{"id":16139,"date":"2018-02-12T00:00:00","date_gmt":"2018-02-12T05:00:00","guid":{"rendered":"https:\/\/live-pmp-vitrine-1.pantheonsite.io\/2024\/03\/13\/tokyo-est-il-l-avenir-des-transports-europeens-2\/"},"modified":"2024-04-10T16:03:36","modified_gmt":"2024-04-10T20:03:36","slug":"tokyo-est-il-l-avenir-des-transports-europeens-2","status":"publish","type":"post","link":"https:\/\/pmpstrategy.com\/en\/2018\/02\/12\/tokyo-est-il-l-avenir-des-transports-europeens-2\/","title":{"rendered":"Is Tokyo the future of European transport?"},"content":{"rendered":"

 <\/span><\/span><\/span><\/h1>\n
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Roland Barthes: ”  <\/span><\/span>The city I am talking about presents this precious paradox: it does have a center, but this center is empty” <\/span><\/span>[i]<\/span><\/span><\/a> . <\/span><\/span><\/em>The center of Tokyo is empty because Tokyo revolves around its stations <\/span><\/span>. <\/span><\/span><\/i><\/p>\n

Tokyo, the railway city <\/span><\/span><\/strong><\/p>\n

The megalopolis of Tokyo has more than 37.7 million inhabitants, making it one of the largest conurbations in the world. <\/span>Rail holds a predominant place there, with 57% of the region’s passenger traffic, passing through some 1,200 stations.<\/span><\/span><\/p>\n

If the modal share of iron is particularly high there, in particular compared to other metropolises in the world, this is not, however, thanks to a particularly effective public policy of supply or promotion.<\/span><\/span><\/p>\n

\"Shinjuku<\/a>
Shinjuku Station <\/span><\/span> [ii]<\/span><\/span><\/a> <\/em><\/figcaption><\/figure>\n

State protectionism to counter US auto imports has certainly played a role. This slowed down the development of the road network while the Japanese manufacturers strengthen their competitive advantage. As a result, iron has been able to develop in an environment relatively unconstrained by the private car and the road network today covers just under 8% of the territory in Tokyo, against around 20% in Paris and 16%. in London.<\/span><\/span><\/p>\n

But to this is added the fact that the Japanese public authorities have shown since the Meji era a certain lack of interest in land use planning issues. <\/span>Faced with this public deficiency, urban transport in Tokyo, as in other major Japanese metropolises, was implemented from the outset by private rail companies seeking profitability in a competitive market.<\/span><\/span><\/p>\n

Private railway operators called <\/span><\/span>\u00f4temintetsu<\/span><\/span><\/em> in Japanese  <\/span> have become major players in urban development, particularly in the suburbs.<\/span><\/span><\/p>\n

With the notable exception of the financing and management of the metro, even today, the public authorities are very liberal with regard to the management of mobility in Tokyo. <\/span>While the central administration draws up master plans, these are not binding. <\/span>They only give the authorities’ vision for the future of the urban rail network without constraining the private networks.<\/span><\/span><\/p>\n

The <\/span>\u00f4temintetsu<\/span><\/em> \u201cgeneralist private management\u201d  <\/span><\/span>model<\/span><\/span><\/em><\/strong><\/p>\n

The  <\/span><\/span>\u00f4temintetsu <\/span><\/span><\/em> have from the early 20 <\/span><\/span>th<\/span><\/span><\/sup>  century made of railway lines between Tokyo and its suburbs. <\/span>Its areas were growing at the time, but the  <\/span><\/span>\u00f4temintetsu<\/span><\/span><\/em>  did not only respond to the growing demand for transport, they fueled it.<\/span><\/span><\/p>\n

For this and in order to achieve economic profitability, the  <\/span><\/span>\u00f4temintetsu<\/span><\/span><\/em>  have gradually developed the concept of “generalist private management”, that is to say the combination of several activities:<\/span><\/span><\/p>\n