studios Japan
4 the park, either from the Wangan or Yodogawasagan Studios Japan (about 4 million a year) are expected to Routes. come by train. The inevitable development of the neigh- Sakurajima Moriguchi Route (40 meters wide, 6 lanes), boring area of the park will further increase the number of one of the arteries of Osaka, will also provide an easy people who use the railroad system. Considering the sur- access from downtown to the park. rounding environment, the upper part of the railroad located south of USJ will be covered and made into a green (2) Railroad Network (Figure 4) area. USJ New Station (temporary name) will be constructed on JR Sakurajima Line, which branches off from JR Osaka (3) Access by Sea Loop Line between Sakurajima Station, a terminus, and Since the Konohana Western Bay Area is located at the Ajikawaguchi Station. The new station will be linked to mouth of the Ajikawa River, which flows through Osaka the entrance of Universal Studios Japan by a pedestrians’ City, the plan is to construct a quay for large-sized boats deck, along which will be shopping and amusement facili- and an inner harbor for small ships, to serve as a gateway ties and hotels to create the hustle-and-bustle atmosphere from the sea to USJ. Such facilities will enable the arrival usually felt in the area in front of the station. USJ New and departure of water buses connecting the bay-side Station, designed by Tadao Ando after a sailboat running developed area (including Tempozan and Benten Futo) before the wind, will be a tent-shaped structure made of with downtown Osaka; as well as Bay-cruising boats, resin-coated cloth with glass fiber woven in (100 m in while securing marine access for visitors to the USJ both length, 26.5 m in height). Half the visitors to Universal from Japan and abroad.
Kita-Osaka Kyuko Line Esaka
Hankyu Kobe Line Dainichi
Osaka Monorail Osaka Main Line Main
Hankyu Takarazuka Takarazuka Hankyu Shin-
Line Tokaido Main Line Fukuchiyama Osaka Kadoma Moriguchi
Hankyu Kyoto Juso Main Line Tenjinbashi Hanshin Main Line Tozai Line Roku-chome Hanshin Nishi-Osaka Line Noe
Hanaten Kyobashi Katamachi Line Nishi-Kujo Nagata Ajikawaguchi
New Station Shin-Fukae
Sakurajima Imazato Kintetsu Transportation Bureau Sakurajima Line Nara Line of Osaka City Osaka-ko Kintetsu Osaka Line (Subway, New Tram)
Osaka Loop Line Minami- Mito Transportation Bureau Tatsumi
of Osaka City Naka-futo (under construction) Line Koya Nankai Kansai Main LineKami
Other private railways New Tram
Hanwa Line Lines undergoing grade separation work Suminoe-Koen
Abiko
Fig. 4 Railways
5 4. Project Outline facilities. An urban resort with an atmosphere different from everyday life will be created here, so that visitors can (1) Basic Policy of Development keep their happy feeling after coming out of USJ. To create urban space integrating residence, workplace, ¥ Business Zone (50 ha) and amusement by New businesses will be encouraged, including visual - conversion into urban-oriented industries, including and information industry that would develop from USJ’s research and development, which would be the trend of the state-of-the-art technologies related to visual images and 21st century, supported by the Universal Studios Japan audio. project ¥ Residential Zone (20 ha) - creation of spaces that can provide people with relaxation Residential and green areas will be designed taking and calmness, taking advantage of the waterfront location, advantage of the waterfront location, to provide an envi- promoting construction of urban-style residence, hotels, ronment rich in amenities and specially arranged space for and commercial facilities pedestrians. As incentive to create a comfortable urban space by (2) Zoning (Figure 5) combining the four zones in a unity of function, a more Konohana Western Bay Area will be divided into 4 detailed basic policy for land use (Table 2) was stipulated zones; USJ Zone, Interchange Zone, Business Zone, and in the redevelopment project adopted as a city planning Residential Zone, each of which has distinctive features, as project. follows; ¥ USJ Zone (54 ha) (3) Increase in Building Volume/Lot Ratio, and A core zone of the bay area with Universal Studios Obtaining the Space for the Public (Redevelopment Project) Japan, a theme park ¥ Interchange Zone (30 ha) It was decided in March 1995, under the City Planning Law, that the redevelopment project system would be USJ visitors, still in a wonderful mood after enjoying the applied to the 156.2-ha Konohana Western Bay Area. The theme park, will be welcomed by this zone, including a redevelopment project system, permitting flexible building station with a hustle-bustle atmosphere, hotels in water- volume/lot ratios when contractors build public facilities or front locations along the Ajikawa River, and commercial
Yodogawa River Route 43 Route
Maishima Shorenjigawa Konohana Ohashi Bridge River Hanshin Expressway Yodogawasagan Route Business Zone Sakurajima-Moriguchi Route Ajikawaguchi Station Hokko Junction JR Sakurajima Line
USJ Zone
Sakurajima Station Passenger Terminal
Hanshin Expressway Ajikawa River Osaka-ko Route Legend Area of Land Readjustment Project Expressway Rail line Osaka-ko Station Route 172
Fig. 5 Outline Map of Konohana Western Bay Area
6 develop an open vacant lot of a certain size, encourages the plan was devised for a 90.3 ha portion of the 156.2 ha, to private sector to invest in creating urban space filled with promote much faster development. amenity. It is hoped that the system will enable both In order to promote highly efficient land use, a different improvement of urban infrastructure and highly efficient maximum ratio is applied to each area; for instance, 500% land use (Figure 6). Furthermore, a special redevelopment instead of 300% for D and G-1 districts, and 600% instead
Table 2 Basic Plan of Land Use Based on Redevelopment Project
District A Maintaining existing power supply facilities, establishing more green areas in harmony with water
Business Zone Building a base to promote research and development mainly of visual image related enterprises District B and high-tech enterprises offering information, communication, computer, and other advanced technologies; constructing intelligent offices
USJ Zone District C Attracting USJ
Constructing hotels and festival markets by making good use of attractive features of the District D waterfront, commercial facilities mainly dealing with imported goods, and amusement and cultural facilities using visual images
Integrating urban-oriented commercial facilities and new type urban-oriented industries including Interchange Zone District E visual imaging, information, and communication industries; constructing housing, parks, and green areas
Constructing terminals for water transport in order to obtain good access by water to and from the District G development area under this project; green areas in harmony with water
Improving existing transportation facilities; constructing housing with high amenity, parks, and Residential Zone District F green areas
Shorenjigawa River Park Legend Area developed under Redevelopment Green area Project (District-owned facilities) Area developed under Redevelopment Multi-purpose plaza Green area Area Improvement Project (District-owned facilities) Subdivision Pedestrian overpass District A (District-owned facilities) Height restrictions on walls (4 m) Multi-purpose passage Konohana West Route 2 (District-owned facilities) Height restrictions on walls (2 m) Pedestrian passage Osaka Wangan Route District B (District-owned facilities) Other public facilities (Green area) Open vacant lot (No. 2 facilities) Yodogawasagan Sakurajima-Moriguchi Route Route
Park Pedestrian passage No. 1 Green area (No. 2 facilities) Multi-purpose plaza No. 1
Pedestrian passage No. 2 JR Ajikawaguchi Station
District C 3 Route West Konohana District F Green area Park District E-2 Park Pedestrian overpass No. 1 Konohana West Route 1 District E-1 Pedestrian overpass No. 2 Green area Multi-purpose plaza No. 2 District G-2 Multi-purpose plaza No. 3 Ajikawa Right BankNew Route Station Multi-purpose plaza No. 4 Multi-purpose passage No. 1 Sakurajima Green area Multi-purpose passage No. 2 Park JR Sakurajima District G-1 Pedestrian passage No. 3 Station Pedestrian overpass No. 3 Green area Sakurajima Line District D Height restrictions on walls Ajikawa River Multi-purpose passage No. 3 Green area Pedestrian passage No. 4 Fig. 6 Redevelopment Project
7 of 400% for E-1 district. The Redevelopment Project (4) Urban Infrastructure includes public facilities, such as a multi-purpose plaza and ❍ Land Readjustment Project for Konohana Western Bay a pedestrian overpass. Building walls must be 2 or 4 Area meters from adjacent lots, and the minimum size of a The Konohana Western Bay Area is a relatively large lot 2 2 building must be 10,000 m in the USJ Zone and 2,000 m requiring redevelopment. Since several problems unique in other zones, preventing excessive subdivision. to the area, including rather complicated conflicts of inter- Developers of buildings and other facilities will be est among land owners, irregular topography, and insuffi- instructed to apply styles and designs that can be harmo- cient infrastructure, prevent its effective development, nized with other facilities in each zone. (Table 3) Osaka has decided to implement the land readjustment pro- ject. This project simultaneously promotes efficient land use and infrastructure construction. A significant feature of the project is relocation of the JR Sakurajima Line
Table 3 Basic Plan of Land Use Based on Redevelopment Project
Before Redevelopment Alleviation of Restric- Building volume/ After Redevelopment tions on Building Designated lot ratio (%) Volume/Lot Ratio District A Ð Ð Ð Business Zone District B Ð Ð Ð USJ Zone District C Quasi-industrial district 200 200 District D Industrial district 200 Quasi-industrial district 300 500 Interchange Zone District E Commercial district 400 600 District G Quasi-industrial district 300 500 Residential Zone District F Ð Ð Ð
Konohana Western Bay Area Plan Shorenjigawa River
Green area No. 5
Park No. 4 Konohana West Route 2 27m
Sakurajima-Moriguchi Route 40m
Green area No. 2 Ajikawaguchi Station
Konohana West Route 1 30m Park No. 3
Konohana West Route 3 30m 3 Route West Konohana Park No. 2 Park No. 1
JR Sakurajima Line Green area No. 3 Legend
Boundary of redeveloped area Hanshin Expressway Osaka Wangan Route Wangan Osaka Expressway Hanshin City planning road Sakurajima Green area Boundary road Station No. 1 Park, Green area Ajikawa River Bank, Dyke River Green area No. 4 Rail line Fig. 7
8 closer to the Ajikawa River, in order to obtain the 54-ha lot ¥ Environment improvement for the theme park. (Figure 7) facilities : Green areas ¥ Undertaking entity : Osaka City ¥ Area to be developed : Approx. 156.2 ha ¥ Construction period : 1995 - 2001 fiscal years ¥ Project cost : Approx. ´92.8 billion 5. Universal Studios Japan ¥ Average lot reduction rate : Approx. 30% (1) Outline (Figure 8) ¥ Public facilities: Universal Studios is a theme park where spectacular City planning roads : Nos. 1, 2, and 3 of Konohana attractions based on movies take visitors into the world of West (27 - 30 meters in width) movies and TV programs. There are two Universal Access roads : 7 - 27-meter-wide roads will Studios theme parks in the United States: Universal be properly constructed. Studios Hollywood, which opened in July 1964, and Parks and green areas: Properly constructed with Universal Studios Florida, opened in June 1990, entertain- effective distance ing visitors from all over the world. Universal Studios ❍ Port and Harbor Facilities Improvement Project Japan will be the first Universal Studios theme park out- A passenger terminal, situated at the mouth of the side the US, being located in the Konohana Western Bay Ajikawa River, will serve as a gateway from the sea to the Area in Osaka, formerly an industrial district. The Park is Konohana Western Bay Area, with Universal Studios Japan expected to significantly heighten the potential of Osaka as a core. To secure marine access for USJ visitors from City in attracting people. In the park, 18 attraction facili- Japan and abroad, a quay will be constructed for large boats, ties, full of thrills and excitement (time of opening), and facilities will be built to accommodate bay-cruising including Jurassic Park; JAWS; Back To The Future-The boats and water buses linking the bay-side developed area Ride; restaurants and retail shops, 45 in total. Visitors can (including Tempozan and Benten Futo) with downtown also witness how movies or TV shows are created and pro- Osaka. The waterfront will be landscaped with trees and duced, and once in a while, real stars show up to take part. plants to present a welcoming and lively atmosphere to visi- Each zone is dedicated to one theme so that visitors can tors. easily be part of it, transcending space and time. ¥ Passenger terminal : Quay and passengers’ facilities Such facilities will be realized by investing 170 billion ¥ Project cost : Approx. ´14 billion yen in construction costs, commanding various state-of- ¥ Harbor area transport the-art technologies, and combining the most complex facilities : 2-line roads (17 - 27 meters wide)
Fig. 8 Universal Studios Japanª&©1999 Universal Studios
9 high-tech special effects. “Construction of a huge theme and cultural activities toward becoming a global metropolis park has its own difficult problems, which make us unite with appropriate urban functions and a comfortable envi- firmly in order to fight against them. We have brilliant tal- ronment, by planning and implementing a comprehensive ent to proceed with the project. It is very pleasing to see plan for the area. staff members from America and Japan work together to construct this fabulous theme park,” said Ms. Cathy. A. (2) Outline of the Project Nichols, Chairperson and CEO of the Universal Studios Acreage : Entire project: 54 ha Recreation Group, on the occasion of a ground-breaking Park facility: 39 ha ceremony for Universal Studios Japan. Parking lot: 15 ha (approx. capacity Universal Studios Japan is scheduled to start operation of 4,000 vehicles) in spring 2001. Arnold Schwarzenegger, a movie actor, Facility plan : Attractions: 18 (time of opening: along with the TERMINATOR robot, joined the ground- Table 4) breaking ceremony on October 28, 1998, greatly exciting Food & beverage and retail participants. facilities: 45 The facilities of Universal Studios Japan will be owned Total project costs : Approx. ´170 billion and operated by USJ Co., Ltd., which will pay royalties on Estimated number techniques and know-how offered by Universal Studios. of visitors : Approx. 8 million/year Most of the site is rented from companies, the current land Estimated number of visitors owners. according to transportation: Table 5 As regulated in the Osaka City’s Osaka Bay Area Constructing and Improvement Project enacted in May 1995 based on the operating company: USJ Co., Ltd. ❊ Osaka Bay Area Development Act ( 1), the Konohana (Quasi-public corporation) Western Bay Area is designated a redevelopment area. As President: Mr. Toshio Dozaki the core facility in promoting the project, Universal Capital : ´24 billion (as of July 1998) Studios Japan will be offered certain tax incentives and Major investors: preferential treatment for financing. Osaka City, USEJIC, ❊ ( 1) Osaka Bay Area Development Act: In accordance Sumitomo Metal Industries, Ltd., with the recent changes in the socio-economic environment Rnak, Sumitomo Corporation, in Osaka Bay Area, such as in the industrial structure, the Hitachi Zosen Corporation Act was enacted by the Diet in December 1992, with the Opening : Scheduled for spring 2001 aim of encouraging the community to promote economic
Photo 2 TERMINATOR 2Ð3Dª&©Canal + D.A.
10 Table 4 Planned Major Attractions (Opening)
Name of Attraction Brief Description of Attraction
Dinosaurs revived by the most advanced technology roar and run to attack audiences. Jurassic Park Comprising three-dimensional filming technology, the latest special effects and live attractions, Jurassic Park-The Ride will offer a long-lasting memory.
A huge white creature coming out of the waves. The monster, 10 meters long and JAWS weighting 3 tons, will pounce on audiences with more reality than the movie.
Audiences can experience time travel at supersonic speeds you can hardly imagine, just as in the movie. Visual image systems using state-of-the-art technology, flight Back To The Future simulation devices of the space age, and live special effects on visual images--all are the most sophisticated technologies of our time.
Reproduction of the world of E. T., the world’s favorite movie. E. T. will take audiences E. T. Adventure to E. T.’s home planet, located beyond the galactic system.
Schwarzenegger will join you in enjoying a thrilling adventure that develops so fast that TERMINATOR 2 you will not have time to breathe. The latest special filming effects make this attraction the most exciting one.
Just as in WaterWorld, a movie released in 1995, various high-tech technologies and WaterWorld stunts, such as spectacular explosions, and flame manipulating techniques at giddying speed, will be performed right in front of you.
Top level stunt men from Hollywood will perform various stunts one after another, Wild, Wild, Wild West Stunt Show including a duel with knives, a shotgun battle, and a fall from a height. Every audience will applaud their full satisfaction.
Fifty animal superstars will line up to perform their wonderful show far better than Animal Actors’ Stage human beings could. Both children and adults will be fascinated by these performances.
Studios Study Tour A studios guide will take you around shooting scenes.
Universal, which has developed many kinds of visual magic, will unveil the motion Universal Movie Magic picture technology it has used in famous, mysterious, and thrilling scenes.
A rock show performed by all the monsters of Universal movies. Beetlejuice, the Beetlejuice’s Rockin’ Graveyard Revue unique and best monster in the world, will present you an exciting show along with Dracula, Wolfman, The Phantom of the Opera, and Frankenstein.
Make-up experts from the US, the birthplace of movie make-up techniques, will show Universal Creature Academy you from beginning to end how famous actors’ make-ups are done.
You will experience the world of Backdraft, a movie about firemen. Spectacular scenes Backdraft of blasting barrels of gunpowder, flying fireballs, and a confronting wall enveloped in flames will completely stun you.
Table 5 Estimated Number of Visitors by Mode of Transportation (person/day)
Automobile Train Bus Others Visitor Employee Business purpose
25,100 11,400 6,100 1,900 700 4,700
11 Photo 3 Jurassic ParkÐThe Rideª&©1999 Universal Studios and Amblin Entertainment, Inc.
Photo 4 WaterWorldª&©1999 Universal Studios
12 6. Development of Peripheral Area of 7. Conclusion Universal Studios Japan Technology has made a great progress; the Information A narrow area approx. 1.2 km long between Universal Age is now in the period of maturity, and the industrial Studios Japan and the Ajikawa River is designated a rede- structure has been transformed. The urban structure, as a velopment area, roughly divided into two parts; one pro- matter of course, must continue its transformation to sat- ducing a downtown atmosphere from the station to isfy people’s values of the times, and provide convenience Universal Studios Japan, and the other creating a water- and amenity. Osaka City, in order to meet such demands, front community with high-quality scenery along the is promoting redevelopment of the Konohana Western Bay Ajikawa River. The former has approx. 5-ha acreage and Area. With the Universal Studios Japan theme park as the latter approx. 25-ha. anchor, the plan is to transform the area into a city of vital- Adjacent to Universal Studios Japan and enjoying the ity. Revival of the area should be dramatic and exciting waterfront resources of the Ajikawa River with a wide enough to affect the “golden ring” around Osaka Port, con- view, this area, with the two parts combined, has the high- tributing to the revitalization of the entire Osaka Bay Area. est potential for redevelopment. It is classified under the It is also hoped that it will positively influence the inland Interchange Zone in the Overall Project of Konohana center of Osaka City, which was first developed as down- Western Bay Area. Special emphasis has been put on the town Osaka, and help promote other development projects. development of this area because it is necessary to have the Such developments, for example, must generate increased qualities of this area interact with the entertainment ele- demand for hotels not only in the Konohana Western Bay ment provided by the USJ Zone, to make both of them Area, but in downtown Osaka as well. New businesses more attractive, and realize a high-quality urban resort. and venture enterprises will also be established, in order to A master plan for the Interchange Zone was drawn up in supply the advanced technologies much needed in the less than one year by the Konohana Western Bay Area theme park. Master Planning Committee, comprised of Osaka city and A park with a theme on movies requires continuous companies that own the lots. Even though it is not binding, investment in renewal of attractions. As well, more lands the master plan presents the project’s vision, ultimate must continuously be provided to enable enlargement of potential, and guidelines for sophisticated design in order park facilities. These principles can be applied as well to to construct a new type of city with a pleasant atmosphere Universal Studios Japan, which I believe should grow to where people will want to stay over a long period of time, meet the demands of the times, with the Konohana enjoying exciting activities and relaxing at the same time. Western Bay Area being developed along with its periph- The development project, based on the master plan, aims eral districts into an area greatly different from what it is to improve public spaces via such means as construction of now. plazas and green areas along passenger terminals and In Osaka, while an overall plan for developing Kansai shores, and to construct hotels, commercial facilities, as International Airport into a 24-hour international hub air- well as amusement and cultural facilities. Furthermore, port, and a national project to invite the 2008 Olympics to development of a district in front of the station should be Osaka are being steadily promoted, the countdown toward completed in time for the opening of Universal Studios the opening of Universal Studios Japan, slated for the Japan, since the district will be on a pedestrian flow line spring of 2001, has begun attracting a great deal of atten- connecting the station and the theme park. A New Station tion from citizens, and various sectors of society. District Development Project Competition is being held to select the proper contractor, so as to meet the deadline. It is expected that advanced technology industries required by the park’s operation, such as visual imaging, audio, and communication technologies, will be concen- trated in the Business Zone constructed north of Universal Studios Japan. Osaka Media Port Co., Ltd., a telecommu- nications company, has started to build optic fiber net- works under the roads as communication infrastructure. To supply sufficient energy to the development area of the Konohana Western Bay Area, including Universal Studios Japan, Osaka Gas and three other related compa- nies have jointly set up the Osaka Konohana Bay Area Energy Supply Co., Ltd. and are constructing a power plant to supply cold water, warm water, and steam.
13 Permeable Fired Block “RAITO”
Kadunori Miyamoto Sewage Works Bureau
1. Introduction Mixture and granulation of Firing in tunnel Pressure-molding As of the end of March 1998, 99.9% of Osaka’s popula- incinerated ash furnace and aggregate tion is serviced by its sewer system. At present, Osaka has 12 sewage treatment plants. In the City, about 270,000 ➀ Mixed powder ➁ Molded product ➂ Fired product tons of dehydrated sludge cakes are generated each year as a result of wastewater treatment. The entire volume of these cakes is incinerated. Incinerated ash is dumped on disposal sites. Since the capacity of disposal sites is limited, it is thought that the volume of ash to be dumped should be reduced as much as possible, to prolong the period over which the sites can be used. Incinerated ash Aggregate Molten portion Pore Accordingly, the Osaka Municipal Government is con- structing a melting furnace, with a capacity of 150 t/day, in Fig. 1 Method of Providing RAITO with Permeability the Hirano Sewage Treatment Plant, to reduce the volume of sludge to be treated and recycle treated sludge as con- struction material. Concurrently, the Municipal Government is studying the recycling of ash generated heavy metals, their leachate can be prevented by melting daily by the existing multiple-hearth furnace and fluidized ash. bed furnace. This basic technology has been applied to the develop- In Osaka much effort has been devoted to flood control, ment of RAITO. This project is aimed at recycling incin- due to the City’s particular geographical conditions. The erated ash from wastewater treatment facilities, and using recent progress of urbanization in Osaka has led to sludge-digestion gas effectively. The project, designated a increased storm water runoff. As a result, flooding has Model Project Using New Technology by the Ministry of occurred in areas where conventional flood control mea- Construction, was begun in fiscal 1994 through joint sures have already been implemented. To cope with such research by the Sewer System New Technology Promotion flooding, the Municipal Government is constructing addi- Organization and the Osaka Municipal Government. tional trunk sewers, storm water reservoirs, pumping sta- At the Ono Sewage Treatment Plant, where RAITO tions and other facilities. It has also implemented blocks are manufactured, the methane concentration ranges measures for controlling storm water runoff, including the between 57.3 and 63.5% on an annual basis. This means manufacture and marketing of permeable blocks. that methane can be used as fuel. The goal in designing the block was to achieve the strength and quality required by the Japan Society for Architecture (flexural strength: 30 kgf/cm2 or more; perme- 2. Development and Manufacture of ability coefficient: 1.0 × 10-2 cm/sec). In addition to ful- “RAITO” filling this goal, it was also sought to increase the proportion of recycled wastes from the sewer system. The The technology for manufacturing “RAITO,” a perme- goal for permeability was attained by maintaining a maxi- able block, has been developed jointly by the Nagoya mum temperature of 1,030ûC for 3 hours, with an ash con- Municipal Government and local manufacturers. As tent of about 45%. shown in Fig. 1, the block is manufactured by firing incin- A test was conducted to determine the volume of grit erated ash and broken pottery pieces at high temperature. dredged from sewers, which can be used to replace pottery Minute pores form in the block due to the melting of ash. pieces as aggregate. The results show that with an ash As a result, the block becomes permeable, and can absorb content of 45%, the required flexural strength (30 kgf/cm2) a considerable volume of water. Even if sludge contains can be achieved with contents of clay, grit and pottery
14 pieces of about 4%, 15% and 35% respectively. per day. At present, the raw material consists of 42.5% Based on results of the joint research, an incinerated ash dehydrated incinerated ash, aggregates (11% grit, 14.5% recycling facility (called Brick Atelier) was constructed in broken ceramic pipe pieces, and 28% pulverized porce- the Ono Sewage Treatment Plant, supervised by the North lain), and 4% clay. Administration Office. The manufacture of RAITO at the This means that wastes from the sewer system (includ- plant began in fiscal 1997, using the process shown in Fig. 2. ing incinerated ash, grit and broken ceramic pipe pieces) The name “RAITO” is an acronym comprising the ini- account for more than 2/3 (68%) of the raw material. The tials of “recycle” (implying recycling of wastes from the heat treatment process for block manufacture consists of sewer system), “available” (implying the block’s availabil- preheating, firing, quick cooling, and slow cooling. Firing ity for environmental conservation), “ideal,” “technology” takes 4 hours, at a firing temperature of about 1,050ûC. (implying the technology for industrial manufacture), and RAITO is composed of 2 layers. 7 color variations (red “oasis” (symbolizing the high capacity of the block for brown, dark gray, light gray, ivory, dark beige, light beige, absorbing water). and green) can be manufactured by adding different pig- The Brick Atelier manufactures 3,000 to 4,000 blocks ments to the surface layer.
Incinerated ash
Sludge
Mixture and granulation of Incinerator incinerated ash and aggregate ※�
Drying Mixture
Aggregate (grit etc.) Pigment
Firing at tunnel furnace
Hopper for lower layer ※� Firing furnace
Molding machine
Palettizer
Pressure-molding
Hopper for upper layer Packing
Process for manufacturing permeable blocks
Fig. 2 Manufacturing Process Used at Brick Atelier, Ono STP
15 RAITO is permeable, and absorbs about 200 cc/piece of 3. Use of RAITO water. The block is sold at a price of ´6,600 per 1 m2 (50 pieces). The cost of paving a 100 m2 area with RAITO is As of the end of March 1998, 572,500 pieces of RAITO ´983,820. This cost includes the cost of materials (includ- (comprising those in facilities of the Sewage Works ing non-woven cloth and materials for subgrade and Bureau and others in other facilities) have been used to roadbed) and labor. pave a total area of 11,450 m2 (Table 1).
Table 1 Record on the Delivery of RAITO, the Permeable Block (as of the End of March 1998)
Quantity Site Date of Delivery Number of Remarks Area (m2) pieces Nakahama STP, Sewage Works Bureau November 9, 1993 300 15,000 Pavement before the entrance Nagai Workshop, Shiraishi Pavement of former vertical shaft Co., Ltd.: Sewage Works Bureau February 26, 1994 120 6,000 site Hirano STP, Sewage Works Pavement of area surrounding Bureau March 31, 1994 210 10,500 firefly cage Hirano STP, Sewage Works Pavement of area adjacent to Bureau September 6, 1994 370 18,500 Tatsumi Channel
Ebie STP, Sewage Works Bureau December 15 - 16, 1994 1,201 60,050 Promenade Kunijima Purification Plant, Pavement of area surrounding Waterworks Bureau December 20 - 21, 1994 650 32,500 Water Museum North Administration Office, Pavement of area west of Sewage Works Bureau January 31, 1995 560 28,000 Administration Building Imafuku STP, Sewage Works Pavement of plant floor Bureau February 20, 1995 120 6,000 Occupational Skill Development Public Welfare Bureau February 27, 1995 655 32,750 Center Chidori STP, Sewage Works Pavement of plant floor Bureau March 16, 1995 423.2 21,160 East Administration Office, Pavement of new conduit Sewage Works Bureau March 31, 1995 390.8 19,540 Minatomachi Development Center, Urban Development Association November 25, 1995 600 30,000 west sidewalk East Administration Office, Pavement of remainder of new Sewage Works Bureau December 22, 1995 139.2 6,960 conduit North Administration Office, Sewage Works Bureau December 22, 1995 40 2,000 Passage for visitors to Ebie STP Minatomachi Development Minatomachi OCAT underground 120 Center January 23, 1996 6,000 parking lot Kunitsugu Pumping Station, Floor pavement of Kunitsugu Sewage Works Bureau March 1, 1996 98 4,900 Pumping Station Nakahama STP, Sewage Works Pavement of former History 660 Bureau June 5, 1996 33,000 Museum site Ikuno Ward, Sewage Works Restoration of sewerage work site Bureau June 28, 1996 128 6,400 Hirano STP, Sewage Works 310 Passage for visitors Bureau July 12, 1996 15,500 Pavement of area surrounding Ono STP, Sewage Works Bureau July 23, 1996 946.24 47,312 stabilization pond Pavement of area surrounding Ono STP, Sewage Works Bureau September 12, 1996 581.56 29,078 stabilization pond Urban Development and Housing March 24, 1997 377 18,850 Eco Plaza in Tsurumi Park Bureau Suminoe STP, Sewage Works 140 7,000 Rose garden in plant Bureau February 23, 1998 Juhachijo STP, Sewage Works March 9 - 13, 1998 820 41,000 Pavement of plant floor Bureau Juhachijo STP, Sewage Works March 25 - 27, 1998 430 21,500 Pavement of plant floor Bureau
Ono STP, Sewage Works Bureau March 23 - 30, 1998 1,060 53,000 Pavement of plant floor
Total 11,450 572,500
16 60,050 RAITO blocks (equivalent to a 1,201 m2 paved area) are used for a promenade in the Ebie Sewage Treatment Plant, managed by the North Administration Office. The promenade in the Ebie Sewage Treatment Plant, shown in the photographs, serves to link the Yodogawa Station of Hanshin Railway with the Takami Floral Town in a redeveloped area. The road is used every day by about 6,000 pedestrians to and from the station (Photos 1, 2). 2,000 RAITO blocks were used to pave a 40 m2 area on the sloped section of the road for observing the aeration tank in the Ebie Sewage Treatment Plant (Photo 3). Additionally, 28,000 RAITO blocks were used to pave a 560 m2 area in Photo 2 Promenade along Ebie Sewage Treatment the Garden of the Four Seasons of the Sewerage Science Plant (View from South Side, toward Museum, opened in the spring of 1996 to commemorate the Yodogawa Station) 100th anniversary of the commencement of modern sewer- age development in Osaka (Photo 4). In the Juhachijo Sewage Treatment Plant, 62,500 RAITO blocks were used to pave a total area of 1,250 m2 (including the road before the garage of the Juhachijo Sewerage Center, completed in the spring of 1998) (Photo 5). The useful characteristics of RAITO were reported with surprise in an article (dated July 10, 1998) of the daily Sankei Shimbun. The article, titled “Recycling Wastes” and subtitled “Controlling Urban Localized Downpour,” says, “It is thoroughgoing recycling. In an experiment on permeability, a bucketful of water was totally absorbed by Photo 3 Slope for Visitors to Ebie Sewage Treatment the blocks, as it ran 2 to 3 meters without even a splash. Plant Each block absorbs about 130 grams of water.” The Osaka Municipal Government regards the site of a sewage treatment plant as precious open space in the urban area. Accordingly, part of the site is open to citizens, while securing the necessary functions of the plant, to har- monize the plan with the local community. Every March, the promenade in the Ebie Sewage Treatment Plant, paved with RAITO, is adorned with camellias, chosen as the symbolic flower of this plant. Held at the plant are events for general citizens, such as an
Photo 4 Garden of Four Seasons on West Side of Sewerage Science Museum
Photo 1 Promenade along Ebie Sewage Treatment Photo 5 Road along Garage of Juhachijo Sewerage Plant (View from West Side) Center
17 exhibition of camellias and a plant visit. As RAITO blocks able block manufactured and marketed by the Osaka are permeable, pools do not form on them. Accordingly, Municipal Government, will be used actively for sidewalks RAITO-paved roads are praised by pedestrians for their and streets, to realize an elegant cityscape. safety.
18 Extension and Upgrading of New Transportation System New Tram —Linked Operation Service with Osaka Port Transport System’s Line—
Masahiko Toyoura Transportation Bureau
1. Introduction operation was started. Therefore, the existing central con- trol system was upgraded to enable integrated control of The Nanko Port Town Line (nicknamed “New Tram”), the existing New Tram line and OTS’s new line. (See located in the Nanko (South Port) district in the southwest- Photo 1 and Figs. 1 and 2.) ern part of Osaka City, was opened in March 1981 as a Excepting the total system test conducted using 18 fully automatic new transportation system of medium trains, with train service stopped for one full day, system capacity running on rubber tires. equipment replacement was carried out during the non-ser- Later, a plan was introduced under which, by December vice hours (between 1:00 A.M. and 4:00 A.M.). It was 1997, New Tram would be linked for through-service to a remarkable that system replacement could be achieved new line (an extension of the New Tram line) to be oper- without disturbing train service. ated by Osaka Port Transport System Co., Ltd. (hereinafter The following sections describe the system, concept of abbreviated “OTS”), an undertaking jointly owned by pri- renewal, problems, solutions, and measures for enhancing vate and public entities. It was expected that the existing system reliability and safety. central control system would become obsolete when linked
Fig. 1 Osaka Municipal Subway/New Tram Route Map
19 Photo 1 New Tram
New central control system
Control range
Old central control system
Control range OTS line (New Tram Technoport Line) Existing line (Nanko Port Town Line New Tram) Nakafuto Station Hirabayashi Station Nankoguchi Station Nankohigashi Station Suminoekoen Station Cosmosquare Station Ferry Terminal Station Ferry Terminal Port Town-nishi Station Port Town-nishi Port Town-higashi Station Port Town-higashi Trade Center-mae Station Trade
Fig. 2 Integrated Control System for Existing New Tram and New Tram Technoport Line
20 2. System Description of the Nanko Port In other words, the system was to be replaced during the Town Line New Tram and the OTS non-service hours, between 1:00 A.M. and 4:00 A.M. New Tram Technoport Line 4. Problems in Upgrading The OTS’s new line (New Tram Technoport Line) is an extension of the existing Nanko Port Town Line New New Tram, an automatically operated new transporta- Tram, and therefore adopts electrical equipment and vehi- tion system, is based on the automated train control (ATC) cle equipment of the same specifications as for the New system, in which ground equipment is integrally connected Tram. with onboard equipment. Compared with conventional Table 1 outlines the systems of the two lines. subway systems, therefore, New Tram involves more equipment and devices relating to automated train opera- tion (ATO), to replace train drivers and conductors. In 3. Concept of Upgrading addition, signaling and communication equipment, as well as power supply equipment and various onboard equip- The concept was to replace the existing system as safely ment, are closely and complexly interrelated, for automati- and efficiently as possible without disturbing New Tram zation of emergency warning (emergency stop, emergency train service. power interruption) conventionally carried out by the train
Table 1 System Description of New Tram and New Tram Technoport Line
Line name New Tram Technoport Line New Tram
Operation commenced December 18, 1997 March 16, 1981
Route arrangement Existing Depot New Double tracks Double tracks Route length Elevated : 0.9 km Elevated: 6.6 km Underground : 0.4 km Main line : 70 m Minimum radius of curve Depot : 25 m Main line : 4.3% Maximum gradient Depot : 7% Number of stations 2 8 70,000 persons/day Transportation capacity 7,840 pphpd
Minimum headway 2 min Maximum : 55 km/h Service speed Average : approx. 27 km/h (including dwell time) Number of trains (4-car consist) 3 18 Length : 7,600 mm Car dimensions Width : 2,290 mm Height : 3,150 mm 72 to 75 persons/car Passenger capacity 294 persons/train Control center Separated independent operation console for each line in the same control room (Photo 2)
Central control equipment Integrated in one system
Depot Common use
Automated train protection (ATP) Fixed block-signal system Onboard programmed stop based on point signals from the wayside loops, and train location Automated train operation (ATO) with guideway database. Independent of ATP
Automated train supervision (ATS) Continuous supervision and overridden control. Programmed traffic control (PTC)
Power supply � 3-phase, 600 VAC
21 crew (See Fig. 3). (1) Procedure for changeover to the new system Unlike conventional subway systems, therefore, it was (2) Efficient changeover (Changeover must be carried out not possible to replace system equipment individually. All in about three hours after the end of the train service.) related equipment (central control system) had to be simul- (3) Testing and adjustment of the new system on the OTS taneously replaced, which was extremely difficult and line demanding work. In renewing the ATC system, there were four problems (4) Testing and adjustment of the new system for inte- to be resolved, as follows: grated control of the entire line
Photo 2 Control Center (New Operation Mimic Board & New Operation Console)
Central Control System
Signaling facilities Communication facilities ¥ Programmed traffic control ¥ Radio equipment for communication computer Control Center with train ¥ Train ID number tracking ¥ Operation mimic ¥ Emergency warning signal receiver system board ¥ Central equipment for communication ¥ CTC equipment ¥ Operation console with station ¥ Electronic interlocking device ¥ System monitor ¥ Central CCTV equipment ¥ Central automatic broadcasting equipment
ATO system ¥ Data transmission equipment Power facilities (from center to trains) ¥ Power supply control computer ¥ Remote supervision/control equipment ¥ Feeder shutdown controller ¥ Charge indication board
Onboard facilities ¥ ATO ¥ Data transmission equipment Station equipment Station facilities ¥ Station control equipment ¥ Station comprehensive operation console ¥ Guide displays/signs ¥ Radio relay equipment for communication ¥ CCTV cameras with trains ¥ Loudspeakers ¥ Data transmission/relay equipment ¥ Platform doors ¥ Station control equipment ¥ Emergency push-buttons ¥ Interlocking device External facilities (Induction radio ¥ ATC/TD transmission cables, Ground loop ¥ Center-Station Communication equipment cable, Electric line for power supply ¥ Station CCTV equipment ¥ Station public address equipment to trains, etc.)
Fig. 3 Outlined System Configuration of New Tram
22 5. Solutions to the Problems ment was changed. When the arrangement of approach line between Solutions to the above-mentioned problems were devel- depot and main line (hereinafter referred to as the “depot oped, with efficient work in mind while securing safety approach line”) is changed, the depot system has to be and reliability. replaced accordingly. In addition, the interlocking equipment for the depot and Nakafuto station also have to be changed. That is, change to a new depot approach (1) Procedure for Changeover to the New System line arrangement requires simultaneous change of the To disperse risks of disturbing train service, new system depot system and interlocking devices, increasing the changeover was carried out step by step, as follows (See risk of disturbing train service. Table 2). To minimize this risk, the depot system was replaced Train service was not suspended for each changeover. prior to changing the new depot approach line arrange- ment (See Photo 4). a. Change of power supply system (December 3, 1996) When the depot approach line arrangement was Since the power supply system was independent and changed, only part of the software for the depot’s pro- had relatively little influence on vehicles, it was changed grammed Traffic Control Computer had to be modified. prior to any other equipment (See Fig. 3 and Photo 3). c. Simultaneous change of the depot approach line b. Change of the depot system (March 15, 1997) arrangement and interlocking equipment for the depot Table 2 shows the process in which the line arrange- and Nakafuto station (April 19, 1997)
Table 2 Milestones of Schedule and System Configuration
System Equipment Event Date Route Arrangement PTC PTC PSC (Depot) (Main line)
Replacement of power supply New Old Old control system (PSC) Dec. 1996
Replacement of PTC (Depot) Mar. 1997 Same as above New New Old
Change of depot approach Apr. 1997 line arrangement New New Old
Linking of New Tram Technoport Jul. 1997 New New Old Line to New Tram
Replacement of ATC system Dec. 15, New New New including PTC for main line 1997
Service operation route Test operation route
Same arrangement as above. Service operation Completion of new system Dec. 18, New New New 1997 on whole line
23 Simultaneously with changeover to the new depot ing conditions on the new system side and adjusting or approach line arrangement, interlocking equipment at debugging all new equipment as necessary. Fig. 4 the depot was modified; that at Nakafuto station was shows the concept of the switch function of the old and changed from relay type to electronic type. new systems. Fig. 5 shows the system configuration d. Connection to the OTS line (July 7, 1997) diagram of the old and new systems. The existing New Tram line was connected to the OTS’s new line for linked through-service. System changeover was not performed at this stage. e. Change of the Automated Train Control (ATC) sys- tem for the main line (December 15, 1997) The main line ATC system was changed without sus- pending train service. The operation mimic board, operation console, Programmed Traffic Control Computer System, central- ized traffic control (CTC) equipment, communication equipment, Automated Train Operation equipment, etc. were renewed simultaneously.
(2) Efficient Changeover To carry out system changeover efficiently in about three hours after the end of train service, the following Photo 3 New Power Supply System Mimic Board & methods were used. New Power Operation Console a. Simultaneous change using relay switches System changeover was implemented all at once, using safe and reliable relay switches. The relay switch used is provided with a lock mecha- nism to prevent inadvertent switching during train ser- vice hours. This switch is of fail-safe design, with the contact point for selecting the new system on the upper side and that for the old system on the lower side, so that the old system is selected in the event of power interrup- tion to the switch. b. Function of the relay switch The relay switch used is designed so that indication data are entered in both old and new systems (parallel input), control data being produced by either new or old system, depending on which contact point of the switch is closed. Accordingly, it is possible to operate trains Photo 4 New Depot Operation Mimic Board & via the old system during service hours, while monitor- New Depot Operation Console
New system Old system
New Old Switch
Indication data Control data Indication data Control data
New OTS line Existing New Tram line
Fig. 4 Conceptual Drawing for Switching between Old and New Systems
24 c. Example practice of efficient changeover new system and have no switch for changeover between Table 3 gives an example practice of efficient old and new systems. Therefore, each station device on changeover achieved by the relay switch. the OTS line is designed to enable testing and adjustment during the service hours of the existing New Tram. (3) Test and Adjustment Methods for the New System Therefore, it was possible to carry out control and display on the OTS Line testing of the new system independently on the OTS line Each station on the OTS line is equipped with new alone, while operating the existing New Tram line via the devices, which are intended for integrated control by the old system.
OTS New Tram New Tram N-Operation N-Operation N-Mimic board O-Mimic board O-Operation console console console
N-PTC N-Train ID Computer- Relay IL O-PTC O-TNTS number based tracking interlock New Old ※1 system logic (IL) (N-TNTS) Feeder Each shutdown substation N-CTC CTC Relay controller Optical CTC-LAN Central CTC I/F logic controller New Old
OTS CTC Optical CC-LAN Station controller ※1 N-Voice N-Emergency N-AVS O-AVS communication signal O-VC O-EST O-PA N-PA N-DTC O-DTC (Center-Train) transmitter
New Old Transmitting/ Receiving New Old Old New New Old
Indication Control Indication signal Control signal signal signal Existing station Terminal Each equipment CS-LAN Terminal equipment on New Tram line station on OTS line
CS-LAN : Center-Station LAN AVS : Automated vehicle supervision system DTC : Data transmission controller CC-LAN : Control center LAN (Center-Vehicle data transmission) (Center-Station) PA : Public address TNTS : Train ID number tracking system VC : Voice communication PTC : Programmed traffic control system N- : New equipment (Center-Train) CTC : Centralized traffic control system O- : Old equipment EST : Emergency signal transmitter (Train-Center)
Fig. 5 Configuration Diagram of Old and New Systems
Table 3 An Example Practice Achieved by the Relay Switch
Time of Work Required Time Content of Work
0:50 to 1:20 A.M. 30 min Changeover to the new system, and inspection for various functions
1:20 to 3:30 A.M. 130 min Various tests and adjustments of the new system
3:30 to 4:00 A.M. 30 min Changeover to the old system, and inspection for various functions
25 (4) Test and Adjustment Methods for the New System system was tested and adjusted. for Integrated Control of the Entire Line b. Test and adjustment using trains a. Test and adjustment without using trains After completion of the above-mentioned test and During the train service hours, when the existing New adjustment without trains, the new system underwent Tram line was operated via the old system, with the tests and adjustment using trains, for the following rea- switch contact on the old system side closed, the new son. system was tested and adjusted on the basis of various For the ATC system of the New Tram line, ground indication data (train position on the track, train status, equipment are linked integrally with the onboard equip- station control status, etc.) received via the relay switch ment. Simulation-based system debugging is therefore from existing equipment. limited in its testing capability, since all equipment can- At the end of train service hours, the switch was not be controlled at exactly the same timing as in actual changed to the new system side, enabling the new sys- operation. tem to carry out integrated control of the existing New Tests and adjustment using trains were carried out 26 Tram line and the new OTS line; in this state, the new times in total, as detailed in Table 4.
Table 4 Summary of Tests Using Trains
Number No. Date Test Item of Trains Basic function test of AVO (Vehicle operation mode: auto, semi-auto) 1 Aug. 5 1 (Traffic control mode: CTC manual control)
Basic function test of AVO (Vehicle operation mode: auto) 2 Aug. 9 1 (Traffic control mode: PTC computer control)
3 Aug. 14 3 Function test of operation console
4 Aug. 19 3 Malfunction test 1: power rail de-energize, hold to start at station
5 Aug. 23 3 Train emergency stop and recovery test
Malfunction test 2: short running stop at station, advance or regress of scheduled diagram, setting of train 6 Aug. 30 3 ID number
7 Sept. 3 3 Train emergency stop test; Automatic power de-energize and recovery test; Train exchange in diagram test
8 Sept. 9 3 Basic function test of traffic control in scheduled diagram mode operation
Malfunction test 3: train malfunction, over-speed protection, overridden to speed command. Communication 9 Sept. 13 3 load test of AVS data transmission (3 trains simultaneously on one channel)
10 Sept. 19 3 AVS system down test; Train ID number tracking system down and recovery test
11 Sept. 26 3 PTC system down and recovery test
12 Sept. 30 3 Comprehensive test of emergency signal transmission from train, and procedure therefor
13 Oct. 3 3 Train dispatching for failed train test; Interface test with PTC for main line and PTC for depot
14 Oct. 10 3 PTC constant headway operation mode test; UPS system down test
15 Oct. 13 6 Total system test 1
16 Oct. 16 6 Total system test 2
17 Oct. 19 18 Total system test 3: maximum operation load test, malfunction and recovery test, system performance test
18 Oct. 26 3 Traffic control mode change test; Timing adjustment of public address
19 Nov. 10 3 Train overridden control test; Public address and station information test
20 Nov. 16 3 Approach line route control test; Data transmission test between central control system and station equipment
21 Nov. 24 3 Two-line-linked operation test; Public address test
22 Nov. 30 3 Public address announcement and graphic indication test on board
23 Dec. 1 3 Train dispatching for failed train test
24 Dec. 6 3 Two-line-linked operation test; Malfunction test
25 Dec. 11 3 PTC constant headway operation mode test
26 Dec. 16 3 Final system test
26 c. Total system test using 18 trains, with train service protection (ATP) system whenever it enters a speed- stopped for one full day restricted zone, such as on a curve or in a zone close to a Of the 26 tests using trains, only the total system test terminal station. In a speed-restricted zone, the brake is (October 19, 1997) was carried out with New Tram train actuated until the train decelerates to below the specified service stopped for one full day. The objective of this speed limit set for the ATP, resulting in poor riding com- total system test, which used 18 test trains, was to verify fort. With the new system, deceleration is not controlled at the safety and reliability of the new system regarding all times by the ATP. Instead, the signal state (train opera- items that could not be tested during non-service hours (about three hours) and items that require data involving tion pattern) of each ATP installed along the line is memo- many trains. The items of total system testing are as fol- rized in advance, and trains are operated by the ATO in lows: accordance with the memorized train operation pattern. (Test Items) This eliminates the possibility of trains being operated at ① Maximum operation load test (with 18 trains operated above the speed limit set for the ATP, thereby improving under normal conditions) riding comfort. (See Fig. 6.) ② Operation abnormality correction performance test under maximum operation load (2) Ground Supervision System for Excessive Train ③ Depot entry/exit checking test Speed Detection and Emergency Stop Command ④ Abnormality handling test from Control Center ⑤ Operation test This system monitors the speed of each train passing the ➅ System malfunction and recovery test speed-restricted point on each curve, or the deceleration ⑦ Safety test start point for the speed control zone before each station, to check that the train does not exceed the specified speed. If the system detects excess speed, it not only sends an alarm 6. Measures for Enhanced Safety and signal to the control center, it also changes ATP signal to emergency brake code, thereby stopping the train in emer- Reliability gency. Furthermore, on detecting excess speed, the system The new system has adopted various modifications and sends a stop command to the train via the ATO (equipment new equipment to enhance safety and reliability. The fol- for data transmission between ground equipment and each lowing are some examples of such measures taken to train), so that the train is stopped automatically. The train secure safety and reliability. stop command can also be sent manually from the control center to each train. (See Fig. 7.) (1) Introduction of AI-based Control For conventional automated train operation (ATO), each train is decelerated under control of the automated train
55 km/h Fixed-position stop pattern
40 km/h
ATO operation pattern after change 25 km/h
ATO operation pattern before change 15 km/h
Station A Station B
Fig. 6 AI-based ATO System
27 ❊ Emergency stop control by ATP emergency brake signal transmission and train stop command Speed (Remote train control equipment) (km/h) ATP 55 code ATP 55 code 55
52 km/h 52 km/h
ATP 40 code 40 ❊ 37 km/h ATO operation pattern ❊ Excess speed detected
25
ATP 0 code 0 T1’
Speed-restricted T4zone T1 T2 T3 T4
Station Station
Fig. 7 Train Stop Control Based on Excess Speed Detection
(3) Integrated Train Monitor System and Data Recording System An integrated train monitor system has been installed at the control center, to monitor the status of all trains on the track at all times from the control center. For a compre- hensive overview of train status data, the ATO (equipment for data transmission between ground facility and each train) has been improved so that it can transfer a greater volume of data. In addition, systems for storing various kinds of data have been installed on each train and ground facility, to enhance the troubleshooting capability. (See Photo 5.)
Photo 5 Integrated Train Monitor System 7. Conclusion
It is our great pleasure to have established a method for upgrading the ATC system of the new transportation sys- tem without disturbing its train service. We are deeply grateful to the many persons concerned for their untiring efforts and expertise, which enabled us to renew the system successfully, taking four years and two months. We would be happy if this proven renewal know- how is useful in renewing or extending the lines of other new transportation systems.
28 Prepaid Card Fare System “Surutto KANSAI”
Yuichi Nakazato Transportation Bureau
1. Introduction 2. Outline of the Prepaid Card Fare System “Surutto KANSAI” Today, prepaid card fare systems (“stored fare” system), permitting passengers to board trains/buses without buying “Surutto KANSAI” enables use of the prepaid cards tickets, are spreading nationwide as standard transportation issued by respective railway companies concerned, or the fare systems. Since those systems were originally devel- Transportation Bureau, at any ticket gate at the stations oped by respective railway companies and municipal trans- within the network area. Use of the cards is also permitted portation bureaus, each system employed different printing at card/ticket vending machines, fare adjustment machines, and other operation methods. As a result, customers of general card processing machines, and bus fare machines. more than one railway had to carry multiple prepaid cards, except for a few cases in which railway and bus companies (1) Service Area of the Prepaid Card Fare System co-developed common systems. Accordingly, there was At any station within the “Surutto KANSAI” network demand for networking various railway/bus prepaid card area, passengers can use a prepaid card issued by one of fare systems. the member railway companies or the Transportation The Kansai Ticket Gate System Research Society (now Bureau, as long as the card has an over 10 yen-balance. Kansai Cybernetics Council) was aware of this demand even before the introduction of prepaid card fare systems. In February 1990, the Committee established the Card (2) Abolishing the “Starting Fare Inspection” System Development Committee (now Kansai Stored Fare System Passengers holding a prepaid card that has over a 10 Operation Committee), which launched studies of ticket yen-balance can board trains. Although prepaid cards had gate, fare adjustment, and other related machines and sys- previously been inspected as to whether or not they had a tems, so as to develop a common prepaid card fare system. balance equivalent to or exceeding the starting fare, this Based on the study results, Hankyu Railway launched system was abolished, due to starting fare differences the prepaid card fare system “Lagare Through” in April between respective railway lines. 1992. In April 1994, Nose Railway, which connects with Hankyu Railway at the same platform at Kawanishi- (3) Examining Every Passage Both at Boarding and Noseguchi Station, also introduced a new system called Alighting Points “Pastoral Through.” These two systems, permitting either A prepaid card is examined whenever the cardholder system’s cardholders to board both Hankyu and Nose boards and alights from trains, to confirm that the same Railways, were Japan’s first networked prepaid card fare card is used. This examination prevents illegal rides, espe- systems. cially the use of one card to board and another card to Meanwhile, the Transportation Bureau of the Osaka alight (prevents cheating on train fare by buying cards cov- Municipal Government, which had replaced coupon tickets ering only the first and last portions of the journey.) with a special fixed-use prepaid card (multiple ride card) system in 1989, began studying prepaid card fare systems (4) Printing on Cards for general use, together with Kita-Osaka Kyuko Railway Whenever used, all card machines (such as card/ticket Company. To network various prepaid card fare systems vending, ticket gate, fare adjustment, general card process- in the Kansai region, these two organizations invited ing, and bus fare machines) print characters in an approxi- Hankyu, Nose, and Hanshin Railways to join the discus- mately 3 millimeter-font on the back of the card, so as to sions. As a result, a networked prepaid card fare system record its use. The printed records are also stored inside “Surutto KANSAI” meaning “throughout Kansai without the card in a form of magnetic information, thereby pre- cash,” was introduced on March 20,1996. On September venting illegal use. 1, 1997, several bus lines of Hankyu Bus participated in the new system, as did the Osaka Port Transport System (5) Reissuing Cards Whose Backs are Filled with Data (OTS) on December 18, 1997. Each time the cardholder boards and alights, the date,
29 time, and names of stations etc. are printed on the back of (8) Launching a Common Card for the Network the card in one line. Since the card has a 21-line capacity, In response to introduction of the new network system when 21 lines have been printed, the cardholders can insert “Surutto KANSAI,” common prepaid cards have been the card in a card/ticket vending machine to obtain a new launched, which have a common magnetic information for- card that has the balance of their previous card. mat. Such common cards bear the logo shown below.
(6) Reissuing Cards That Have Magnetic Information Problems If cards become unusable due to magnetic information problems or any other causes, new cards will be issued at card/ticket vending machines, with assistance of a clerk, at any station within the network area (regardless of the rail- way company/bureau that issued the original card). 3. “Surutto KANSAI” Network Area and (7) Reallocation of Sales among Railway Companies/ Bureaus Concerned Titles of Prepaid Cards of Respective To reallocate sales among railway companies concerned Railways and the Transportation Bureau, each company/bureau col- (1) “Surutto KANSAI” Network Area lects from ticket vending, ticket gate, fare adjustment, and other machines concerned, the following two types of data: Railway Bus ① fare subtracted from prepaid cards, card issuing com- Railway Number Bus line Number Remarks pany, and year of issue; ② types of prepaid cards (adults, distance of distance of bus children, special discount), number of passengers, distance (km) stations (km) stops of rides. These two types of data are then compared, to End of 7 compa- January 327.2 248 756.9 1,499 nies/bu- verify their validity. Thus verified data are then exchanged 1999 reaus monthly with other railway companies/bureau concerned. End of 25 compa- Based on the exchanged data, card sales are reallocated March 2000 791.8 589 3,151.6 5,877 nies/bu- monthly among the parties concerned. (Tentative) reaus
Nissei-chuo Myokenguchi Minoo Kyoto Yamashita Arashiyama Senri-chuo Kawaramachi Takarazuka Kawanishi- Ishibashi Kitasenri Noseguchi Katsura Koyoen Itami Esaka
Nishinomiya Awaji Kobe Kitaguchi Tsukaguchi Juso Tenjinbashisuji Shukugawa Sannomiya Umeda 6-chome Mukogawa Noda Higashi-Umeda Dainichi Imazu Amagasaki Noda- Motomachi Minami- hanshin Mukogawa Danchimae Nishi- morimachi Kyobashi Subway Nishikujo Umeda Sakaisuji- Kadomaminami Osakako Hommachi hommachi Morinomiya New Tram Awaza Cosmosquare Nishinagahori Shinsaibashi Tanimachi 4-chome Nagata City Bus service area Tanimachi 6-chome Taisho Yotsubashi Nagahoribashi Hankyu Railway Nakafuto Tanimachi 9-chome Namba Nipponbashi Hanshin Railway
Nose Railway Daikokucho Tennoji Minami-tatsumi Dobutsuen-mae Kita-Osaka Kyuko Railway Suminoekoen Yaominami OTS (Osaka Port Transport System) Tengachaya
Hankyu Bus service area (Expansion is scheduled.) Osaka Nakamozu
“Surutto KANSAI” Network (as of January 1999)
30 (2) Prepaid Cards Usable within “Surutto KANSAI” Network
Railway Companies/Bureau Title of Card Remarks Transportation Bureau, Osaka Municipal Government (Subway and Bus) Rainbow-Card
Hankyu Railway Lagare-Card
Hanshin Railway Rakuyan-Card
Nose Railway Pastoral-Card
Kita-Osaka Kyuko Railway Region-Card
Commissioned by Transportation Bureau, Osaka Port Transport System (OTS) Rainbow-Card Osaka Municipal Government
Keihan Railway Surutto KANSAI K-Card From April 1, 1999
Nankai Railway Compass-Card From April 1, 1999
Osaka Prefectural Urban Development BlueLiner-Card From April 1, 1999 Co., Ltd. (Semboku Rapid Railway)
(3) Printing on the Back of Cards purchase a ticket), or fare adjustment machine (to pay bal- On the back of the cards, the date and time of use, ance of fare by card), those machines print date, time, names of boarding and alighting stations, and balance are name of station and company/bureau (in column of board- printed in a common format for all railway companies/ ing station); machine number, type of operation (in column bureaus concerned. of alighting station); and balance. When cardholder boards, date, time, name of station and A total of 21 lines can be printed on the back of each railway company/bureau are printed at the ticket gate. card; when the card is filled, a new card will be issued at a When cardholder alights, name of station and railway com- card/ticket vending machine of the railway company/ pany/bureau, as well as balance, are printed. bureau concerned. When cardholder uses a card/ticket vending machine (to
Format of Printing on Back of Cards
Date and time Boarding station Alighting station Balance
¥ Date ¥ Name of ¥ Amount ¥ Time railway company/ bureau Ticket collection ¥ Abbreviated name of the railway ¥ Station company/bureau ¥ Alighting station ¥ Time of alighting (Transportation Bureau only) Payment ¥ Machine number ¥ Operation (ticket purchase, fare adjustment etc.)
Rainbow-Card Issued by the Transportation Bureau, Osaka Municipal Government
31 4. In Conclusion since we believe that passengers desire the establishment of a region-wide system that permits boarding any railway Since its launching, “Surutto KANSAI” has been widely and bus line with one prepaid card. acclaimed by passengers. Its popularity is evidenced in the On April 1, 1999, the network will include Keihan sales of prepaid cards and the card user percentage of all Railway, Nankai Railway, and the Urban Development passengers. In fiscal 1997, card sales reached 30.6 billion Bureau, Osaka Prefectural Urban Development Co., Ltd. yen, the average percentage of users of the six railway (Semboku Rapid Railway). By the end of fiscal 1999 companies and the Transportation Bureau being 18%. (March 2000), the network will further expand, incorporat- In the years to come, we must expand the network area, ing a total of 25 railway and bus companies/bureaus.
Sales of Prepaid Cards in Fiscal 1997 Percentage of Card Users in Fiscal 1997
40 40 34% 36% 30.6 billion 30 30 26% 19.1 billion 19% 18% 20 20 8.0 13% 14% billion 2.3 billion Percentage 10 10 5%
Sales (billion yen) 0.3 0.7 billion billion 0 0 Transportation Hankyu Hanshin Nose Kita- Total Transportation Hankyu Hanshin Nose Kita- Hankyu OTS Total Bureau Osaka Bureau Osaka Bus Kyuko Kyuko
Hyogo Prefecture Airport Bus Kyoto Prefecture Kyoto City Bus
Nose Railway Kyoto Municipal Subway Itami City Bus Hankyu Bus Kobe Railway Shintetsu Bus Hankyu Railway Hokushin Kobe Municipal Subway Kita-Osaka Kyuko Keihan Railway Railway Kyuko Railway Kobe City Bus Keihan Bus
Sanyo Railway
Osaka Monorail Sanyo Bus Kobe Kosoku Hanshin Railway Railway Osaka Municipal Subway Port Liner Amagasaki City Bus Osaka City Bus Osaka Port Transport System Semboku Rapid Railway Nankai Railway Osaka Prefecture
As of end of March 2000 (When 25 Wakayama Bus Naka companies/bureaus participate in the network) Wakayama Bus Wakayama Prefecture
“Surutto KANSAI” Network (As of end of fiscal 1999)
32 OSAKA AND ITS TECHNOLOGY No.35
©1999 by Planning & Coordination Bureau, Osaka Municipal Government 1-3-20, Nakanoshima, Kita-ku, Osaka, 530-0005 Japan Published by Osaka City Foundation for Urban Technology 5-22, Kitahama 3-chome, Chuo-ku, Osaka, 541-0041 Japan tel. +81.6.6209.1910 fax. +81.6.6209.1920 http://www.osakacity.or.jp
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