Tama Denen Toshi New Town (Tama Garden City), Japan and Tokyu Binh Duong Garden City

The growth spurred by the Denen Toshi line in Tokyo’s Tama area is the largest and widely viewed as the most successful land development ever undertaken by a private railway company in Japan. From 1960 to 1984, the Tokyu Corporation used a 22-kilometer rail line to transform a vast, hilly, and scarcely inhabited area into a planned community of 5,000 hectares and nearly half a million residents. Called Tama Denen Toshi (Tama Garden City), this amalgam of interconnected new towns stretches along a 15-to-35 kilometer band southwest of Tokyo that traverses four cities. Tama Denen Toshi proceeded from the initial master plan in 1956 to the commencement of land development in 1959, to the opening of the first rail segments in 1966, and to accelerated land and rail development in the 1970s and 1980s.

As with other new towns, land readjustment was used to assemble land and to finance infrastructure for Tama Denen Toshi. A total of fifty-three cooperatives were formed between 1953 and 1966 that allowed the consolidation of more than 4,900 hectares of land. Most original land-holders were farmers who placed trust in the Tokyu Corporation’s ability to create high-quality communities because of the company’s track record as a successful builder of garden cities (when known as the Garden City, or Denen Toshi, Corporation). Tokyu’s roots as a town planning company rather than a railway company gave an edge over its rivals in winning the support of landowners. The cooperatives relinquished development rights and full control over project planning to the Tokyu Corporation. Among Japanese city planners, this unprecedented approach to new town development became as the “Tokyu Method.”

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Tama Denen Toshi New Town (Tama Garden City)

The Transit Metropolis: A Global Inquiry, By Robert Cervero Cervero’s central thesis is that mass transit when harmonically integrated to the urban form is a sustainable solution for our car-dependent world. And to illustrate his thesis, he presents a dozen cases of islands of excellence located throughout the world, where the marriage between transport and land use has worked in the long term. The Second part presents these successful cases: Stockholm, Copenhagen, Singapore, Tokyo, Munich, Ottawa, Curitiba, Zürich, Melbourne, Karlsruhe, Adelaide, and Mexico City. These chapters illustrate practical solutions to the chicken-and-egg dilemma between transport and land use. I particularly found very instructive the remarkable cases of Stockholm, Curitiba (Brazil), and Singapore. A common element in all of them is political vision and will, and integrated transportation and land use planning for the long term. Because this is quite a voluminous book (460+ pages), I recommend you read Part One and they go hopping from case to case, beginning with the three cases above mentioned.

Tama Denen Toshi Metro Line, Tokyo, Japan

Over 1,000,000 riders/day in 2010. The name Denentoshi Line comes from the Tama Denentoshi (Garden City), which is a residential development built by Tokyu around British urban planner Ebenezer Howard’s Garden City idea.

Tokyu Binh Duong Garden City

Tokyu Binh Duong Garden City is located in Binh Duong New City covering more than 110 hectares, with over 7,500 apartments, commercial areas, services, and office spaces.

Tokyu Binh Duong Garden City is a Japanese-style urban based on the model of Tokyu Tama Den-en Toshi urban. Tokyu Tama Den-en Toshi has an area of 5,000 hectares, located in the suburb of Tokyo with Tokyu Corporation’s attendance as the employer. This project was launched in 1953. Over 60 years, Tokyu Tama Den-en Toshi has now become a modern urban area with 600,000 residents, and is one of the most favorite urban areas in Japan.