Layers of auto traffic rush towards Shibuya station. Has any global city maintained its aging urban auto infrastructure as thoroughly as Tokyo? Planning wise, Tokyo today can feel like it’s reliving the 1960s, as if nothing has changed in terms of mobility, urban design, and creating maximum value in dense cities.
Few buildings in Tokyo are as iconic as Tokyo Tower. In a mega-city that sprawls as far as Japan’s second largest city, Yokohama, Tokyo lacks a single center, a recognizable river, or a conventional view of its skyscrapers, unlike NYC’s Hudson River or Central Park views.
I like how the top photo’s framing of Tokyo Tower mixes auto traffic with mature trees and a shrine entrance gate in a nostalgic ode to the 1950s. The lower photo shows its reflection at night in an office mid-rise.
The Japan Times published an interesting story about the lack of benches on Tokyo’s streets. From the official government and planning perspective, streets are for moving traffic and pedestrians. The idea of city streets as a community space is not a factor.
I am always struck by how retrograde city planning is in Tokyo. As an architect professor friend told me, Tokyo’s many narrow, single-grade small streets-which are now considered the “new” thing in the US and Europe for promoting walking and biking-are undoubtedly considered shameful relics by the city’s traffic planners, whose mission is to move auto traffic as rapidly as possible.
The most innovative ideas for using streets as community life seem to come from residents (see my previous posts about residents supplying their own bus stop seating), and from real estate corporations that own enough Tokyo land to motivate them to create unique and livable streets. I thought of the latter last week seeing the many public benches in the Marunouchi district’s wide, tree-lined streets. The district is largely owned by Mitsubishi Real Estate.