sut

Transit-Oriented New-Town Development

- A Comparative Analysis on the Coordination of New-Town Development with

Public Transit Investment in Tokyo and Seoul -

Hyun-Gun SUNG

(Dr., Associate Research Fellow)

Hyeong-Jun IM

(MA., Assistant Researcher)

April 2008

SUT2008 in SingaporeSUT2008 in Singapore

-2-

OverviewOverview

I. Introduction

II. Asian Status and New Town TODs

III. New Town Projects in Seoul and Tokyo

IV. Different Impacts of NTs on Transport

V. Conclusion and Policy Implications

I. Introduction

1. Background and Purpose

2. Research Scope

1. Background and PurposeI. Introduction

• “TOD” is one of Sustainable Development and Transport methods

• Differences b/w western and Asian developing countries

- Degree of Density, Diversity and Urbanization Process

• New-Town TOD is necessary in Asian developing mega-cities

• “TOD” is one of Sustainable Development and Transport methods

• Differences b/w western and Asian developing countries

- Degree of Density, Diversity and Urbanization Process

• New-Town TOD is necessary in Asian developing mega-cities

BackgroundBackground

No experiences for TOD in Asian developing countriesNo experiences for TOD in Asian developing countries

New-Town TOD projects in Asian developed countries

- Seoul and Tokyo mega-cities

Comparative analysis of New-Town TODs on the two countries

- Coordination b/w land development & public transport

Lessons from the New-Town TODs in the two countries

- Different impacts on transport and their causes

New-Town TOD projects in Asian developed countries

- Seoul and Tokyo mega-cities

Comparative analysis of New-Town TODs on the two countries

- Coordination b/w land development & public transport

Lessons from the New-Town TODs in the two countries

- Different impacts on transport and their causes

PurposePurpose

Asian TOD strategy is different from western TOD oneAsian TOD strategy is different from western TOD one

- Similar development purposes

- Coordination b/w development & public transit

- Similar location: 20~30 km from the city center

2. Research Scope

Case Studies

I. Introduction

Seoul CitySeoul City

TokyoTokyo

Ilsan New TownIlsan New Town

Bundang New TownBundang New Town

Tama New TownTama New Town

Tama Garden CityTama Garden City

Seoul: Ilsan New Town

Bundang New Town

Seoul: Ilsan New Town

Bundang New Town

Tokyo: Tama New Town

Tama Garden City

Tokyo: Tama New Town

Tama Garden City

II. Asian Status and New Town TODs

1. TOD Definition and Types

2. Asian Status and Urban Development

3. New Town TODs in Asian Mega-cities

1. TOD Definition and Type

ll. Asian Status and New Town TODs

Coordination b/w Transport & Land Use at the

neighborhood and regional levelsDefinition

Easy Access

High Density

Land-use Mix

Pedestrian-friendlyTransport Network

A Center

Density

Diversity

Design

Choice

Frequency

Distance

Non-Automobile Use ↓↓↓↓

Trip Chaining ↑↑↑↑

VKT ↓↓↓↓

PlanningElementsPlanningElements

TransportImpacts

TransportImpacts

�� Expected Impacts of Modal SplitExpected Impacts of Modal Split 녹색교통051015202530354045

A B C D(%)대중교통

0510152025

A B C D(%)D : Mid/High-rise, Mixed-UseC : Mid/High-rise, Single-Use

Source: Cervero(1996)

B : Low-density, Mixed-UseA : Low-density, Single-Use

승용차0102030405060708090100

A B C D(%)1. TOD Definition and Type


AutomobileAutomobile Public TransitPublic Transit Green ModesGreen Modes

Source: Cervero, et al.(2002)

0%10%20%30%40%50%60%70%250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500 3750 4000Dis tance(fee t )Dis tance(fee t )Dis tance(fee t )Dis tance(fee t )Using transitUsing transitUsing transitUsing transit

Toronto/Edmonton(apartments) WashingtonToronto/Edmonton(single-family ) California

�� TOD TypesTOD Types

�� New Town TOD in Asian developing megaNew Town TOD in Asian developing mega--citescites

• Public Transit Modes

- Rail Transit-Oriented Development (RTOD)

- Bus Transit-Oriented Development (BTOD)

• Functions and Locations

- Redevelopment TOD

- Urban Infill TOD

- New Town TOD

• Public Transit Modes

- Rail Transit-Oriented Development (RTOD)

- Bus Transit-Oriented Development (BTOD)

• Functions and Locations

- Redevelopment TOD

- Urban Infill TOD

- New Town TOD

• Accommodate rapid increasing population

• Contain rapid urban sprawl in designated places

• Accommodate rapid increasing population

• Contain rapid urban sprawl in designated places

1. TOD Definition and Type


�� UrbanizationUrbanization

PatternPattern

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

1970 1980 1990 1995 2000 2005 2010 2015

Year

Pr

oje

cte

d %

of

Ur

ba

nz

iati

on

Korea

China

India

Japan

Philphine

Vietenam



�� DecentralizationDecentralization

(Sprawl) Pattern(Sprawl) Pattern

Seoul CitySeoul CitySeoul CitySeoul City

M. ManilaM. ManilaM. ManilaM. Manila

0

5

10

15

20

25

1960 1970 1980 1990 2000

Population, millionPopulation, millionPopulation, millionPopulation, million Seoul MA

0

2

4

6

8

10

1960 1970 1980 1990 2000

population, millionpopulation, millionpopulation, millionpopulation, million Bangkok MR

TotalTotalTotalTotal

CoreCoreCoreCore----areaareaareaarea

SuburSuburSuburSubur

bbbb

0

5

10

15

20

1980 1990 2000

population, millionpopulation, millionpopulation, millionpopulation, million Metro Manila


suburbsuburbsuburbsuburb

*Study Area of MMUTIS

0

5

10

15

20

25

1980 1990 2000

population, millionpopulation, millionpopulation, millionpopulation, million Jabotabek


CoreCoreCoreCore


bbbb

CorCorCorCor

eeee

TotaTotaTotaTota

llllCoreCoreCoreCore----

areaareaareaarea


bbbb

Source: STREAM Study (2007)

- Rapid centralization of pop. to some cities- Rapid centralization of pop. to some cities

- Rapid decentralization w/i mega-cities- Rapid decentralization w/i mega-cities

�� DensityDensity



0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

Shanghai

Seoul

M. M

anila

Tokyo

Jakarta

HCM

C

Taipei

New

York

Chicago

Bangkok

Los Angeles

London

Pop

ulat

ion

Den

sity

(Per

sons

/Km

2)

0

2

4

6

8

10

12

14

16

18

Den

sity

Rat

io b

/w C

ore

& M

A

Core city

Suburban

Ratio of Density

�� DiversityDiversitySource: STREAM Study (2007) for Asian and Richardson, et. al(2000) for US cities

• Density ↑→↑→↑→↑→ Diversity ↑↑↑↑ →→→→ Quality of Life ↑↑↑↑ (Jane Jocobs, 1962; Breheny, 2000)

• High mixed use of land in Asian mega-cities (Richardson, et. al, 2000)

�� New Town New Town Development(ADevelopment(A))

3. New Town TODs in Asian mega-cities


�� TransitTransit--Oriented Oriented Development(BDevelopment(B))

• Accommodate rapid growth of population centralizing to some cities

• Prevent urban sprawl of only-population

• Decrease the use of private cars depending on income increase

• Increase the use of non-automobile modes

• Improve social equity between low and high-income travelers

�� New Town TOD(A+B)New Town TOD(A+B)

• Designate urban development in desirable areas outside the city center

• Preserve agricultural and green areas for future generation

• Increase the use public transit and non-motorized modes

New Town TODs = Sustainable Urban Transport and Development

III. New Town Projects in Tokyo and Seoul

1.1.1.1. Introduction of Introduction of Introduction of Introduction of NTPsNTPsNTPsNTPs in Tokyo and Seoulin Tokyo and Seoulin Tokyo and Seoulin Tokyo and Seoul

2.2.2.2. Planning Elements of New Town Planning Elements of New Town Planning Elements of New Town Planning Elements of New Town TODsTODsTODsTODs

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1. Introduction of NPT Projects

� Soaring housing price

� Shortage of housing supply

III. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and Seoullll�� PurposePurpose

1971 ~ 2005

1990~19951990 1995

1996

1971

1961

Settlement

began

1989~1996

1967 ~ 1984

Period of

Construction

Soaring housing price

Housing supply shortage

Background

1989

1965

1953

Plan

established

Tama Garden

city

Ilsan Newtown

Bundang

Newtown

Tama Newtown

�� Planning periodPlanning period� Rapid income increase

� Population increase in the capital region

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1. Introduction of NPT ProjectsIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and Seoullll

�� Developing MethodsDeveloping Methods

�� Planned Population and DensityPlanned Population and Density

276,000

390,000

300,000

347,000

Planned Population

363,000Land adjustmentTama Garden city

484,000Ilsan Newtown

427,000Residential Site

Development

Bundang Newtown

200,000

New Housing Town

Development,

Land adjustment

Tama Newtown

Population

(2003)Developing method

� Public: Bundang and Ilsan, Tama new town

� Private: Tama Garden City

� Population: 276,000~390,000 people

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1. Introduction of NPT ProjectsIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and Seoullll

�� Pop. Increase after settlement Pop. Increase after settlement � Tama New Town:

� Whole development, Affordable Housing

� Pop. Decrease � Aging period

� Tama Garden City:� Phasing development, High-quality residential area

� Bundang New Town:� No more development after settlement

� Ilsan New Town:� Continuing development in surrounding areas

050100150200250300350400

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15Elapsed yearElapsed yearElapsed yearElapsed yearPop. density (per ha)Pop. density (per ha)Pop. density (per ha)Pop. density (per ha)

Ilsan newtownIlsan newtownIlsan newtownIlsan newtown Bundang newtownBundang newtownBundang newtownBundang newtown020406080100120140

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35Elapsed yearElapsed yearElapsed yearElapsed yearPop. density (per ha)Pop. density (per ha)Pop. density (per ha)Pop. density (per ha)

Tama garden cityTama garden cityTama garden cityTama garden city Tama newtownTama newtownTama newtownTama newtown

-17-

2. Planning Elements of New Town TODsIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and SeouIII. Comparative Analysis of New Town Projects in Tokyo and Seoullll

�� DensityDensity

�� DiversityDiversity

SeoulTokyo

175198.7109100Persons/ha

Ilsan New TownBundang New TownTama Garden CityTama New TownNew Town

0.9172

0.9070

0.8423

LUM Index

Ilsan New Town

Budang New

Town

Tama New

Town

1,573.5ha561.1ha

(35.7%)

363.0ha

(23.1%)

123.3ha

(7.8%)

526.1ha

(33.4%)

1,963.9ha785.2ha

(39.9%)

379.8ha

(19.3%)

163.9ha

(8.4%)

635.0ha

(32.4%)

2,225.6ha929.5ha

(41.8%)

432.9ha

(19.4%)

77.6ha

(3.5%)

785.6ha

(35.3%)

TotaletcPark & Green

Space

Commercial/

BusinessResidential

Land Use

Note : No data for the Tama Garden City

0<LUM<1, 0= equal mix of land use

-18-


�� Land Use Plan of Land Use Plan of NTsNTs in Tokyoin Tokyo

Residential area (Low density)

Residential area (mid. density)

Residential area (High density)

Commercial/Business area

Station

Interchange

Railways

Roads

Residential area

Parks, greenery, etc.

Central districts

Undeveloped districts

Land readjustment districts

River

Roads

Railways

Tama Garden City

Tama New Town

-19-


�� Land Use Plan of Land Use Plan of NTsNTs in Seoulin Seoul

Ilsan New Town

Park, greenery





Budang New Town

IV. Different Impacts of NTs on Transport

1.1.1.1. Trip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and Distribution

2.2.2.2. Different Modal Splits in Different Modal Splits in Different Modal Splits in Different Modal Splits in NTsNTsNTsNTs

3.3.3.3. Causes of Different Impacts Causes of Different Impacts Causes of Different Impacts Causes of Different Impacts

-21-

� Commuting Trips by Destination(2000 Census)

1. Trip Volume and DistributionIV Different Impacts of NTs on Transport

�� Trip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and DistributionTrip Volume and Distribution

141,37213,29518,67134,14275,264Tama New Town

362,2652,53627,154146,856185,719Ilsan New Town

477,3698,42549,972142,977275,995Bundang

New Town

464,826194,620***129,531**-*140,675Tama Garden

City

TotaletcMetropolitan

area

Seoul/

Tokyo

Inner

New Town

* : No data ** : Volume of commuting trips to Kanagawa(Tama gareden city excluded)*** : Population commuting to out of Kanagawa(Tokyo included)

-22-


�� Commuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationCommuting Trip Distribution by DestinationInner-newtown,53.20%Tokyo, 24.20%Metropolitan area,13.20%etc, 9.40%

Inner-newtown,30.30%Metropolitan area,27.90%etc, 41.90%

Inner-newtown,57.80%Seoul, 30.30%Metropolitan area,10.50%etc, 1.80%

Inner-newtown,51.30%Seoul, 40.50%Metropolitan area,7.50%etc, 0.70%

Tama Garden City Tama Newtown

Bundang Newtown Ilsan Newtown

-23-


�� Commuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by TimeCommuting Trip Distribution by Time

0

100000

200000

300000

400000

500000

600000

Tama Garden

City

Tama New

Town

Bundang New

Town

Ilsan New Town

New Towns

Tri

p V

olum

e 1990

1995

2000

2005

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

Tama Garden

City

Tama New

Town

Bundang New

Town

Ilsan New Town

New Towns

Percentage of Inner Commuting

1990

1995

2000

2005

�� Trip Volume PatternsTrip Volume Patterns- Increasing Patterns of Commuting Trips- Increasing Patterns of Commuting Trips

�� Inner Commuting RatioInner Commuting Ratio- Depending degrees of NTs on the central cities

- Increasing: Tama, Ilsan

- Not increasing: Bundang, Tama Garden

- Depending degrees of NTs on the central cities

- Increasing: Tama, Ilsan

- Not increasing: Bundang, Tama Garden

-24-

2. Different Modal Splits in NTsIV Different Impacts of NTs on Transport

�� Modal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting TripsModal Split of Commuting Trips

Railways, 62.50%Bus, 23.70%Taxi, 0.50%Automobile, 18.20%Pedestrian, 6.70%Bicycle, 8.90%etc, 6.80%

Railways, 31.90% Bus, 5.10%Taxi, 0.00%Automobile, 21.60%Pedestrian,Bicycle, 8.90%etc, 6.70%

Railways, 8.40%Bus, 31.60%Taxi, 0.30% Automobile, 46.90%Pedestrian, 11.70%Bicycle, 0.30%etc, 0.70% Railways, 11.90%Bus, 25.70%Taxi, 0.50% Automobile, 44.50%

Pedestrian, 14.70%Bicycle, 1.20%etc, 1.50%

Tama Garden City Tama Newtown

Budang Newtown Ilsan Newtown

-25-





Station

Interchange

Railways

Roads

Residential area

Parks, greenery, etc.

Central districts

Undeveloped districts

Land readjustment districts

River

Roads

Railways

Tama Garden City

Tama New Town

1000100010001000mmmm

1000100010001000mmmm500500500500mmmm

500500500500mmmm

3. Causes of Different Impacts on Transport

IV Different Impacts of NTs on Transport

�� Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo Land Use Plans in Tokyo NTsNTsNTsNTsNTsNTsNTsNTs

-26-

Ilsan New Town

Park, greenery





500500500500mmmm1000100010001000mmmm1000100010001000mmmm500500500500mmmmBudang New Town



�� Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul Land Use Plans in Seoul NTsNTsNTsNTsNTsNTsNTsNTs

-27-



�� Road and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New TownRoad and Rail Transit in Tama New Town

ShinjukuShinjukuShinjukuShinjukuKeio Keio Keio Keio sensensensenKeio Sagamihara Keio Sagamihara Keio Sagamihara Keio Sagamihara sensensensen

Central HighwayCentral HighwayCentral HighwayCentral HighwayTamaTamaTamaTamaCenterCenterCenterCenter

Rail: 40min.Cost $3.31

Tama Center|

Keio Sagamihara sen 13min.|

Chyofu|

Keio sen27 min.

|Shinjuku

Vehicle: 47min.



�� Road and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden CityRoad and Rail Transit in Tama Garden City

ShibuyaShibuyaShibuyaShibuyaTenenTenenTenenTenen toshitoshitoshitoshi sensensensen3333rdrdrdrd Metropolitan Metropolitan Metropolitan Metropolitan highwayhighwayhighwayhighway

SaginumaSaginumaSaginumaSaginumaTenenTenenTenenTenen toshitoshitoshitoshi sensensensenTravel time 17min.Cost $2.4VehicleVehicleVehicleVehicleTravel time 31min.


VehicleVehicleVehicleVehicleTravel time 15min.

Subway Subway Subway Subway BundangBundangBundangBundang LineLineLineLineTravel time 30min.Cost $1.11SeolleunSeolleunSeolleunSeolleun

Subway Subway Subway Subway BudnagBudnagBudnagBudnag LineLineLineLine

Subway NewSubway NewSubway NewSubway New----BudnagBudnagBudnagBudnag LineLineLineLine

GyeongbuGyeongbuGyeongbuGyeongbu HighwayHighwayHighwayHighwaySeoul Ring RoadSeoul Ring RoadSeoul Ring RoadSeoul Ring Road SeohyeonSeohyeonSeohyeonSeohyeon

Subway Line No.3Subway Line No.3Subway Line No.3Subway Line No.3GyeonguiGyeonguiGyeonguiGyeongui----seonseonseonseon

JayuJayuJayuJayu----rorororoSeoul Ring RoadSeoul Ring RoadSeoul Ring RoadSeoul Ring Road

JuyeopJuyeopJuyeopJuyeop

JongnoJongnoJongnoJongno----3ga3ga3ga3ga

Subway Line No.3Subway Line No.3Subway Line No.3Subway Line No.3Travel time 48min.Cost $1.4

VehicleVehicleVehicleVehicleTravel time 28min.


1. Conclusions

2. Policy Implications

-32-

Similar Purposes Different Impacts on Transport

- Housing Prices- Housing Shortages- Self Sufficiency

Tokyo- Low dependence on automobiles- High dependence on rail transit

Seoul- High self-sufficiency- High dependence on automobiles- Low dependence on rail transit

• Needs of Transit-Oriented NT projects in Asian Developing Mega-cities

- To induce desirable patterns of centralization and decentralization

- To improve sustainable urban transport system

• Needs of Transit-Oriented NT projects in Asian Developing Mega-cities

- To induce desirable patterns of centralization and decentralization

- To improve sustainable urban transport system

• Centralization to and Decentralization in Asian Mega-cities

• Rapid process of urbanization and centralization of pop.

• Rapid suburbanization of pop.

• Centralization to and Decentralization in Asian Mega-cities

• Rapid process of urbanization and centralization of pop.

• Rapid suburbanization of pop.

1. Conclusions

�� Asian Status and New Town DevelopmentAsian Status and New Town Development

�� Lessons from NT projects in Korea and JapanLessons from NT projects in Korea and Japan


2. Policy Implications for NT Projects

�� RailRailRailRailRailRailRailRail--------Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning Oriented Land Use Planning

�� RailRailRailRailRailRailRailRail--------Oriented MobilityOriented MobilityOriented MobilityOriented MobilityOriented MobilityOriented MobilityOriented MobilityOriented Mobility

48 min30 min17 min40 minRail Transit (B)

0.580.501.761.18Competition(A/B)

28 min15 min31 min47 minCar (A)

Ilsan New Town

BundangNew Town

Tama Garden City

Tama New Town

• Land use patterns surrounding rail stations → Accessibility increased

• Increasing non-motorized trips

• Increasing the use of public transit modes

• Land use patterns surrounding rail stations → Accessibility increased

• Increasing non-motorized trips

• Increasing the use of public transit modes

• Improve the competition of public transit for trips with a long travel distance• Improve the competition of public transit for trips with a long travel distance

�� High Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land UseHigh Density and Mix of Land Use

• Increasing inner-travel within the NTs

• High Density and Mix of Land Use → Inner Travel Pattern ↑

• Increasing inner-travel within the NTs

• High Density and Mix of Land Use → Inner Travel Pattern ↑


sut

Travel

newtown tods

new town projects

new town tods1

new town todsiii

new town tods2

coordination of new

n n n n s s s si

asian status