2nd
2nd Technical Deep Dive on TOD, Tokyo, May 29, 2017
Hiroaki Suzuki
The World Bank Urban Development Consultant and Former Lead Urban Specialist of the World Bank 1
Financing Transit-Oriented Development (TOD) with Land Values
© 2015 Mitsubishi Estate Co., Ltd.
Presenter
Presentation Notes
The Tokyo Station area, 120 ha of land surrounding the Tokyo Station houses 4,000 companies, which generate a revenue totaling over 135 trillion yen or about 10% of Japan's total corporate revenue. It covers 13 stations and 21 railway lines including that of bullet trains that connect Tokyo with other regional cities in Japan. The Tokyo Station area has been built over many years with careful planning and financing under close cooperation between the governments and private sector. . The Tokyo Station area with its proximity to the Imperial Palace, is also a pedestrian-friendly, socially vibrant area where tourists and locals can enjoy its trendy cafes and shops or stroll around to watch street performances.
While it will not happen overnight, the Railway City Project has a huge potential to become a similar economically vibrant and environmentally friendly space.
Outline
Transit Oriented Development (TOD) as the Most Effective Measure for
Sustainable Urban Development
How to Maximize Values of TOD
Financing TOD with Land Values – Land Value Capture
Land Value Capture Global Good Practices: Schemes and Instruments
Hong Kong R(Rail)+P (Property) Model
Tokyo Inclusive Multiple Integration Model
Emerging Land Value Capture in Cities in Developing Countries
Critical Factors for Success of LVC in Developing Countries
Conclusion
2
TOD As Effective Measure for
Sustainable Urban Development
3
TOD Promoting Urban Sustainability
Source: GIZ/World Bank
www.worldbank.org/urban
4
TOD & Triple Bottom Line
Economic
Environ
mental
Social
Time Saving
Energy Saving
Space Efficiency
Infrastructure Cost Saving
Synergy & Creativity
Agglomeration Economy
Functionality
Air Pollution Reduction
CO2 Reduction
Land & Green Preservation
Biodiversity
Accessibility & Mobility
Access to Jobs and Services
Affordable Housing
5
Aging
Society
Resilience to
Disaster
Economy of Agglomeration and Connectivity with
Tradition in Global Capital (Tokyo Station Area)
Photo: HSuzuki
Economic
6
Green TOD (Freiburg, Germany)
Photo: Wulf Daseking
Environ-
mental
7
Electric vehicles
Gate Square commercial and office building
BEMS
Gate Square hotel and residences
HEMS
Solar power generation
Storage battery
BEMS
LaLaport
KASHIWANOHA
Park City Kashiwa-no-ha
Campus Ichibangai District
HEMS
HEMS
Park City Kashiwa-no-ha
Campus Nibangai District
Kashiwa-no-ha Smart Center
A central control room for a smart city
8Kashiwano Ha Smart City
Source: Mitsui Fudosan
Economic Environ
mental
8
Presenter
Presentation Notes
一例を紹介します。
これは、ゲートスクエアを含めた４つの街区で実現した日本初の街区間電力融通の仕組みです。
平常時には異なる用途の間で電力を融通し合うことに拠り電力のピークカットを行い、災害時にはマンションへEVなどへの非常時用電力供給を行う画期的な仕組みです。
この仕組みに拠り平常時には省エネしながら電力を効率よく活用するシステム、災害時には停電になっても最低限の期間生活が継続できる安心安全な基盤が実現しています。
このほかゲートスクエアでは、暮すだけで健康になれるサービスコンテンツを提供する拠点や、ベンチャー企業育成を行うインキュベーション施設等を設置し、３つのコンセプトを実証実験ではなく、
実装段階で実現しています。
Toyama TOD for Aging Society
Social
Social
Source: City of Toyama 9
How to Maximize Value of
TOD
10
Value is created by combination of transit
and its influenced land use
Transit
Business As Usual Vertical & Horizontal TOD
Quantity - Density
Quantity - Catchment
VC1
VC2
OV
VC2
OV
VC1
Tools
• FAR Increase
• Transfer of
Development Right
• Land Adjustment
• Urban Re-development,
etc.
Tools
• Transit Feeder
• Bus Terminal
• Bicycle Lanes, etc. 11
Value Capture
(VC1)
Original Value
(OV)
GROW HIGH: Increasing Densities
12
13
Dveloping Countries: Average Built Up Densities
Beijing
Bangalore
Hyderabad
Tianjin
Shanghai
Guangzhou
Hong Kong
Ahmedabad
Curitiba
Articulated Density Matters;
Not Average Density
14
Source: OECD Compact City Policies / Laruelle, N
Uniform Average Population Density can have
totally different height and spatial form. What
matters most for transit and land integration is not
average population density, but articulated density.
Bogota: Low (
SOUTH STRUCTURAL
AXIS
Nova Curitiba
Av. Paraná
Represa Do Passaúna
DOWNTOWN
Mal. Floriano
Parque IguaçúGreen Line
Porto Alegre
Ponta Grossa
INDUSTRIAL
DISTRICT
Parque Barigui
São Paulo
Curitiba’s Transit Oriented Development Source:Curitiba
16
Presenter
Presentation Notes
. Average densities in Curitiba are not high citywide, for example, but densities are high where they matter—along BRT corridors. Curitiba enjoys “articulated densities”—high densities in high-quality, transit-served corridors and the acquiescence to market-driven spread-out patterns of development in highway corridors.
TOD as Envisioned by Peter Calthorpe
A diagram of Peter Calthorpe’s vision for TOD
600
meters
17
Presenter
Presentation Notes
As a reaction to American sprawl, TOD emerged as an explicit design strategy in California in the 1980s and 1990s. Peter Calthorpe designed the TOD strategy in order to create a framework for neighborhood-level developments that would be well connected to public transit. The image found on this slide shows a diagram of Calthorpe’s original TOD vision.
Expand Catchment Area by Various Transport Modes
18
Mode Connectivity At Station
Source: S. Sakaki
Expand Catchment Area by Rail & Bus Connection
Source: Toyama City
Rail
Bus
Catchment
Rail enjoys
Economies of Scale
Bus enjoys
Economies of Scope
Toyama LRT & Bus
Catchment Area
19
TOD in Tokyo Metropolitan Area
20 ＜Source ：TOKYO2050 fibercity / JA63 / Hidetoshi Ono ＞ ※Pink is the author's ideas
• Mega-Cities in Japan =
Chains of Walkable
Cells connected by
Railways
• A network of 800m
radius walk-able areas
from each railway
station in Tokyo
Metropolitan Area
Presenter
Presentation Notes
In other parts of the world, TOD concepts have been practiced at much earlier times. This diagram shows how urban areas in Tokyo Metropolitan are well covered by the railway network. Major urban areas are conveniently covered by walkable distances from the stations.
In the map, they are shown in a series of gray circles of 800m in radius.
In addition to this, the public bus network is also well developed, connecting and supplementing this railway network. These public transit networks have been developed from as early as 1910 all through the 20th century. The Tokyo Metropolitan area was developed in conjunction with railway network construction. The governments developed the railway system before the wave of motorization reached Japan. In addition, during the fast-growing post-war period, railway companies were often leading developers, who combined railway extensions with building new communities on the metropolitan fringe.
Image Source: Wataru Tanaka, Nikken Sekkei, Ltd based on the graphic of Tokyo 2050 fibertcity/JA63 of Hidetoshi Ono (NOTE: Suzuki is currently asking the authorization of Tanaka to use this slide. To be checked before the finalization).
Quality Increases Land Value of TOD Areas
Transit
Quality Urban Design Enhancing TOD
Efficient
Functional VC1
VC2
OV
Pleasant
Vibrant
VC3 Quality
Quantity: Vertical-
Horizontal Expansion-
Transit Value
Original V
21
Land Value Premiums of TOD in U.S.
Station
Pe
rc
en
t I
nc
re
as
e
in
L
an
d
Va
lu
e
Distance from Station
5
10
15
20
25
30
35
½ Mile 1 Mile¾ Mile¼ Mile
Land Value Premium in TODs
Station
Pe
rc
en
t I
nc
re
as
e
in
L
an
d
Va
lu
e
Distance from Station
5
10
