TOKYO: 5 Year Low Carbon Plan

ENVS 2007 Green Futures
Tokyo 5 Year Low Carbon Plan
Written By: Aishah Mohd Nor Mazlan, Janey Lin Zhao, Jannat Alkhanizi,
Jannina Johnson-Marshall, Shahrimawaty (Sherry) Karim

Contents
1 Introduction 4
1.0 Introduction To Project 5
2 TOKYO Context of the City 6
2.0 Urban Morphology 7
2.1 Transportation Infrastructure 10
2.2 Cityscape and Building Stock 11
2.3 Tokyo’s CO2 Emitting Sectors 11
2.4 Economic Base 12
2.5 Environmental Politics 12
2.6 Green Culture 13
2.7 The Olympic Games and the Planning System 13
3 Exisiting Policies 15
3.0 Overview to Existing Policies 16
3.1 Waste Management 18
3.2 Building and Energy Efficiency and Renewable Energy Subsidisation 19
3.3 Commericial Sector Regulations 21
3.4 Transportation 22
4 Identification of Sectors 23
4.0 Target Sectors for Intervention Proposals 24
5 Green Community Background Information 25
5.0 Current Situation in Japan 26
5.1 A Successful Community Model 26

6 & 7 Tokyo’s Low Carbon Plan 28
6.0 Introduction to Commercial Sector 29
6.1 Design Strategy: Eco-Commercial Park 30
6.2 Economic Strategy 34
6.3 Policy Strategy 37
6.4 Cultural Strategy: The Mark Programme 39
6.5 Spatial Plan: Tokyo’s Eco-Commericial Park 40
7.0 Introduction to Transport Sector 42
7.1 Design Strategy: Expanding Double-Deck Railway Infrastructure 43
7.2 & 7.3 Policy and Fiscal Regulation Strategies: Public Transportation Support and
the Electronic Road Pricing System 45
7.4 Cultural Strategy: The Mark Programme 46
7.5 Spatial Plan: Tokyo’s Double Deck Cabins 47
8 Conclusion 50
8.0 Low Carbon Plan Vision 51
8.1 Finance Plan 51
8.2 Five Year Timeline Details 52
8.3 Five Year Timeline of Implementation 53
8.4 Fifteen Year Timeline Vision 54
References 55

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The scope of this report focuses on cities, as cities are an integral part of the contemporary world of today.
Ever since the 1950s, urban population has had an exponential growth pattern, from 746 million to 3.9 billion
in 2014. In fact, the UN has recently reported that almost 66% of the world’s population is expected to be
living in cities by 2050 (International Business Times UK, 2014).
For these reasons, the ever-growing number of urban populations has instigated the concern of planning
authorities and organisations globally. Urban population became a priority discussion in planning conventions
since these populations –among many other urban issues- are at most risk of the direct or indirect impact of
carbon emissions.
Tokyo, the centre of economic and cultural activities in Japan is not only the most populous metropolis area
in Japan but in the world as a whole (International Business Times UK,2014). Being situated in such an
advanced country as Japan, Tokyo holds a tremendously important role in influencing other cities around
the world in terms of their green policies. However, as this report will demonstrate, Tokyo Metropolis lacks
advancement in the environmental field despite having the sufficient technologies and power to execute those
green measures that would help decrease or control carbon emissions. The aim of this report is to employ
Japan’s technological powers to create a more environmentally-friendly future for the country and its people.
The following report will draft a low carbon plan for Tokyo Metropolis, with policies and design proposals that
will aid reduction of emissions. The plan will be looking at a 5-year implementation time and will be based on
the shortages of existing policies and the current deficiencies of Tokyo’s planning system. The plan will take
into considerations two major stakeholders: the people of Tokyo, and the influx of visitors that are expected
to succeed with the arrival of the 2020 Olympic Games. The plan treats the Olympics as the catalyst for the
changes needed to reduce the city’s environmental impact, and enhance the urban life quality for the people
of Tokyo.
Please note there is a word count at the end of each section.
Word Count: 344
1.0 Introduction To Project

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2.0 Urban Morphology
Tokyo is the capital of Japan and one of its largest cities. It is located in the eastern centre of the Japanese
archipelago and is situated within the Greater Tokyo Area (GTA). Within that GTA lays the prefectures of
Saitama, Chiba and Kanagawa in addition to the Tokyo prefecture, which contains the capital city of Tokyo.
Three of these four prefectures have costal areas that overlook the Pacific Ocean, making them prone to
natural disasters (Emporis, 2014).
Map 1 Composition of Tokyo Greater Area (Data source: Brittania Kids, 2014)
Map 2 Composition of Tokyo Metropolis Area (Data source: Wikipedia, 2014)

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Table 1 The Prefectures in Tokyo Greater Area other than Tokyo Prefecture
(Data source: Chiba, 2014 and Jetro, 2014 and Saitama Prefecture, 2012)
Tokyo Prefecture is also known as Tokyo Metropolis. It is compromised of 23 special wards, 26 cities, seven
towns and eight villages. Most of the businesses and commercial activities are concentrated in the special
wards. The Tokyo Metropolitan Assembly is the legislative authority of the metropolis and each ward has a
council that is responsible for certain local matters.
Map 3 Tokyo City 23 Special Wards (Tokyo City)
(Data source: WikiMedia, 2009)
Map 4 Greater Tokyo Area (GTA) (Data source: TMG, 2014)

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Tables 2-4 Urban Morphology Details
Tokyo is Japan’s major economic and climate policy player due to the fact that most of Japan’s population is
concentrated there with 38 million dwellers (Tokyo Encyclopedia, 2000).
In the following sections, we will be analysing Tokyo City (23 special wards).

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2.1 Transportation Infrastructure
The majority of the transportation system is partially run by private companies while being partially run by the
government as well. Tokyo’s most used mode of transportation is the railway, carrying 8.9 million riders daily
for the subway and train (Richard,n.d). This made Tokyo’s railway system to be the world’s busiest.
On the other hand, only 12-14% of Tokyo City’s 23 wards is devoted to roads, as opposed to more than 20%
in other major motorised cities such as NYC, Paris and San Francisco (Kuwahara,2001). This resulted in
creating a further traffic issue to the commuters of Tokyo.
In general, Tokyo has an overcrowded transportation system to the extent of being called ‘Tsukin Jigoku’, or
‘Commuter Hell’.
Mindmap 1 Modes of Transportation in Tokyo
(Data source Planet, 2014)

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2.2 Cityscape and Building Stock
Tokyo’s location on the Pacific and Eurasian tectonic plates made it prone to earthquakes as mentioned
earlier. This resulted in many of the buildings to be lower in height than those of major centres of its size
(Emporis, 2014). The city was built radially rather than upwardly like cities such as Hong Kong or New York
City. This, however, did not prevent a significant number of skyscrapers and towering buildings to exist.
Table 5 Types of Building Structures in Tokyo City
(Data source: Emporis, 2014)
2.3 Tokyo’s CO2 Emitting Sectors
Since Tokyo is performing better from day to day in terms of its energy and economic aspects, it has resulted
in doubling the percentage of CO2 emissions (Dhakal and Kaneko, 2002:3). In addition, with the increase
of Tokyo’s urban population and the high living standards, the residential, transport and retail sectors have
contributed significantly to the total Greenhouse Gas emissions (GHG). In summary, the main contributors to
these emissions are the transportation and commercial sectors.
As for energy emission sources, the following pie charts describe the patterns of Tokyo’s CO2 emitting energy
sources. It is worth noting that the emissions from city gas have rapidly grown between 1990-2006 due to the
fuel switch from oil to gas (Kawakatsu and Rudolph, 2012:6).
Pie Chart 1 Energy Types according to Con-
sumption in Tokyo City
(Data source: Kawakatsu and Rudolph, 2012:5)
Pie Chart 2 Energy Types according to Emis-
sions in Tokyo City
(Data source: Kawakatsu and Rudolph, 2012)

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2.4 Economic Base
Tokyo has a variety of industries, namely transportation and communication industries, wholesalers, retail,
insurance and electronic device manufacturing industries. The constant growth of economic development
had given rise to the concentration of economic activity in Tokyo.
In the year 2013, Tokyo was ranked as the first among the richest cities in the world with the GDP of $1,520
billion. This is due to its advance technology in electronics, telecommunications and publishing (Said, 2013).
Pie Chart 3 Employment by Sector in 2011 in Tokyo City
(Data source: TMG, 2011)
2.5 Environmental Politics
Tokyo’s political scene is primarily dominated by governmental officials and big businesses, which have tended
to build large infrastructural projects in order to help boost the economy more, e.g. the Tokyo Expressway
(Allianz, 2013).
However, due to the recent 2011 massive nuclear site explosion in Ōkuma-Fukushima, more environmentalists
movements has been advocating the government to move towards greener policies and focus less on
development that benefit the economy alone. The 2011 earthquake and tsunami that caused the nuclear site
explosion has resulted in substantial damages to both the built and natural environments, however it was
seen that the low carbon buildings in Tokyo were able to withstand the sudden power crisis caused by the
natural disasters (TMG, 2011). This has led Japan’s leaders to put more emphasis on sustainability and the
necessity of a greener future, not only to rebuild the affected areas but also to maintain environmental quality
across Japan in the present and the future.
The Tokyo Metropolis Assembly has already adapted several initiatives to support this greener future vision
by the head of the Government (Prime Minister). These include CO2 and renewable energy targets and other
health and safety, and Tokyo climate change programmes (TMG, 2011).

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Prior to 2011, citizen’s engagement in environmental actions were namely through the eco-towns waste
management and recycling programmes set by the government (Fujita and Hill, 2007). However, after the
nuclear disaster, Japan has witnessed a growth of people awareness toward the importance of green values,
making the people not only to abandon nuclear energy and adapt other renewable energy sources but also
to increase the amount of green policies and regulations as a whole. In Greater Tokyo, where 25.5% of the
Japanese population lives, it is also surprising to learn that only about 3.44% of public green space is available
(World Cities Culture Forum, 2010). In addition to these facts, there is an obvious deficit in community and
bottom-up approaches to support the people’s desires and needs.
2.6 Green Culture
2.7 The Olympic Games and the Planning System
In summer 2020 Tokyo would be hosting their second Olympics after the first one in 1964. To accommodate
this grand event, TMA had to reinforce and enhance the transportation efficiency including airport, railways,
bus and port infrastructures to sustain an eco-environment lifestyle during and after the Olympic Games.
The vision consists of holding an environmental and compact Olympics in terms of budget and distances
of competition venues, by reusing some of the old 1964 venues (Campbell-Dollaghan, 2013). Such as the
previous Olympics had brought the debut of the bullet train connecting Tokyo and Osaka, an important goal
for the 2020 Games was to efficiently connect the competition venues to the city and henceforward three
major transportation links interventions have been put forward.
Table 6 Transportation Interventions in action for the 2020
Olympic Games in Tokyo City
(Data source: Zialcita and Yanagimachi, 2014)

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Pictures 1,2,3 Spatial Plan of the 2020 Olympics Transporta-
tion (Data source Zialcita and Yanagimachi, 2014)
As a host city to the 2020 Summer Olympics, a lot of future perceptions on maintaining a sustainable city in
Tokyo have been put forward. In the following report, the suggested proposals will not only take into account
the importance for transportation links for Olympics visitors, but also the sustainable image Japan is pursuing
in other sectors.
Word Count: 889

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3.0 Overview to Existing Policies
One of the authorities and other organisations in charge of Tokyo’s environmental matters is the Bureau
of Environment (BoE) under the Tokyo Metropolitan Government (TMG) Area who is responsible for the
environmental health. In addition they are also responsible for climate change strategies, control of air, soil,
and water pollution, vehicle control, urban energy management, natural environment, waste management
in the GTA. Whereas, the organisations involved in flowing TMG initiatives at creating a low carbon society
through latest energy saving technologies, daily operation and management are the developers, owners,
design companies and construction companies. By 2002, it was mandatory to submit an annual CO2
emissions reports and reduction plans.
Mindmap 2 Exisiting Policies in Tokyo for reduction of CO2
The dramatic departure from previous environmental targets to the current situation was marked in December
2006, when TMG announced its target of reducing Green House Gas emissions by 25% by 2020 from the
2000 level, which had been a core target in the Tokyo Metropolitan Environmental Master Plan by March
2008. As shown in mindmap 3, the master plan was significantly enhance from the 10-Year Project Plan for
Green Tokyo (Mindmap 4) due to the result of the urbanisation in Tokyo, which now consists half of the entire
area with commercial and residential development making the nature and greenery have shrunk in Tokyo to
a markedly scarce area.
Subsequently, energetic efforts have been underway and implement programs and systems that are designed
to achieve large and sustained emission reductions and greenery doubling, which will be highlighted in the
following section by categorizing these efforts in four areas:
1. Waste Management
2. Building and Energy Efficiency and Renewable Energy Subsidisation
3. Commercial Sector Regulations
4. Transportation

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Mindmap 3 Tokyo Metropolitan Environmental Master Plan Outline
(Data source: TMG. 2008)
Mindmap 4 Ideal Tokyo in 10 years envisioned by the 10-Year Project
Plan for Green Tokyo (Data source: TMG, 2007)

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3.1 Waste Management
Initially before the formation of Eco-Towns, fundamental policies listed below were enacted.
Timeline 1 Fundamental Laws for Waste Management in Tokyo
(Data source: United Nations Environment Programme, 2005)
These waste laws have steadily expanded the market of reuse/recycling businesses and by-product exchange
(Global Environment Centre Foundation, 2005). Although there was still a management crisis as Morikawa
(2000) claims that many facilities and landfills are almost exhausted hence the initiation of Eco Towns Project.
Tokyo Eco-Town Project
Scope: The Eco-Town Project was created in 1997 under Japan’s Ministry of International Trade and Industry
(currently the Ministry of Economy, Trade and Industry, or METI) and later transferred to the present Ministry
of Environment. It was founded on the basic concept of “zero-emissions.” In essence, this concept is about
ultimately reducing waste generation to zero, by taking the “waste” arising in citizen lifestyles and industrial
activities, and utilizing it to the greatest extent possible as raw materials in other industries. The main aim is
to propel Tokyo’s transformation into recycling based society by resolving the issue of waste in the Greater
Tokyo area and providing locations for environmental industries (UNIDO, 2014).
Map 5 Locations of Eco
Town Projects within Tokyo

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Outcomes: Koto-ku (PCB wastes and industrial wastes treatment) and Ota-ku (construction and demolition
wastes) are one of the many examples of areas selected for the Eco-Town projects in the Greater Tokyo area.A
number of developmental objectives have been achieved simultaneously in eco-towns. For example, it helped
to stimulate the local economy and secure employment as well as to dispose waste in an environmentally
sound manner and protect air and water resources.
Verdict: Morikawa (2000) claims that the Eco-town projects are among the most successful policy programs
for the promotion of eco-industrial development in Japan. Overall, it has resulted in raising environmental
awareness in most residents in Japan.
3.2 Building and Energy Efficiency and Renewable Energy Subsidisation
Ohno (2011) states the TMG initiatives aimed at creating a low carbon society has led to many players such
as developers, owners, design and construction companies in Tokyo’s building sector to follow. This was
due to the 2011 earthquake and tsunami disaster mentioned earlier, which caused a shortage of electric
power caused by the shutdown of power plants, including the nuclear plant in Fukushima. As the low carbon
buildings in Tokyo were able to withstand the sudden power crisis, their technologies serve as a model for
cities around Japan and the rest of the world in their effort to be sustainable. Thus, the latest energy savings
technologies and improving daily operation and management footsteps were introduced to help get the low-
carbon initiatives to get started.
A) Top 30 Low Emission Buildings in Tokyo
Scope: After 2010, thirty buildings were selected (fifteen existing buildings and fifteen new buildings) based
on their energy performance. The evaluation and assessment methods used are simplified Table 7, in addition
to examples of some old and new low carbon emitting buildings.
Table 7 Evaluation and assessment methods used in choosing the Top 30
Outcomes: The top 30 buildings selected are in line with the policy measures of the TMG towards a low-
carbon cities, the Tokyo Cap-and-Trade Program that targets mainly existing buildings whereas for the new
buildings under the Tokyo Green Building Program.

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B) Tokyo Green Building Program
Scope: The Tokyo Green Building Program was implemented in 2002, revised in 2005. It aims for owners
who intend to newly construct or expand buildings with total floor space exceeding 10,000m2, and It requires
them consider the following four environmental areas: in the rational use of energy, optimum use of resources,
preservation of the natural environment and mitigation of the heat island phenomenon. This in programme
was set in the goal of creating a market that would highly rate environmentally sound and high-quality building
structures.
Outcomes: More than 1,500 buildings (as of FY2010) have now been included in the program, resulting in
drastic improvements in insulation and the use of energy efficient equipment (Table 8).
Map 6 Locations of Low Carbon Emitting Buildings within Tokyo
(Data source: Bureau of the Environment, 2011)

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Table 8 Yearly energy chart in insulation and the use of energy efficient equipment
(Data source: NYC Global Partners’ Innovation Exchange, 2012)
Verdict: Due to this wide-ranging enforcement, there is now a competitive market within sustainable design
(NYC Global Partners’ Innovation Exchange, 2012)
C) Legislation to Subsidise Renewable Energy
Scope: Prompted by that Fukushima nuclear crisis which highlighted the inability to transfer power to areas
suffering shortages quickly enough, there has been an urgency to reduce dependency on nuclear power. A
recent legislation to subsidize renewable energy has been established on August 2011, which will take effect
in 2012 (Gipe, 2012).
Outcomes: The legislation called for an establishment of a national grid, liberalising the power market from
monopolies such as Tokyo Electric, which controlled most of the power in Japan. Now it is split into separate
units that set the template for broader change in the energy sector. This bill requires energy Japanese utilities
to buy electricity from renewable sources such as solar, wind and geothermal at pre-set premiums for up
to 20 years. Citizens installing solar panels will get subsidies, these above market rates hopes stimulate
investment and gather more interest in renewable energy (Inoeu, 2012).
3.3 Commericial Sector Regulations
Scope: One of the policies that came from the Kyoto Protocol is the Cap and Trade carbon emissions program
that was established in 2010 being the first in the world to target the commercial sector of the economy. Tokyo
Metro Assembly approved plans to force 1400 businesses to cut carbon emissions blamed by global warming
by 25% by 2020 compared to 2000 levels (TMG, 2014). Fix quantities of carbon certificates were distributed,
the fewer certificates produced, more valuable CO2 becomes. This is to give business incentive to go green
by buy and trade of emission credits (City Climate Leadership Awards, 2014).
Outcomes: Although the carbon trade program is fairly new, it hasn’t been fully integrated into Japan’s
robust marketplace. The building owners are currently meeting the carbon reduction targets but limited actual
emission credit trading was reported. There has been only around 24 cases of trading, because building
owners are trying to hold onto their credits so it can be carried out into phase 2 of the program (Cityscope,
2014). One of the susceptible reasons is to brace for the on-coming Tokyo Olympics of 2020 when there is
predicted difficulties to cut emissions with the influx of tourism and events. There is also an uncertainty about
the value of carbon that also discourages building owners to sell their certificates.
Verdict: Efforts to facilitate change in the market have been ineffective and do not move the market to make
trades. There is insufficient amount of trades to make it successful in the long term.

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3.4 Transportation
Scope: Up until 1990, the transport system of Japan was government controlled as to try to upgrade the
system equally and quickly to provide stable supply of service in demand for economic growth. Government
decided to abolish restriction on transport supply and demand in the late 1990s as the transport network in
matured to a point that it needed changes in the social and economic systems because it was too diversified
and sophisticated, especially in Tokyo. It was perceived that government control would slow down the
changing process, and implement of deregulation was put in place from 2000 to 2002 to privatise transport
lines (Watanabe, 2005).
Outcomes: The purpose was to facilitate free competitions among transport businesses in compliance with
the individual markets and relying on self-responsibility principles for improvement. This also attempts to
promote lower transport fares to be more efficient for each area. Due to the privatisation of the transportation
system, Rail is now the primary mode of transport in Tokyo, other than private car. Tokyo has the most used
extensive urban railway network in the world with 40 million passengers in the Tokyo Metropolitan area daily.
Now major train lines, Japan Railway group consisting of 7 companies is private and the most extensively
used lines in Japan. Other train companies, TOEI subway is run by the TMG and Tokyo Metro is run by
national government (The Global Issue, 2011).
Word Count: 1348
Table 9 Yearly energy chart in insulation and the use of energy efficient equipment
(Data source: NYC Global Partners’ Innovation Exchange, 2012)

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4 Identification of Sectors

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4.0 Target Sectors for Intervention Proposals
As identified in earlier sections, Transport and Buildings are the highest contributors to CO2 emissions in
Tokyo. These are the sectors which will require urgent attention, if Tokyo is to reduce its emissions by the set
targets.
For each sector there are certain challenges which will need to be identified and tackled, in order to progress
with intervention proposals, these will be addressed next in our report. Further to this, four proposals for each
sector will be presented, one urban design, one relating to planning policy, one fiscal regulation, and one
behavioural/cultural.
The last proposal is potentially the most important and effective. Currently, Japan’s culture is not community
based. It has been proven by green cities elsewhere, that community engagement and activism is vital in
the longevity and sustainability of a green eco-friendly city. An example of world a famous eco city, based
on community engagement and education is Freiburg (Germany), awarded top place as a ‘Sustainable
Community’ by the German Environmental Aid Association (ICLEI, 2014). The community activism in the
neighbourhoods within Freiburg is highly developed, which has allowed it to thrive as an eco-city. We wish to
learn from their success.
Mind Map 5 Our Intervention Layout
Word Count: 179

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5 Green Community
Background Information

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5.0 Current Situation in Japan
This section will serve as background information for all cultural strategies in the Low Carbon Plan
(Commercial Sector – Report Section 6, and Transportation Sector – Report Section 7)
Awareness for a green-practicing community does exist in Japan albeit being of limited influence. The green
community movement is currently being organized under the Japan Environment Association (JEA), which
has produced many programmes (JEA, 2009). However, most of these programmes are education-based
rather than politically.
One of these successful programmes is the Junior Eco-club where student in elementary or junior high
schools who have interests in environmental issues join. They are assessed based on outdoor group activities
that expose them to local and global environments. These activities, such as plantation of trees and sweet
potatoes, focus on enhancing and expanding Tokyo’s green spaces.
Another concerned party with environmental programmes is the Environment Ministry of My Home, where
participation mainly involves family members. Family members who have interest in supporting the better
environment campaign can become an ‘Eco-family’ under the Ministry’s programme (JEA, 2009). Among
other environmental lessons, this will indirectly educate the youngster as well as the elder in consuming less
as a group.
However, these programmes are still small in their (influence and implementation) scales. The exposure has
been only restricted to certain groups of people, while other clusters of people have been noticeably less
exposed.
On a national context, a green party was founded in 2012, called Midorino-To, aftermath of the nuclear
meltdown in Fukushima in 2011. Their vision is to reflect people’s desire to abolish the nuclear power plant
that had given a huge negative impact on Japan after the tsunami (Green Pages, 2012). Hence, its main
policy is to increase the use of renewable resources and thus stop its dependency on the nuclear power as
discussed earlier. This switch in energy sources will also help reduce the CO2 emissions (Green Pages,
2012).
However, their efforts were not successful in winning seats at the general assembly in the 2013 election.
This illustrates a lack of support from the government, despite the change of vision the government has
announced in 2011 (Wa-pedia, 2004).
As can be seen, despite having the will to change towards greener politics, there are no strong community
programmes or governmental support to enforce the change. In addition, Tokyo (and Japan as a whole) lacks
effective bottom-up approaches in urban processes that could alter the way green politics is carried on.
5.1 A Successful Community Model
Gansu Province, China
In Gansu, west of China, a community group called Green Camel Bell (GCB) in Gansu, is a non-governmental
environmental organization that was established to protect and preserve the ecological environment with the
implementation of equal, pragmatic, active participatory and creative thinking values (2004). GCB achieved
a great deal through their projects such as, Gansu water resources conservation, awareness on climate
change.
Some of their efforts to tackle environmental problems are by meeting regularly and discussing among
employees and trainees. By allowing community members to carry out public education in the matters of low
carbon living, water conservation and the concern for reusable resources, this initiative has helped educating

27
people’s and changing their behavioral culture. For example, one successful operation was the ‘Clean Up
Campaign’, where villagers’ education has helped in increasing the recycling rate for bottles (Gcbcn.org,
2011).
In addition their bigger efforts include participation in the ‘Gold Standard’ initiative to control climate change.
It is a practical method to reduce greenhouse gas emission in which GCB has been awarded the Gold
Standard supporter status within the Clean Development Mechanism (CDM) framework in 2011. GCB
has also invited media officers to listen and give opinions on the current environment issues to increase
awareness and emphasise the importance of environmental action.
GCB has been effectively involved in the social, technical and economic development areas to protect the
environment, setting an example for other countries including Japan to realise their potential in community
involvement.
Picture 4 Clean-up Campaing by the Green Camel Bell in China
(Data source: GCB, 2011)
Picture 5 Other efforts that the Green Camel Bell Organisation
include Educating the Youth about Environmental Issues
(Data source: GCB, 2011)
Word Count: 482

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6 & 7 Tokyo’s Low
Carbon Plan

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6.0 Introduction to Commercial Sector
Importance for Reducing Carbon Emissions / Strategies
The reason why the Commercial Sector is a top priority in climate change interventions is not only because it is
in the top 2 emitting sectors in Tokyo, but because commercial activities is the most powerful contributor in the
capital’s economic market. It is a sector that is immensely crucial for Tokyo, to an extent were anticipations to
generate opportunities for real estate and commercial developments was one of the most pronounced awaited
goals along the routes of those major infrastructural interventions (Tokyo 2020 Olympics Report, 2014). The
commercial sector includes construction of offices, shops, other business premises, and entertainment and
recreational facilities (Underhill, 2003:116). Thus, by regulating the commercial investments according to
environmental policies and design requirements, a large proportion of CO2 emission contributions will be
dealt (Dhakal and Kaneko, 2002).
The strategies proposed in this report, in the efforts of reducing carbon emissions produced by Tokyo’s
commercial sector include the following, where each strategy deals with a different aspect of the sector in
order to create a comprehensive intervention:
Table 10 Detailed Strategic Improvements for Tokyo based on the Commercial Sector

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6.1 Design Strategy: Eco-commercial Park
The creation and implementation of eco-industrial parks has served as the primary arena for applying the
principles of sustainable development that are concerned with land-use planning, waste-disposal, energy-
use and local demands as Fan (2008:2). The eco-industrial park development is dedicated to create a low-
carbon economy in addition to an environmentally friendly society that are both dedicated to the reduction
of CO2 and other GHG emissions. These parks have been high-profile developments in different parts of
the world including Denmark, China, Taiwan, Sweden, Holland and Canada (SUDA,2008). The Research
Triangle Institute (2001) has put forward the fundamental categories of eco-industrial parks are the following
diagram shows:
Diagram 1 The Fundamental Categories of Eco-industrial Parks
(Data source: Mei-Fang Fan, 2008).
Different eco-parks focus on different categories. For example in the case of the Environmental Science
and Technology Park (ESTP) in Kaohsiung, Taiwan the park industries have been developed to establish
a link between the factories and a resources recycling system. According to the Department of Investment
Services, the ESTP’s vision is to promote the growth of green industry and to form a recycle-oriented society
(Ministry of Economic Affairs, 2002). Kaohsiung’s eco-park has implemented other categories in addition
to the main recycling theme (Category B) . The others included (Categories F, A and C). The ESTP has
many environmental goals, and also generates economic development while protecting the environment and
savings in the cost of disposal and transportation fees due to mix of transportation links and existing on-site
facilities (Vendredi, 2004 and Fan,2008).
Another example is the eco-park in Kalundbotg, Denmark, which has implemented an excellent example
of biomimicry and industrial ecology (SUDA, 2008). What makes it successful is its unique application of
biomimicry in architecture to address excess carbon in the atmosphere by looking at biomimetic systems in
nature to see how biomimicry can be used to replace fossil fuels and store carbon simultaneously (Benyus,
2007 and Zari, 2008). What makes Kalundbotg’s park so successful is both its innovative environmentally
friendly architecture and infrastructure (Category (F)) and its efficiency in land-use and energy. It is also worth
noting that a network of actors was involved in this project that made it more responsive to societal needs.
The following mindmap summaries this network:

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Mindmap 6 The Network of People Needed to Interact to Produce a Successful Eco-park
that would Create both a Low-carbon Economy and an Environmentally-friendly Society
(Data source: Mei-Fang Fan, 2008)
Strategy Features and Methodology:
The increase of climate change impacts has been particularly crucial on the built environment sector.
According to Zari (2008:1), this is because the build environment is responsible for at least one third of the
GHG –particularly CO2- emissions. Following the background research into the creation and application of
eco-park developments, there has been strong evidence that the Park’s design and physical settings can
contribute in minimising and mitigating environmental impacts of carbon emissions. The National Centre for
Eco-Industrial Development (2002) has even investigated a relationship between the assortment of design
options and the cutting of operation costs in eco-parks.
In the case of Tokyo, the report will adapt eco-industrial parks knowledge to create Japan’s first eco-commercial
park to decrease the commercial sector’s contribution to environmental concerns. In the following section, the
report will solely focus of design code interventions, while keeping in mind that the eco-commercial park will
also use Tokyo’s already established and successful waste-disposal technologies.
Diagram 2 The Design Technique Options Implemented in the Eco-commercial Park

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The Biomimicry Europa Organisation (2006) has stated that ‘’Biomimicry has a huge potential to tackle
some of major issues (raised by global change)’’. Biomimicry works by designing a building that mimics the
functioning of an ecosystem in terms of forms and systems such as produce energy, transform waste or store
carbon in an adaptive system (McDonough and Braungart, 2002). It could also mimic certain materials of an
ecosystem to create potential new building materials that have no toxic by-products or that do not use high
amounts of energy to produce them and thus lowering the amount of CO2 by using the atmospheric carbon
to create them (Zari, 2008).
Picture 6 Example of Biomimetic Architecture in Form and Shape
(Data source Andrew Michler, 2011)
Existing technologies, have already proven the feasibility of using biomimicry in CO2 reduction. Using Japan’s
high technological knowledge, further enhancements research to the building materials so that building
materials could store carbon long term could be applied.
Diagram 3 Design Process of Biomimetic Building Materials in Quebec, Canada. The
conversion of carbon dioxide to bicarbonate occurs reused in a closed loop (Data source:
Pedersen Zari, 2008)

33
In addition, increased air pollution could be faced by environmentally sensitive green design that will have
‘zero’ or ‘minimum’ impact buildings in terms of energy and carbon (Zari,2008), especially since green design
has become a growing trend for commercial building development. Due to the pollutants, increased ventilation
and provision for clean air is needed. Many techniques can be pursued including:
Diagram 4 Green Design Techniques to Reduce Environmental Effects of Air Pollutants
by Improving Facility Design (Data source: National Centre for Eco-Industrial Develop-
ment, 2002)
Advantages of the Proposed Design Codes
Table 11 Advantages of Design
Location: Please refer to the Spatial Plan (6.5)
Vision for the Eco-Commercial Park Strategy:
• Promote a low-carbon commercial Structure
• Promote Green Environments and Green Architecture by using carbon reducing technologies
Targeted Audience: Local Residents of Tokyo, Olympic Visitors (for tourism)

34
6.2 Economic Strategy
It is imperative that as part of Tokyo’s wider planning policy,
the city government must make energy efficiency a more
significant part of the planning processes. As part of the cities
revamped planning policy guidelines, all future developments
should contribute a significantly lower rate of CO2 emissions.
The building sector consumes 50 percent of Tokyo’s energy
and more urgent efforts must be made to curb its impact on the
environment, locally and globally.
Greenhouse gas emissions in Tokyo total 59.6 million tons per
year. This volume is comparable to the national emissions of
some small European countries such as Denmark or Norway.
This highlights the significance of Tokyo’s emissions.
Aside from the sheer volume of emissions, the significance
of the introduction of the program back in 2010 is even more
apparent due to the significant role that Tokyo is involved in, in
Japan’s overall economy. Tokyo is the capital of Japan and the
country’s political, economic and cultural functions are centred
on this city. TMG is the largest sub-national government in
Japan serving a population of approximately 13 million.
Involvement of local government and expansion of Tokyo
Cap-and-Trade Program (Seen in Section 3.3):
In 2010, the Tokyo Metropolitan Government (TMG)
introduced Japan’s first mandatory emissions trading
scheme, aimed at all buildings public and private, new
and existing, residential and industrial/commercial. The
core targets of the current trading programme where to
according to Nishida and Hua (2011):
• Reduce GHG emissions in Tokyo to 25% below the
2000 levels by 2020, comprising two compliance periods.
The cap for the first compliance period has been set at a
level of 6% below base year (2000) emission, and a level
of approximately 17% below base year emission for the
second compliance;
• Achieve stricter reductions of CO2 emissions
and energy consumption in 1.400 installations (including
1.100 business facilities and 300 factories) covered by the
program.
Tokyo cape-and-trade program is the first mandatory
emissions trading scheme to be implemented in Japan and Asia.
Compared to other cap-and-trade programs, the TMG cap-and-trade scheme is unique in its scope by focusing
on 40% of CO2 emitted from commercial sector coming from large office buildings concentrated in city centre
Picture 7 CO2 Emissions by Sector (Tokyo
Metropolitan Government, 2010)
Picture 8 Cap-and-Trade Planned Expansion
(Tokyo Metropolitan Government, 2010)

35
The program is intended to have the effect of reducing CO2 emissions and energy consumption in the
industrial business sector within Tokyo and acquire an expression that covers the whole national territory, but
also to promote the installation of renewable energy in the power generation sector.
In their 2010 proposal, the TMG required the following actions
- Introduction of a mandatory cap-and-trade program with an absolute cap, not an intensity-base target.
- Designing the program that will correspond to the global standards for future possible links with
other national carbon markets.
- Active engagement of both the national and sub-national governments
Diagram 5 Program Offsets
Expansion of the Tokyo Emissions Trading System
• Enhance collaborative action within national capital region
• Fifty-one local governments, accounting for 80% of the local governments of Japan, participated in the
seminar on policy measures organized by TMG
Table 12 Potential Advantages and disadvantages of the Carbon Trading Extension Plan

36
Proposals for the scheme for the next 5 years and going forward:
Location: Throughout Tokyo
Strategy Vision:
* Extension and improvement of the Carbon Trading scheme in Tokyo
* Build a sound regulatory framework.
* Promote a low carbon commercial structure
* Encourage the development of energy saving , carbon reduction techniques
Time scale: Ongoing
Targeted audience: Local Communities of Tokyo + the Olympic Events Visitors (and resulting tourism)
Diagram 6 Timelime of Extended Carbon Trade Plan

37
6.3 Policy Strategy
The alleviation of climate change creates a wide range challenges for policy makers. Continued decreases in
CO2 emissions are necessary in all economy sectors, and as soon as possible. A number of countries have
dedicated agencies aimed at “reducing emissions to the levels needed to keep global average temperature
rises below 2°C” (Flint and Raco, 2012), meaning foremost declines from existing emission numbers in
developed countries. As an illustration, the United Kingdom has implemented official reduction objective
of 80 percent in Greenhouse Gas (GHG) emissions by the year 2050. This suggests a 4 percent emission
decrease per year, a rate change far greater than what has been accomplished thus far (Defra,2008a),
regardless of numerous years of UK & EU policy to lessen energy use and CO2 emissions. In order for
governments to realise their increasingly challenging reduction targets, it is becoming more likely that new
policies and regulations are required. As a potentially fresh trend, and in an attempt to bring a community
feel to the districts of Tokyo, a new planning policy of Public Participation will be introduced, starting with the
Eco-Commercial zone and surrounding areas, and if successful, will be extended to the wider Tokyo Districts.
Example – Local Strategic Partnerships (UK), an institutional structure
Planning and the participation of communities and stakeholders -
Public participation can often be stalled by the structural disproportion between “what people can hope to
get out of it and the costs of getting involved.” (Rydin, 2011) In most cases, it is the movements in opposition
to development applications that most promptly become a magnet for community involvement, due to the
fact that they stand as a clear threat to a group of individuals’ interests and therefore brought together by a
feeling of communal intent. Because of this, it can be challenging to obtain public or community participation
in the more common forms of strategy development that planning takes on. Unfortunately, from a planner’s
viewpoint, it is the most unwelcome area of public participation that is the most commonly encountered
(Sewell and Coppock, 1977).
The response to these problems of public, community and stakeholder engagement is to create a culture
whereby people and organisations see it as an integral part of their role and identity to be involved in
participatory exercises (Chess and Purcell, 1999). Some countries are better than others
in achieving this, it is perhaps not part of the public culture in Japan as yet, but perhaps Tokyo could be the
start of a new generation of public participation.
Most likely due to cultural reasons, Tokyo planning has been particularly oriented away from community
involvement. As part of the plan, increased public participation will be aimed for through use of a number of
linked techniques, and although some difficulties may be encountered, the results will be a change to Tokyo’s
planning system for the better in the long term.

38
Location: the new Eco-commercial Park (its tenants/owners act as community and their participation in its
development will be required. The plan will then be extended out across other Tokyo neighbourhoods
Vision for the Eco-Commercial Park Strategy:
* Establish a sound regulatory network
* Foster low carbon communities to achieve a low carbon society
* Promote a low carbon neighbourhood structure
* Strengthen education on energy conservation and carbon reduction
* Boost public awareness and encourage civic action
* Promote Green Environments and Green Architecture by using carbon reducing technologies
Targeted Audience: Local Residents of Tokyo
Table 13 Public Participation Techniques and Difficulties

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6.4 Cultural Strategy: The Mark Programme
Background information: Refer to Section 5 for current situation in Tokyo (and Japan) regarding green
politics and the community.
This programme is designed to involve both businesses and community members in green politics. The
Mark Programme will feature gold, silver or bronze ratings on environmentally conscious businesses in the
commercial sector, hence giving them a qualification of a ‘Green Mark’ to the commercial activity being rated.
The ‘Green Mark’ would be given to environmentally constructed buildings, and ‘green’ production processes
and products. On top of that, the ‘Green Mark’ could also be given to environmentally aware community
members that consume from environmentally friendly businesses. This programme will encourage both
manufacturers and consumers in the commercial sectors to go greener. A certification to this Programme
could be given based on carefully examined criteria to make it more competitive.
Location:
Since the characteristics of an eco-friendly park are: Community, Cooperation, Interaction, Efficiency,
Resources, and systems. This cultural intervention could help realise the first three of these characteristics.
If the Green Mark Programme proves to be successful in the eco-park (Refer to Spatial Plan), it could be
implemented on a larger scale to other commercial areas.
Vision for the Mark Programme:
To foster low-carbon communities to achieve a low-carbon society
Targeted Audience:
Local community members, and national and international businesses in Tokyo

40
6.5 Spatial Plan: Tokyo’s Eco-Commericial Park
From our analysis, we concluded that Tokyo City’s urban
development is already expanded to maximum capacity.
Many of Tokyo City’s workers commute everyday from
the outer prefectures and that is one of the main causes
of congestion problems. Therefore, our solution is a eco-
commercial park that will deter commuters away from
Tokyo City centre into a city in a prefecture. This will then
mitigate the overcrowding on Tokyo’s train and subway
lines. Our commercial zone will be designated in Sakura
City, in Chiba Prefecture (Map 7).
Chiba Prefecture is ideal because of geological,
geographical and monetary factors. Most of the prefecture
is in a low earthquake possibility zone as it is not near
any fault zones, which is where most earthquakes are
likely to happen (Picture 9).
Chiba is directly neighbouring Tokyo City, which most
Chiba residents commute into because of the proximity
and easy accessibility. Lastly, it is beneficial for companies
to rent offices in Chiba as it is significantly cheaper than
in Tokyo city centre (Table 14)
Sakura is a residential suburb and
major commuter town in northern
Chiba. It is situated 40 kilometers
from Tokyo City, 15 kilometers west of
Tokyo International Airport of Narita,
20 kilometers northeast of Chiba City,
the seat of the prefectural government.
The Keisei Line and JR Sohbu Line run
through Sakura east and west. It takes
approximately 60 minutes to Tokyo and
20 minutes to Chiba City or to Tokyo
International Airport of Narita.
Map 7: Chiba Prefecture (Data source: Wiki-
Media, 2014)
The Higashi Kanto (a national expressway)
and Route 51 link Sakura to Tokyo and
Narita in addition to Route 296, which serves
as a vital community road for citizens. This
makes Sakura a suitable city for further
development that can link Narita airport with
the Chiba city and also easy to commute to
Tokyo if needed.
Sakura’s average temperature for the year
at around 15C which is a nice mild climate
that needs not much air conditioning or
heating. It is a comfortable temperature for
people to work and live. The city has an estimated population of 172,269 (2012 census) and a density of
1660 persons per km2. Total area is 103.9km2.
Picture 9 Earthquake Prone Zones in Relation to Chiba (CISC, 2014)
Table 14 Average Office Rent in Greater Tokyo Area (CISC, 2014)

41
In the western and central parts of the city,
urbanisation has progressed, making the city
more commercialised. On the other hand,
the southern parts of the city are suburban
agricultural and residential areas. Our proposed
eco-commercial park is near the south east side
of Sakura City so it does not concentrate all the
urbanisation in the west. The zone is close to
the Higashi Kanto Expressway exit and local
monorail lines, reducing time for commute.
Sakura city is currently becoming more
urbanised, with a controlled urbanisation area
of 79.50 km2. Currently only 24.09 km2 of
103.59km2 total area of the city is urbanised.
Our area, which is the same area as a small
Tokyo city ward will add an additional 3km2.
It will be built on mostly residential and open
space with little interference with the existing
agricultural landscape. It will include a mix of
medium level residential living and commercial
usage.
Map 9 Zoom In Proposed Commercial Zone
(Data source: Sakura City, 2014)
Map 8 Sakura City General Map (Data
source: Sakura City, 2014)

42
7.0 Introduction to Transport Sector
Importance for Reducing Carbon Emissions / Strategies
Tokyo’s Transportation network is not only important for the inhabitants of Tokyo Prefecture alone but for the
neighbouring prefectures as well, as many of the other cities’ inhabitants commute to work and schools in
Tokyo each day (Nakamura, 1995). The transportation network is overcrowded and needs upgrading, and
with the arrival of the Olympic Games 2020, many transportation interventions are already taking place.
By using the Olympics as a catalyst for change, new strategies could help Tokyo’s transportation system
become more environmentally friendly by casting a change in the society’s attitude, in addition to improving
the system’s capacity.
The strategies proposed in this report, in the efforts of reducing carbon emissions produced by Tokyo’s
transportation sector include the following, where each strategy deals with a different aspect of the sector in
order to create a comprehensive intervention:
Table 15 Detailed Strategic Improvements for Tokyo based on the Transport Sector

43
7.1 Design Strategy: Expanding Double-Deck Railway Infrastructure
Multi-Deck trains have been widely recognised as a European technology. It is present in countries such
as Finland, France, The Netherlands, Sweden, Switzerland and Spain. Double-Deckers have also been
operating in countries such as Canada and Australia (Australian Transportation Research Forum, 2009).
Ironically, according to the ATRF, it appears that the multi-deck technology is relatively few in countries
where overcrowded railway systems presents a real issue, such as Japan (2009:8). The following example
highlights the Sydney experience, as it is comparatively appropriate to Tokyo due to the fairly new system
introduction that Tokyo can relate to, in addition to the similar suburban transportation link situation.
Sydney’s the rapid transit network uses single-deck trains operating at high frequencies across the day while
the suburban network (North-West Link) uses multi-deck trains providing high seating capacity, but at fewer
frequencies (Infrastructure NWS, 2012). Similar to the North-South situation in Tokyo, where people travel
from their residential areas in the North to the employment centres in the City (South), Machado and Hill Times
(2014) explain that Sydney is particularly changing in its North West where there are increasing employment
centres and hence more people are travelling to work in places other than the City. This is double-deckers
were needed to increase the capacity Sydney’s North West link. The two major challenges double-deck
technology in Sydney is facing is the signaling of trains to make them more frequent, and the dwelling times of
the train. According to the urban planning lecturer Dr. John Stone (University of Melbourne) double-deckers
dwelling times can be made faster by including a third door in each cabin in which passengers could use to
board and leave the train. Also improved signaling is possible and the results would be:
Table 16 Comparison table showing that double-deck trains have a higher ca-
pacity than single-deck trains in both signaling cases
(Data source: Douglas Economics, 2014)
In 1989 the first multi-deck green cars were added to the Tokaido line. Subsequently, more ‘green car’ cabins
were added to other lines resulting in creating hybrid-trains in Tokyo’s railway system, where the double-deck
green cars were treated as first-class cabins with almost additional ¥500 higher than the normal single-
deck cabins (equivalent to almost £3). Overall, the double-deck green cars are present in local trains on the
Utsunomiya, Takasaki, Tokaido and Shonan-Shinjuku lines, with an average of two green-cars per train (East
Japan Railway Company, 2003).
Picture 10 Basic trainset for Utsunomiya, Takasaki, Tokaido and
Shonan-Shinjuku JR train line (Data source: JR East, 2003)
The overcrowding of railway in Tokyo is only getting intensified; therefore, since the double-deck technology
is already available, the network should be expanded to relieve the problem. Especially since service
providers have exhausted lengthening trains, or removing seats or increasing the number of trains (Wolf

44
2005). In addition, with the arrival of the Olympic Games, a railway intervention (the Ueno-Tokyo Railway
Line 2015) is underway. This new line will enhance the connectivity along Tokyo’s North-South axis (Zialcita
and Yanagimachi, 2014). The intervention proposed in this report will be both complementary to the Olympics
intervention, as well as environmentally friendly because it is making use of already available infrastructure
and hence avoiding any environmental and financial costs with the exception of some infrastructure expansion
costs along some routes (Refer to Spatial Plan).
A concern regarding the conversion of the hybrid-trains and single-trains into fully double-deckers regarding
the standing capacity that boost the capacity of single-deckers by having most passengers travel standing.
However, the same decision can be made in double-deckers by reducing the seating capacity to accommodate
greater standing space for travellers (Barron, 2014).
To appeal to visitors and foreigners, English speaking staff would be located at most of the platforms along
with more maps and information displayed in both Japanese and English, overcoming another problem of
Japanese railway issues that visitors seem to put forward.
Individual one-way tickets and weekly passes for normal cabins bought at ticket machines at stations would
increase in price by 30% for off peak and 40% for peak hours to raise capital for the cabins, while passengers
with pay-as-you-go Suica cards would still pay the original fees and 20% for peak hours. This is to target more
visitors of the Olympics who are more likely to buy individual one-way tickets while local Japanese population
will pay less, as most everyday commuters would have a pass. This is modelled from the tube system in
London along with Oyster cards, as individual one-way tickets typically would cost 4 pounds while swiping an
oyster card would only cost around 1.5-2.3 pounds.
Evaluation and advantages of the intervention:
Location: Refer to Spatial Plan (7.5)
Vision for the Transportation Design Strategy: Develop Green Transportation Infrastructure Solutions
Targeted Audience: Local community members, and Olympic visitors in Tokyo
Table 17 Effects of Double-Deck trains over air quality and capacity, Tokyo’s most
pressing environmental and economical matters
(Data source: Strategic Transport Projects Review, 2013)

45
7.2 & 7.3 Policy and Fiscal Regulation Strategies: Public Transportation Support and the
Electronic Road Pricing System
Despite its growing population density, Singapore is one of the least congested major cities (City Climate
Leadership Awards, 2014). This is due to the policy and fiscal regulations that Singapore’s implemented in the
private transportation sector, which had an implication of popularising and thus upgrading public transportation
modes. Singapore had introduced the world’s first Electronic Road Pricing System (EPR) in which a road
technological system will detect the driver’s over-speeding (or any other illegal driving behaviour) on the
road and automatically deduct charges from the transportation smart card inserted in each type of vehicle
(City Climate Leadership Awards, 2014). The following table summarises the specifics of policy and fiscal
strategies regarding the EPR programme:
Table 18 Summary of Policy Specifics regarding the EPR Programme
With the advancement of Japanese technology, the ESP System is a feasible solution to depopularise
the relay on private vehicle transportation by the people of Tokyo. Supporting policy strategies could be
implemented to support the ESP system including: the designation of toll fees on major congested roads in
inner-Tokyo (and deducting those related fees from the ESP smart card), in addition to popularising public
transportation modes by increasing their capacity (as we this report has done so by implementing the Double-
deck Design Strategy in Section 7.1). The smart card is also a measure to prevent problems of delayed
charges payment. Visitors could also be encourages to use public transport by implementing the ESP system
to taxis. The revenue that the ESP system produces will be used as a funding source to reduce the costs of
public transportation as this revenue helps in covering the operating costs by assisting the authority to adjust
the public transportation’s fare level.
By attracting more residents (and visitors) to use public transportation, the strategies will be help in promoting
financial sustainability, which in return stimulates environmental sustainability. This is because the public
transportation competitive costs will potentially reduce private-vehicle uses on the road and thus decreasing
CO2 and other GHG emissions.
Location: Congested inner-Tokyo main roads and North-South highway road connection.
Vision for the Public Transportation Support and the ESP System:
Develop Green Transportation Networks.
Targeted Audience:
Local community members, and Olympic visitors, and any other cluster of commuters in Tokyo

46
7.4 Cultural Strategy: The Mark Programme
Background information: Refer to Section 5 for current situation in Tokyo (and Japan) regarding green politics
and the community.
In addition to a comprehensive network of public transportation, including city buses, mass rapid transit
services and high-speed rail, zero-carbon modes of transportation such as pedestrian walkways and
bicycle lanes have been augmented, while more bicycle paths are being connected to roads and railways to
promote low-carbon tourism.
Okata and Murayama (2010) claims in the early 1990s, the road infrastructures around many of the suburban
main stations were not well provided and as a result the sidewalks were narrow and unfriendly for baby
strollers and wheelchair users. The rotary system was small and not accessible for buses and even for taxis
as well as private automobiles. Moreover, with the increase number of cars and big vehicles (e.g. lorries
and trucks), air pollution became a problem in Tokyo. Therefore, this cultural intervention hopes to promote
the zero-carbon modes of transportation by providing the parking facilities required in addition to increasing
bicycle and walking lanes, especially for the upcoming Olympic visitors to Enjoy Tokyo’s built environment
and various scattered parks. In order to that, safety measures should also be considered. The following
diagram summarises the efforts needed to achieve a comprehensive system of “Sustainable Environment on
Transportation”:
Location: Initially, throughout Tokyo City (23 wards) and expand gradually into the future.
Vision for the Mark Programme: Develop Green Transportation Networks.
Targeted Audience: Local community members, and Olympic visitors, and any other cluster of commuters
in Tokyo
Mind Map 7 Sustainable Transport Measures

47
7.5 Spatial Plan: Tokyo’s Double Deck Cabins
As Train is the most popular mode of
transport in Tokyo Metropolitan Area,
the report focuses its transportation
intervention in the railway sector. JR
East lines are the most popular one
of them as it extends into the nearby
prefectures and connecting Tokyo’s
major city centres and therefore there
is high concentration of congestion
(Map 10). Now two types of cards are
available for JR and non-JR lines, called
Suica and Passmo respectively which
are usually 9 to 10 yen cheaper than
buy a ticket.
Yamanote, Keihin-Tohoku, and Sobu
lines are the most congested in Tokyo
with congestion rates at 202%, 200%
and 199% respectively. These lines
are the major circle and north south
lines bringing commuters from outer
prefectures into Tokyo city centre. The
main stations are Shinjuku station, the
busiest station in the world and Ueno
station. (MLIT, 2013). Map 10 JR East Line in Greater Tokyo Area (Wikimedia, 2014)
Map 11 JR Lines that currently has green car cab-
ins (Japanese Railway, 2014)
There are special Green Car cabins (Map 11
that are found on some of the operating lines:
Yokosuka* and Sobu, Shonan-Shinjuku**,
Utsunomiya, and Takasaki*** lines. Green Cars
are double decked first class cabins offering a
quieter environment, with guaranteed seating
that are more spacious than normal cabins
(Picture 18).
*Yokosuka line has through service onto Sobu lines
**Shonan-Shinjuku Line has no dedicated track as
services run through shared sections of Utsunomiya,
Takasaki and Tokaido lines
***Utsunomiya and Takasaki lines, going east and
west converge into a single line at Omiya station
into central Tokyo.

48
Picture 11 Original Trainset Configuration (Data source: JR East, 2003)
Picture 12 Proposed Trainset Configuration
As the main transport problem in Tokyo is train congestion, we propose addition of more double decked cabins
(Picture 11) throughout the existing lines to maximise space until the trains on the previously mentioned lines
are upgraded to fully double-deck trains, since the infrastructure of tunnels and railways for double-decked
trains is already provided and only partial infrastructure costs will be added to increase the amount of routes
that can accomodate green cars. These cabins would be similar in shape and floor division as the green
car ones but carry normal ticket passengers with basic bench seating and stand areas. The only loss would
be a bit of height for both floors. In addition we will make the Yamanote line (circle line) completely able to
accomodate green cars.
The intervention will be mostly focused on the most congested lines (Map 12), which run north to south
(Keihin-Tohoku), south to east (Sobu) and circular (Yamamote). These lines can be substituted with lines that
have double decked cabins available as most of them in inner Tokyo run to the same station so passengers
can still go the same way, but just on a different train line. Sobu line would already have the cabins therefore no
switching of train lines. Keihin-Tohoku lines run parallel to Utsunomiya, Takasaki lines starting from northern
Omiya station until Ueno station, also a part of Yamamote line. Shonan Shinjuku lines also run on the western
part of the Yamanote line connecting north to south-west.
Following pages would first show only our intervention and second will then show our intervention and how
much more lines will be able to have green cars or which lines people can switch lines at a station to use
green cars.
Word Count: 3538

49
Map 12 Intervention to increase number of green cars and also partial tunneling
(Japanese Railway, 2014)
Map 13 Intervention plus how many more lines will be avaiable to passengers
(able to switch to green cars at stations)

51
8.0 Low Carbon Plan Vision
Combined from Strategy Sections
Table 19 Vision Statements for Low Carbon Plan
8.1 Finance Plan
Financing for our plan will be derived from the revenue that the city will receive through short term strategies
in preparations for the Olympics. Revenue generated through the implementation will feed into the fund
(double-deck trains, eco-commercial park), which will then be used to improve the infrastructure and then
regenerate more revenue from the improvements. As the Olympic approaches, our plan will also utilise the
capital tourists generate for a short term. This will be a closed loop system and no money apart from initial
investment.
Diagram 7 Financing for Low Carbon Plan

52
8.2 Five Year Timeline Details
This is a break down on how we envision how our low carbon plan will be executed. This will be represented
graphically on the next two pages with a five year plan, and also how we predict the implementations of our
plan will be in effect in the next fifteen years (Fifteen years vision).
Short term (less than five years)
1) Public Participation :
- Social capital engagement (Increase public participation through local culture participation)
2) The Mark Programme :
- ‘Green Mark’ qualification (Certificates will be given to producers as well as consumers who meet
the target of low carbon emission)
3) ESP System :
- Smart Card intervention (Designate toll fees on major congested roads and avoid delayed
payment with automatic deduction)
-Reduction of public transportation (Subsidized by the revenue of Smart Card)
4) Zero-carbon Modes of Transportation :
-Promote the use of bicycles (Provides more of bicycle lanes)
-Eco-driving (Educating people on good driving behaviour)
-Green awareness on the importance of suitable street lanes and environmental-friendly vehicle
users.
5) Extending Cap-and-Trade Scheme:
-Extend the carbon trading
-Communities Involvement
Medium term (about five years)
6) Eco- commercial Park:
-Biomimicry (A building that mimics the function of an ecosystem)
-Green Design Principles (Provision of a better quality of water and air)
Long term (more than five years)
7) Expanding Double-Deck Railway:
-Increase the number of green cars (Reduce the seating capacity to accommodate the people who
are standing)
Word Count: 329

53
8.3 Five Year Timeline of Implementation

54
8.4 Fifteen Year Timeline Vision

55
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