American Planner in Japan

Shin Yokohama Pedestrian Overpass

2009-10-04T15:08:00.004+09:00

This weekend I took a trip to the Shin Yokohama Ramen Museum to enjoy some great noodles and a little bit of 1950s atmosphere. On our evening walk toward the JR Shin Yokohama station, we encountered this very large circular pedestrian overpass which appeared to be recently built. The overpass connects pedestrians from the nearby office towers, hotels and housing to the busy train station, which includes platforms for subway, regular trains, and the shinkansen (bullet trains). I've posted on the many small pedestrian overpasses in Yokosuka before - but this example is of a completely larger scale. It's design was modern and sleek with polished metal and frosted glass. The overpass was covered, but was open on the sides enabling views of the station area, and the busy intersection below. There were elevator towers located on all four sides, but the vast majority of users climbed the stairs.

Many urbanists (including myself) usually desire pedestrians on the sidewalks at street level, keeping the city lively and calming traffic. However, in this case I can see that safety and pedestrian travel flow (access speed to the station) dictated the size and scale of the overpass. The large number of pedestrians that approach the station from this busy neighborhood was evident, even at 7PM on a Saturday evening. I'll try to get back to take some more pictures during the day - but here's a little video and some still shots. Also check it out on Google Maps.

Living in Towers

2009-09-23T09:42:00.005+09:00

Although there is a strong market for detached single family houses (admittedly on extremely small lots), a lot of Japan's urban residential housing market is accommodated with multi-unit housing. In particular, large tower buildings greater than eight stories are a common site throughout Japan's cities.

Here's a few quick observations about these buildings, and a slideshow of (hopefully) a growing set of images.

Almost all of the towers have outdoor deck space available for each unit. These balconies can be small or large - but aside from providing a place to get fresh air and a view of the city - they are also used extensively to hang clothing to dry. (In Japan I'd guess that about 75% of household clothing is hung to dry instead of machine dried).

Most of the towers have external fire stairs winding down one or more sides of the exterior. I'm assuming this is the fire code here in Yokosuka, because nearly every tower has them - and they are exterior not interior stairs as is typical in the US.

Based on my interpretations of the graphics used in real estate ads, the amount of daylight, the depth of balcony, proximity to train stations, as well as the views provided from the unit are important considerations when buying or renting a unit.

Depending on the setting, some towers have commercial or retail uses in the lower floors.

New towers in Yokosuka appear to have more automobile parking than older towers. Often bicycle parking (on the ground floor, usually in a covered space) is more prevalent than auto parking.

My Favorite TOD in Yokosuka

2009-09-21T20:58:00.005+09:00

To westerners, Kurihama is probably best known as the site of Commodore Matthew C. Perry's 1853 landing, which forcibly "opened" Japan to trade with the west.

I like Kurihama for a completely different reason. The station area surrounding the Keikyu Kurihama train station is a lively urban setting with retail, restaurants, commercial and housing uses combined together in such a way that the sidewalks and alleyways spring to life with human activity. The station area is also a major transportation hub, where cars, buses, taxis, bicycles and pedestrians all jostle for space, yet somehow peacefully co-exist.

I certainly have a lot more local train stations area to check out - but so far this one wins hands down for proclaiming a real sense of place. Yes, the architecture is mostly aging 1960s era modern, and there are a lot of signs and billboards and other "clutter" that planners aren't supposed to like -but - there's a real vitality to the small shops that front along the sidewalks. Also - I really like the weather protection provided by the large overhanging canopy that lines the main shopping street. Check out the pictures in my slideshow - and let me know what you think. It may not be beautiful, but it's urban and very functional. In addition - there are a bunch of great locations within easy walking distance - a small beach (site of a park commemorating Perry), Kurihama Flower World, and even urban infill big box retail (another future post).

Hakone Free Pass: Making Transit Fun AND Convenient

2009-09-14T15:09:00.002+09:00

Here's a great concept: take an extremely popular tourist destination close to Tokyo - load it up with fantastic public transportation options, (despite the mountainous, low density setting), lump all the transit services together for a reasonable fee - and let people ride it as much as they want for a two-day or three-day pass. That's essentially what you get when you buy the "Hakone Free Pass" from the Odakyu Group Railway Line.

You get the following "seven types of transportation":

1) A historic mountain railway line (Hakone Tozan Line) that takes you to and between many small towns / villages in the Hakone Area.
2) An even more interesting narrow gauge mountain cable car (Hakone Tozan Cable Car) that takes you up the steep slope of the mountain in the town of Gora, and connects to the next system:
3) A mountain "ropeway" (Hakone Ropeway), or (aerial tramway/cablecar) - connecting the mountain's peak to the beautiful Lake Ashi.
4) A sightseeing cruise (Hakone Cruise) following a circular route between three different ports on Lake Ashi.
5-7) Three different levels of bus services to fill in the gaps among resorts and destinations. Most services are local, but others include a long-distance bus to get you back to Tokyo in a one-seat ride.

First, I need to clear up that despite the name, it's not "free". It actually costs about $39-$44 per adult for a two day or three day pass, if you don't need transportation to Odawara (sort of the gateway to this resort area). Children are less expensive ($10-$14). Still, for a family of four you've got much less than the cost of a one day car rental (in Japan, at least). There are also many different options that can be added to the basic "Free Pass". These options include a special "romance train" from Shinjuku in Tokyo (basically a reserved seat, express train), and various hotel accommodation packages.

It's pretty clear that all this infrastructure (especially the rail lines) existed long before the current coordinated system was grouped and sold as packaged tourist transportation by the private railway group (The Odakyu Group). It certainly evolved over the decades, and probably wasn't built to the present configuration from a master transportation plan. Although I don't know the implementation history, I can tell it's a popular way to get around. Whoever came up with the idea to link all these services together succeeded - it works! People have numerous choices for getting from one spot to the other in the area - and you can do it while enjoying the great mountain scenery. Switching from one mode to another is kind of like going on a series of rides at Disneyland - although you get the sense that here the system actually works to move "real people" around too - not just tourists.

In summary - Hakone is a very popular mountainous tourist area with twisting, winding two-lane roads. If everyone that came there arrived via private automobile, the place would be a mess of parking lots, retaining walls, over-built roadways, traffic jams, and angry tourists. Instead, although it is still plenty crowded - the tourists can enjoy the area without the need to bring a car, and somehow the place seems just a bit better because of it.

Here are some of my photos from the various transit modes in Hakone:

The (New) End of the Road

2009-04-20T16:59:00.079+09:00

If you want to ride on an expressway in Japan - you're going to get on a toll road - because ALL of the expressways carry tolls. The toll roads were privatized in 2005 under a government reorganization of the Japan Public Highway system. In my part of Japan, the East Nippon Expressway Company, or NEXCO East, administers the toll road system. Unfortunately, almost all the information I've seen about NEXCO East is written in Japanese only.

Recently, our "local" toll road was lengthened to a new terminus near my house in Mabori Kaigan. In English, the road I'm referring to is called the "Yokohama - Yokosuka Toll Road", known to the local Americans as the "Yoko-Yoko". The road connects the southern part of Yokohama to Yokosuka - a distance of approximately 14.5 kilometers (9 miles). This road segment ties directly into the Shuto Expressway system of Yokohama / Tokyo - leading directly to both major cities. The new extension of the roadway, continues like a "beltway" around the central part of Yokosuka - to the new terminus at Mabori Kaigan - my neighborhood - a distance of about 2 miles. In addition to the Yoko-Yoko's roll as a "connector" and beltway expressway, there is a short 2 mile spur from the Yokosuka Interchange, that leads directly to downtown Yokosuka.

The new section of roadway is mostly a two-lane road. It connects to the "Sahara" Interchange in Kinugasa - and includes three new exits along it's two miles of roadway: Kurihama, Uraga, and Mabori Kaigan. It includes a tunnel segment, a large portion in a boat section at the top of a mountain, and a very large portion on structure as it approaches the terminus. I have no idea how much this roadway cost - but it couldn't have been cheap!

Like all limited access roadways in Japan, the Yoko-Yoko is a toll road. The tolls in Japan are pretty steep -
they average about $1 per mile - depending on the exchange rate. It is less expensive if you have an Electronic Toll Collection reader in your car - but these are difficult for foreigners to acquire. My family of four has used the tollways to get to Tokyo for weekend getaways, and to travel to Tokyo Disney (actually located in Chiba prefecture) - but never for local travel within / or around Yokosuka / Yokohama.

To me it appears that the tolled expressway system of Japan is used primarily for trucking and long distance travel, but like my family's experience, not for many routine short trips. This is vastly different from how I used the interstate system when I lived in US cities as varied as San Diego, CA; Norfolk, VA; Orlando, FL; and Boston, MA.

A Train Rider's View of Yokohama Land Use

2009-02-28T21:38:00.007+09:00

Here's a video out the window from the Keikyu train line as we traveled south through Yokohama toward Yokosuka ("outbound" and away from Tokyo). If you check out the Keikyu English website you'll read that the train line is pretty extensive - with a mainline that connects the Miura Peninsula, Yokosuka, Yokohama and Tokyo, a distance of about 35 miles. According to Wikipedia, the main line has over 40 stations, with a operating speed of 120 kilometers/hour (over 75 mph). Additionally, there are small spur lines connecting to various local destinations. This is just one of the many various routes that operate through the Kanto plain area of Japan.

The video depicts the land uses adjacent to the rail line as the train nears the Kamiooka station. Most of this section of the line is elevated, so it provides a good view of the adjacent neighborhoods. This footage is typical of the density evident in Yokohama and Yokosuka near the Keikyu line. Take particular notice of the extremely small building setbacks, mixed land uses (stores, small offices and housing units), and lack of surface parking.

Residential Parking in Japan

2009-02-26T19:14:00.014+09:00

I'm a big fan of Donald Shoup's book, "The High Cost of Free Parking". If more planners and traffic engineers read his book, I think the world would be a better place! Don's book made me seriously think about parking in the US - but witnessing parking in a dense and crowded multimodal country like Japan sheds a whole new light on the issue, particularly residential parking.

One of the many steps required to register a vehicle in Japan is to prove that there is parking available for it off-street. I'm sure in some parts of the country it's OK to park a car on the street overnight - I just haven't yet seen it! To demonstrate the availability of parking, each residence has a certificate indicating the length, width, and height of the off-street parking spot. (I can't really call these "driveways" as we do in the US, because most of these spots are barely larger than the vehicle - and in fact, all Japanese cars' side-view mirrors either fold in automatically or manually to provide a few extra centimeters from an adjacent wall or column). The local police station verifies the parking spot dimensions, receives a small fee, and issues you a sticker to continue the registration process with the Japanese equivalent of the DMV. In my case, I didn't actually see a policeman come to my house and confirm the measurement - but I had to wait three days before I went back to pick up the sticker.

In spite of this rather bureaucratic process, car ownership is pretty high in Japan (In 2000 there were 651 cars per 1,000 persons in Japan; compared to 771 cars per 1,000 persons in the US, according to Don's book).

The slideshow below illustrates various off-street parking accommodations in my neighborhood in Yokosuka. I'll try to add more as I see them and photograph them. From the pictures, you can see that some people forego owning a car, while others do what is necessary to accommodate more than one car.

Shinkansen - first ride

2009-01-20T10:53:00.002+09:00

On January 17 I took my first trip on the Shinkansen (bullet train) from Shin Yokohama to Kyoto. If you're interested in specific details about the Shinkansen - I'd advise you to read up on the Japan Railways English websites - or visit Wikipedia. This post is just about my impressions of the service as a first-time rider.

There's currently a lot of talk about high speed rail in the US, and this trip showed me just how far the Japanese have come with their extensive HSR network since it debuted in 1964. I think what struck me most about the service was the number and frequency of trains. I've grown accustomed to seeing the sleek trains (on their separate tracks) as I've traveled between Yokosuka and Tokyo. When I bought our tickets at the Yokohama JR Station I was amused by the size of the timetable the ticket agent showed me (it was published in a book). However, standing on the Shinkansen platforms watching inter-city trains come and go with three minute headways made me realize just how many trains are running (at top speed) across Japan.

Since this was our first trip, we decided to try the fastest (limited stop) service, called Nozomi. The trip from Shin Yokohama to Kyoto is a little over 300 miles but took just about two hours using this service. We made only one very brief stop, in Nagoya, with a less than three minute layover. Overall I was extremely impressed - the train is smooth, quiet, and even relaxing. As in other high speed railcars (including Amtrak's Acela), the interior of the car seems like a wide body airplane, with bright lighting and individual seats. My only complaint was on the return trip - we chose seats on a non-smoking car that were near the back of the car, adjacent to a smoking car, and like other places in Japan, there was quite a bit of "bleed through" from the smoking sections into the non-smoking sections.

At the station platforms, clockwork efficiency was the name of the game. I noticed that passengers didn't appear to come to the platform until 5 or 10 minutes before their departure (we arrived much earlier, so I had time to watch). Information is clearly available to travelers in English and Japanese using LED signboards posted at each car's designated boarding location. Overall, the shinkansen train platforms are busy, but not crowded. The constant turnover of travelers provided a good opportunity for people watching.

The video below briefly summarizes the trip, including views from the window and of the platform activity.

Context Sensitive Design (CSD) Bridge at Kurihama Flower World

2008-10-11T19:10:00.004+09:00

Kurihama Flower World is a large nature park in Yokosuka that is filled with enormous beds of seasonal flowers. Perhaps to help emphasize the natural elements of the park, a large concrete bridge that is located near one entrance of the park has been designed to appear as if it is made of very large rough hewn timbers. Due to the size and shape of the bridge piers and beams it is readily apparent to even the most casual observer that the bridge is actually made of concrete. (although for a second I did briefly wonder if there were Giant Redwoods in Japan!). Yet I found the detailed application, and artistic treatment of the faux wood grain fascinating. Previously I had noticed small faux wood concrete fencing used in neighborhood parks throughout Yokosuka, yet this bridge at Kurihama Flower World was a completely different size and scale. All visitors using this entrance to the park walk (or ride the replica train tram) under the bridge, thus it serves as a very appropriate gateway to the nature park.

Japanese Big Box

2008-09-09T07:47:00.000+09:00

As in America, the big box stores I've seen so far in urban Japan provide ample free parking. However, due to small sites, these stores are not surrounded by a large surface parking lot in front and on the sides. Instead they have big garages, making the buildings generally taller and much more square (cube-like) than their suburban America counterparts. (I haven't yet seen a big box in a more suburban / rural setting in Japan - I'd assume the parking's up front like in the US).

Like big box stores probably everywhere, the aesthetics appear to be an after-thought (if considered at all). However, the more square urban form of the stores I've seen enables easier access by pedestrians and bicyclists. Because of the smaller building footprint, the building can have a "real front door" - which can be integrated into the surrounding neighborhood's sidewalk and street network. With just a few garage access points, the pedestrian/vehicle conflicts points are much more defined. There's no "parking lot street" immediately in front of the front door, as is the case in every suburban shopping center/ big box design.

Below are a few pictures from two stores in Yokosuka - I'll try to add more.

Japanese Roadway Widening

2008-08-03T21:39:00.009+09:00

On a recent early morning drive in an unfamiliar area near the Hemi train station, I was struck by a rapid change in urban form. Close to Route 16 and central Yokosuka, the 2-lane road was extremely narrow, with practically no building setback, and very little space for pedestrians to access businesses (top photo). Just a few hundred meters up the road, past the train line overpass, the buildings were of the same height and approximate density, yet the building setback increased substantially - creating a very wide area for pedestrians and bicyclists and a few street trees (bottom picture).

The infrastructure work was clearly more recent - and the buildings appeared significantly newer than in the narrow section down the road. Thus I believe that as this area was recently rebuilt - new setbacks increased the roadway right of way - but instead of more room for cars (additional travel lanes)- the result is more room for people. What a radical idea!

Yokosuka Kaigan Dori - seaside 4 lane arterial

2008-07-19T21:36:00.001+09:00

In my travels throughout Yokosuka - there are few if any "western" style roads. Here is a description of one - the Yokosukakaigan Dori - which I think means roughly - Yokosuka Seaside Boulevard.

This 4-lane arterial hugs the coastline immediately south of the US Navy Base - and extends for about four miles before it turns into a two lane road again. Along the way it has a modern cross section - very generous sidewalks along both sides - a small landscaped median, and even palm trees that line the verge. The photos posted below were taken from the vantage point of a pedestrian overpass as it spans the "fork" in the road between a coastal and more inland route. The land uses along this road are mostly medium density residential - but there are also commercial, and even some industrial land uses evident.

What I like about this road section:

1) for Japan it feels big, and fast - it's really not - the total ROW is probably less than 80 feet, and the speed limit is less than 35 mph.

2) the extra wide sidewalks easily accommodate walkers, joggers, and bicyclists at the same time

3) there aren't many access points (curb cuts/driveways), thus there are fewer vehicular conflicts. This makes it easier to ride a bicycle on the sidewalk here

4) the vegetation is nice - but it's only maintained about twice a year

5) Universal design elements are evident in the pavement markings

What I DON'T LIKE:

1) the cobra head street lamps

2) the overhead utility lines

3) the grass median - it's only cut about four times per year - so most of the time it looks overgrown and weedy - this is a lesson in inadequate maintenance funding if I ever saw one!

Here are my photos:

Pedal Power

2008-07-15T21:12:00.004+09:00

Bicycles are ubiquitous in Yokosuka, despite the hilly terrain, muggy temperatures, and periodic strong winds and rain. The bicycling experience here is fundamentally different than in the US. Here are my observations:

Bicycles here are practical and inexpensive - the vast majority of bikes have front and rear fenders, front baskets and rear racks, kickstands, reflectors, and index shifters. The frame geometry positions the seat low to the ground (like Electra bikes "flat footed technology"), and many bikes don't have top tubes (in the US one might call this a "woman's frame" - yet here there is no distinction). Simple bikes can be purchased new for approximately $100. My bike cost $145 and has an aluminum frame, front basket, six-speed grip-shift, bell, and a front headlight with wheel hub generator. Japanese bikes also have an integrated bicycle lock on the rear wheel (although some bicyclists here use additional locks since bicycle theft is more common than one might expect).

Bicycle parking is available - Most train stations have large designated areas for bikes, scooters and motorcycles to park. Apartment buildings are more likely to provide secure bicycle parking than vehicle parking. Stores and shopping centers (especially newer big-box stores) have large areas in front of the store for bike and scooter parking. Since almost every bike has a kickstand, even if no bike rack or designated area is provided, most bicyclists park in an out of the way location on the sidewalk. (Bikes are not typically locked to racks here - instead the rear wheel is secured with the factory lock, or both wheels are secured together with a loop lock. Presumably all bicycle thefts are "ride-offs" of unsecured bikes, not taken in a van or truck).

Shared sidewalks - many sidewalks are designated as shared use for bikes and pedestrians with a small round blue sign depicting both users. In Yokosuka, even the busier sidewalks immediately adjacent to the US Navy base are designated as shared use, however other sidewalks in the downtown area are not. Recently Japan passed a law permitting those over 60 and under 13 to ride on sidewalks regardless of whether or not the route is designated a "shared sidewalk".

Overpasses, bridges, and tunnels accommodate bikes - As I continue to explore Yokosuka and the surrounding cities, I'm surprised to see so many bridges, tunnels and overpasses where accommodating bicyclists was clearly part of the design requirements. In the US, these facilities tend to be barriers for bicyclists (as well as freeway interchanges and high speed multi-lane arterials).

Safety in numbers - there are so many bicyclists here, of all skill levels, that drivers are very accustomed to sharing roadway space, and yielding at crosswalks / bike crossings. Thus, even when riding in the street, riding a bike here just feels safer than in the US.

Safety at Slow Speeds: Roads in Japan are posted with speed limits that are noticeably slower than in the US. I live close to a "US style" four lane arterial. The roadway has lanes that are approximately 12 feet wide, there is a landscaped center median, and turn lanes are provided at each intersection. Palm trees line both sides of the street, and there is an 8-10 foot wide shared path on both sides of the street. Despite these dimensions, the posted speed limit is only 50 kph (31 mph). Given that there is no on-street parking, I'd estimate that in the US it would be signed for 45 mph. In the narrower roads of Yokosuka, posted speed limits are typically 40 kph (25 mph) or 30 kph (19 mph). What American bicyclists wouldn't wish the guy in the SUV was driving that slow?!

Where are the bike lanes? - Perhaps because of the two items above, I haven't yet seen bike lanes on Japanese roadways. However, a bicycle lane is marked at each crosswalk, adjacent to the zebra striping, always on the side of the crosswalk closest to the parallel street.

Courteous, Professional Drivers in Japan

2008-07-13T19:56:00.005+09:00

After living here about 6 months, I feel qualified to proclaim that Japanese drivers are far more professional and courteous than in the US. Here's a few observations:

At night drivers routinely turn off their headlights at a red light so that the beams are not shining toward oncoming traffic or the car in front.
VMT (vehicle miles traveled) is certainly much lower per capita here than in the US, yet it took until last week for me to see the "result" of a traffic accident - a minor sideswipe fender bender.
Pedestrians and bicyclists use crosswalks with confidence that turning traffic (with the green light) will yield. I see children as young as 5 years old safely riding bicycles through major traffic intersections.
Narrow roads are the rule, not the exception here - yet drivers somehow find a way to maintain speed, and safely navigate past one another.
I've heard a few honked horns - primarily short blasts to warn a car of another's presence. I've yet to see a rude exchange between drivers, or what we call in the states "aggressive driving".
Talking on a cell phone while driving is illegal in Japan. I simply don't see many people doing it.
Curiously - watching TV from the drivers seat is apparently NOT illegal in Japan, and in fact it appears to be quite commonly done from the same screen as the nearly ubiquitous on-board navigation unit. (Except at night, it's difficult to determine what is being watched on the screens). Oddly, when I'm observing cars at night, I only notice drivers watching their TVs at red lights.
Drivers with less than one year of experience hang a green and yellow triangle sign on the front and rear of their car to "proclaim" their lack of experience. I'm told it helps reduce liability in an accident - but it also serves an important purpose similar to the "Student Driver" signs we use in the US - it helps people keep a safe distance if necessary. Similarly, drivers over a certain age - I believe it is 60 years - hang an orange and brown teardrop sign on the front and rear of their cars. As both types of signs are common, I assume that no one is overly concerned about the social stigma of proclaiming either inexperience or advanced age.

So what does all this mean? I think it boils down to the fact that driving a car in Japan is much more a privilege more than a "right". I've learned that it can cost as much as $3,000 to attend a mandatory driver's education course in Japan. If you don't demonstrate proper skills, you fail. When you also consider the high costs of parking and registering your car, you realize that owning and operating a car in Japan is a responsibility that appears to be taken very seriously by the majority of drivers.

Complete Streets Bridge

2008-07-05T20:02:00.001+09:00

While riding on a an elevated train line in Yokohama, we crossed over this bridge along a river. Notice the allocation of space on the bridge - one lane for roadway travel per direction, one turn lane, and two very wide sidewalks / multi-use trails on either side, connecting to a continuous trail network.

I don't know how old it is, or what factors were involved in its design, but I had to ask - how many bridges in the US provide such generous accommodations for non-auto travelers?

Pedestrian Overpasses

2008-06-12T16:16:00.007+09:00

Here are some photos and the locations of some of the many pedestrian overpasses I've seen in Yokosuka. Common features include stairs, guard rail barriers (to prevent crossing street at grade), and bicycle ramps. The bicycle ramps are fascinating - they are usually located in the center of the stairs, and are used exclusively to help bicyclists walk their bikes over the ramp. Most are much too steep to ride a bicycle over, although one day I did see a person ride their bike down one of them. I have not seen any skateboarders or rollerbladers using these ramps for jumps or practice.

The older overpasses have steeper stairs and narrower walkways, and are usually painted green. I estimate that they were built in the 1950s and 1960s when Japan's postwar economy started booming and roadway traffic increased. The newer overpasses tend to be much larger and wider, increasing pedestrian capacity and accommodating the disabled with multiple elevators. The one near the Yokosuka Chuou train station (not pictured) even has sculptures and benches, literally transforming the area over a busy roadway intersection into a lively public space.

Small Off-Street Paid Parking Lots

2008-05-25T16:46:00.012+09:00

Paid parking in Yokosuka is very different from what I'm used to in the US. In general the streets are far too narrow to accommodate on-street parking, and in fact I have not yet seen a parking meter on a curb in Japan. Of course there are numerous large parking structures in Japan, but that's a topic for a future post.

Here's an example of a small, off-street parking lot in Yokosuka. This one accommodates four cars. There are several of these privately-owned lots located throughout the city, and most I have seen provide fewer than 10 spaces with hourly parking up to 24 hours. The lots are not monitored by staff, instead they operate on a "first come, first served" principle, and employ electronic meters and a barricade system to prevent the vehicle's exit until the proper fee is paid. Most lots use a single meter that monitors all spaces. A few minutes after entering a space, the barricade raises behind the tires, blocking exit. After the fee is paid, the barricade lowers and the driver must leave the space.

The lots appear to be managed by a handful of private operators (based on signs and logos). Many of the lots look to be relatively new, and are located near high parking demand locations (close to new or successful shops, offices and residences). The small (and often irregular size) of the lots makes me wonder if each lot is the site of a former obsolete building, torn down and awaiting redevelopment.

Should I Stay or Should I Go?

2008-05-20T16:12:00.003+09:00

This traffic signal phase, a common sight in Japan, strikes fear in the heart of many American drivers. I was one, before I got over it. (remember the classic song by The Clash - "Should I Stay or Should I Go"?).

So - what does the signal mean? It's actually quite simple - in this case the straight through and left turning traffic has the green light and may proceed. The right-turn traffic, however, must stop. To those of you reading from America - let me remind you that Japan is a "drive on the left" country, like England, Australia and a few other places - so the "unprotected turn" phase is the RIGHT turn - which in this signal has the red.

I think what makes the phase appear so confusing to most Americans, is that the red ball - which only applies to the right turn - appears more "bold" than the straight through green arrow. Given that the signal head is centered over both lanes doesn't help to clear the confusion.

Additionally, the signal is exactly "opposite" of what we remember seeing in the US. When we have a "protected left turn" phase in America, we typically see a green arrow pointing left. If it's combined with a green through - there's also a green ball. Regardless of the reason - it's still confusing to most American drivers in Japan - and given the large number of them here in Yokosuka - I'm extra thankful for the slow speed limits here!

Walking in the Neighborhood

2008-04-15T20:02:00.001+09:00

The longer I live in my neighborhood - the more I like to go for a walk - or what the Japanese call, "sanpo" (stroll). There are two really great places to walk where I live - one by the sea, and one through the heart of the housing. Both pathways are nicely separated from vehicular traffic - one is a beautiful landscaped "spine" through the center of the neighborhood - the other is major recreational facility. Both connect the neighborhood's east and west sides.

The Mabori Kaigan brick walkway, as I've started calling it, is about 0.8 miles long. It passes directly by two neighborhood parks, but is also very close to a third park, the neighborhood swimming pool, and the neighborhood commercial center. The pathway is signed just for bicycles and pedestrians - no vehicular traffic is permitted. Composed of brick pavers, the walkway is approximately 8 feet wide, although it is centered within an approximate 24 feet right of way. The right of way is lushly planted with flowering shrubs and trees, making it a delight to walk along during spring, summer and fall.

The seaside promenade is part of a larger linear park and trail system by the City of Yokosuka that follows the shoreline of Tokyo Bay. In Mabori Kaigan, the seawall serves a utilitarian purpose as well - it protects the neighborhood from flooding during storm surges. Approximately one mile long, the seawall has an upper and lower level along the bayfront, but also consists of two other sidewalks sections, and a palm tree planted verge along the coastal roadway (Yokosuka Kaigan Dori). The walkway attracts hundreds of area residents during nice weather.

View Walkways in Mabori Kaigan in a larger map

Tokyo Disney by Rail

2008-04-13T22:05:00.001+09:00

Like any father of two little girls - I've had my share of the Disney enterprise. Living in Japan has given our family a whole new twist on the Disney experience. I promise a few upcoming posts to describe the various transportation issues unique to Tokyo Disney.

First - let's talk about arriving by rail. Unlike the US Disney resort properties - the Tokyo Disney Resort (technically located in Chiba Prefecture - outside of Tokyo) is easily accessible from a rail transit system not owned or related to the Disney companies.

In Japan, the JR Maihama Station will drop you off immediately adjacent to the "Resort Gateway Station" - which Disney has turned into a welcome center, major regional shopping center, as well as the "start and end" of the Tokyo Disney monorail system.

I have no idea how many people arrive at Tokyo Disney via rail - but given the size of the platforms, station areas, pedestrian promenades, and supplementary transportation (bus and taxi) - I'd say that it's quite a lot.

We did our first trip from Yokosuka to Tokyo Disney via rail, and got there in about 90 minutes. The trip cost about $10 per adult, and was a distance of 43 miles (got this info from this great English language train station link). We had two transfers to make along the way - one in Shinagawa - the other in Tokyo.

Here are some pictures from the "rail only" side of the trip:

My Neighborhood by the Tokyo Bay

2008-04-04T12:00:00.001+09:00

I live in a predominantly single family TOD residential neighborhood called Mabori Kaigan. The seaside neighborhood is about 25 years old, and I think it was built on "new land" reclaimed from Tokyo Bay. From what I've seen in other parts of Yokosuka, my neighborhood is pretty homogenous - meaning it's mostly residential. However, there is a large commercial retail center at the train station which is a short walk from most homes.

For an urban Japanese neighborhood, the homes and the lots are large - however by American standards the homes are well below average size, and the lots are miniscule. The house we are renting is 1,300 square feet, and the lot is 1,900 square feet. There is a small side yard, but other than that, there is only about four feet surrounding the home on the back and sides.

One of the appealing things about my neighborhood is that it is laid out in a easy to learn grid pattern on east-west and north-south orientations. The streets are all two way, yet are only about 18-20 feet wide. There is no on-street parking permitted. Smaller interior streets connect to the slightly larger streets - there are no dead-ends or cul-de sacs. Most of the interior streets have no sidewalk, but all of the larger streets have sidewalks and street trees. The land is very flat, although there is a gradual slope as you walk inland (toward the train station). Due to the proximity to the sea, and the tendency for strong storms, the homes are constructed about five feet above street elevation. Short retaining walls line most of the streets - this restricts sight distances at intersections. Speed limits are posted for 30 or 40 km/hr (18-25 mph).

A Nice Streetscape

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Here's a picture of a street in Kurihama that I really like. Look at the ratio of vehicle way (road) to sidewalk! What a great example for small urban streets everywhere. The photo was taken near the center of Kurihama (in Yokosuka) from a pedestrian overpass.

I don't know how recently the street was reconstructed, but I'm pretty sure it was within the past ten years. Elements that I like include the sidewalk pavers, street trees, and street lamps.

It appears common in Yokosuka that many streets are flush (or nearly flush) with the sidewalks - meaning there is only a slight "curb". Bollards are used, particularly at intersections, to keep vehicles off of the sidewalks.

Landscape trees such as these street trees are mostly pruned by hand, with the focus on balance and aesthetic composition. I'm not an arborist, but the result of this Japanese style of pruning is a mature tree with a small, yet balanced crown. I think it's a great look for a street - but it obviously requires regular (and costly) maintenance.

There are lots of other streets that I've seen in Yokosuka that I like - I'll try to add more in upcoming posts.

About Yokosuka

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Yokosuka, Japan is located in the Kanto region of the island of Honshu, approximately 35 miles south of Tokyo. The city has an estimated population of 422,737 in a land area encompassing 38 square miles. Population density is 11,103 people per square mile, which is roughly comparable to Boston, Miami, and Philadelphia.

The city is connected to Tokyo and Yokohama, Japan's two most populous cities, directly via two rail lines and a limited access toll highway. Additionally, major surface streets, part of the "National Road" network in Japan, connect Yokosuka to the surrounding metropolitan region. Additional rail and highway connections further link the city with the rest of Honshu.

Yokosuka is also the homeport of US Navy's Fleet Activities Yokosuka, homeport to 11 forward deployed US Navy ships and associated support facilities.