Almost the entire area between the two stations is a pedestrian-priority shopping zone. It is somewhat of a “University Village”, with many cafes and shops catering to students of several nearby colleges. Continue reading Okamoto
The Kitano-ijinkan area is a unique historic neighborhood located in the foothills near Sannomiya Station. This post covers a neighborhood including parts of Kitano-cho (北野町), Yamamoto-Dori (山本通), and Naka-Yamate-Dori (中山手通). The streets above are highlighted hierarchically as follows: – Magenta: A pedestrian plaza and shopping street, with high density of tourists. – Cyan: Single Lane One Way (minimal road width, … Continue reading Street Hierarchy: Kitano
The incredible density of woonerfs / narrow streets is off the charts. Continue reading Kanzakigawa Station & Mitsuya Arcade
Hankyu Juso Station (阪急十三駅), just 3 minutes from Umeda, is a commercial node with covered shopping arcades extending directly from both west and east exit. This post will focus on the west side of the station. Continue reading Juso Station & Arcades
Keep an eye out for these key S.L.O.W. features:
– Absence of parking lanes.
– Frequently spaced trees and/or stone bollards.
– Curbless #SuperFlat facade-to-facade pavement. Continue reading Nara’s Sanjo SLOW Street
[ the original version is available here ] The transportation structure of Japanese cities can be decomposed into pedestrian and vehicular networks. In some places they run side-by-side, in other places they overlap, but for the most part, they are completely separate. Organizing the hierarchy in order of pedestrian volume, from greatest to least: Note that vehicular flow is high only in the middle ranks of … Continue reading Hierarchy of Japanese Streets (Version 2)
Station Direct Linked (駅直結) means unobstructed access to a rail station. Continue reading 駅直結 “Station Direct Linked”
There is a widespread assumption that urban transit should develop incrementally, progressing from bus to light rail to heavy rail, with the success of each mode justifying the viability of the next. – This model of development is ahistorical, if not revisionist. We know that historically profitable rail transit thrived long before buses arrived on the scene. Moreover, there are essentially zero documented cases of … Continue reading The Ahistorical Vision of “Bus Before Rail”
(Daily boardings in 2015 unless otherwise stated) Shinjuku 総合駅: ~1.67 million JR: 760,043 Keio: ~379,000 (757,823 on & off) Odakyu: ~246,000 (492,234 on & off) Toei Shinjuku Line: 140,967 Tokyo Metro: ~ 116,000 (231,340 on & off) Toei Oedo Line: 30,466 Ikebukuro 総合駅: ~1.31 million “1966年に新宿駅に抜かれるまで、当駅が1日平均乗車人員数で日本一だった” JR: 556,780 Tokyo Metro: ~274,000 (548,839 on & off) Seibu: ~242,000 (483,407 on & off) Tobu: ~239,000 (477,834 on & off) Shibuya 総合駅: ~1.22 million … Continue reading How Busy Are Tokyo Rail Hubs?
walkability as technic Continue reading Walkability as Technology