The views expressed in this presentation are the views of the author and do not necessarily reflect the

views or policies of the Asian Development Bank Institute

(ADBI), the Asian Development Bank (ADB), its Board of Directors, or the governments they represent. ADBI does not guarantee the accuracy of the data
included in this paper and accepts no responsibility for any consequences of their use. Terminology used may not necessarily be consistent with ADB official
terms.

Enhancing Linkages in City Regions

A Literature review on Station Area Development
in cities served by High Speed Rail

Shreyas P. Bharule, Tetsuo Kidokoro
International Development and Regional Planning Unit
Department of Urban Engineering 
University of Tokyo
Structure
Introduction

2.Direct Effects

| Reduced Travel time | Integrated Transport | Station: A connector |

3.Indirect Effects

| Regional | Urban | Station |

4.Actors and Coordination

5.Potential Implications for India

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 2
1.Introduction
Global HSL Corridor Statistics as on 1st Feb 2018
2000

1800

1600

1400
Corridor Length in KM

1200

1000

800

600

400

200

0
1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 2060
Year of Commencement
AUSTRALIA AUSTRIA BAHRAIN and QATAR BELGIUM BRAZIL CANADA
CHINA CZECH REPUBLIC DENMARK EGYPT ESTONIA, LATVIA, LITHUANIA (Rail Baitica) FRANCE
GERMANY INDIA INDONESIA IRAN ITALY JAPAN
KAZAKHSTAN MALAYSIA and SINGAPORE MEXICO MOROCCO NORWAY POLAND
PORTUGAL RUSSIA SAUDI ARABIA SOUTH AFRICA SOUTH KOREA SPAIN
SWEDEN SWITZERLAND TAIWAN‐CHINA THAILAND THE NETHERLANDS TURKEY
UNITED KINGDOM USA VIETNAM (Data Source: UIC) 

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 3
1.Introduction
Operational Speed Vs Year of Commencement 
450

(Exclusive/Elevated/Dedicated 
400
type Corridors ) 

350
Operational Speed in KM/Hr

300

250

(Corridors that are Existing and 
200
Upgraded or Dedicated) 

150
(Mini‐Shinkansen Corridors) 
100

50 (Corridors in Urban Area) 

0
1960 1970 1980 1990 2000 2010 2020 2030 2040 2050 2060
Year of Commencement

AUSTRALIA AUSTRIA BAHRAIN and QATAR BELGIUM BRAZIL CANADA

CHINA CZECH REPUBLIC DENMARK EGYPT ESTONIA, LATVIA, LITHUANIA (Rail Baitica) FRANCE
GERMANY INDIA INDONESIA IRAN ITALY JAPAN
KAZAKHSTAN MALAYSIA and SINGAPORE MEXICO MOROCCO NORWAY POLAND
PORTUGAL RUSSIA SAUDI ARABIA SOUTH AFRICA SOUTH KOREA SPAIN
SWEDEN SWITZERLAND TAIWAN‐CHINA THAILAND THE NETHERLANDS TURKEY
UNITED KINGDOM USA VIETNAM (Data Source: UIC) 

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 4
1.Introduction
Chronology of HSL Corridors In Operation as on 1st Feb 2018
2000

1800

1600

1400
Corridor Length in KM

1200

1000

800

600

400

200

0
1960 1970 1980 1990 2000 2010 2020
Year of Commencement

AUSTRIA BELGIUM CHINA FRANCE GERMANY ITALY JAPAN POLAND SOUTH KOREA SPAIN SWITZERLAND TAIWAN‐CHINA THE NETHERLANDS TURKEY UNITED KINGDOM USA

(Data Source: UIC) 

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 5
2.Direct Effects : Reduced Travel time 
600
554
535
515 505
510 500
441.7
427 414.1
390 390 400
345
360

300 300
285
213 255
177 200
180
165
150 150 144 115
135
120 117
105 105 100
90
60 60 60

0 0
Paris‐Lyon

Seoul‐Busan

Mumbai‐Ahmedbad
Rome‐Naples

Madrid‐Seville

Stockholm‐Eskilstuna

Seoul‐Mokpo

Taipei‐Kaohsiung
Tokyo‐Shin‐Osaka

Shin‐Osaka‐Hakata

Frankfurt‐Cologne

Japan France Germany Italy Spain Sweden South Korea Taiwan India

Distance Time in Mins (Conventional Rail) Time in Minutes (High‐Speed Rail)

• Reduced travel time impacts on the modal share of railways in transport market
• Change of Mode Choice
(Data Source: Conventional rail time: Various, High‐speed Rail time: Author) 

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 6
2.Direct Effects : Integrated Transport

• It is important to remember that HSR is only an element of a total Transport system in an 
Urban Area
• Integrated Transport is not only beneficial to the cities but also the cities and towns in the 
surrounding region
• It is desirable that an urban region be linked to a network of HSR link, with regional 
services operating in harmony with HSR through:
• Seamless Connections : Reducing Transfer time : Better door‐door time
• Time‐Table matching : Increased Frequency : Higher efficiency of the complete system

• Types of Integrations:
• HSR‐Airport
• HSR‐Conventional Railways System & Express buses
• HSR‐Urban Transport Networks

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 7
2.Direct Effects : Station : A connector

• The railway station is a node which supports the transfer between modes.
• In a HSR station: The ideal state is for seamless transfer.
• The design of the Station should reduce “Transfer Resistance”; defined by all possible 
transfer routes (M. Yin (2015))
• To enable the transfer a railway station must provide:
• Secure Access
• Loading and standing bay for all modes of transports to stop or park
• Spatial orientation for passengers
• Waiting areas and Information support
• Ticketing, lost and found etc.

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 8
3.Indirect Effects : Development Effects at Regional level

• HSR changes the Absolute and Relative Accessibility of different cities
• HSR changes in relative accessibility of centers, HSR also influences the :
• Choice of location for individuals and for firms
• A greater development gap is observed between connected and the unconnected 
stations:
• Population
• Employment and labor force
• Economic activities:
• Tourism
• Business & Knowledge‐Intensive economy
• Wholesale and Retail 

• Redistribution and relocation along the HSR Corridor
• ‘Spillover’ Effect
• ‘Straw’ or ‘Backwash’ Effect

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 9
3.Indirect Effects : Development Effects at Regional level

• Reconstruction of Urban‐Regional system and dynamics
• Commuter HSR and new Metropolitan area
• New Metropolitan Process: Some metropolitan activities may relocate and take on a more sub‐urban role compared to 
traditional role, which is more polarized towards serving its surrounding region.

• Long distance HSR can link a Functional Region
• Economic integration along the corridor in the short, medium and long term:
• Short Term : Integration of regional Labor & Commercial Markets
• Medium Term: Relocation of Households and Firms along the Corridor
• Long Term: Could completely evolve in to a new travel pattern

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 10
 3.Indirect Effects : Development Effects at Urban level

Location of 
Station 
Type of Development  New/Existing/ New/Existing/ Existing/
New New New New
for Station Integrated Integrated Integrated
Car/ Suburban‐
Public/Car/Feeder Public/Commuter 
Accessibility Low Low Commuter Rail/Feeder  Car/Feeder Service Metro/LRT/Walkability
Service/Metro Rail/LRT
Service
New‐Township  High
High
Type of possible Land depending on the  New Town, Industrial,  High with tendency to  High with tendency to  Urban Renewal 
Urban Renewal  Low 
Development distance from closest Tourism location  form urban Sub‐Centre form urban Sub‐Centre /Redevelopment 
/Redevelopment projects
CBD projects
Activities associated to 
Tourism, Industrial, Commercial, New 
Types of Investments  the closest CBD  Knowledge‐Innovation   Localization of Firms, 
‐ Leisure & Tourism Commercial, New  residential 
it may attract (Maintaining Industrial  based activities New Research Facilities
residential townships townships, Leisure
Ecology)
Railway Operator/s +  Railway Operator/s + 
Railway Operator +  Railway Operator/s +  Railway Operator/s + 
Railway Operator +  Railway Operator +  Landowner + Investors +  Landowner + Investors + 
Stakeholders Landowner + Developer +  Landowner + Developer +  Investors + Local body + 
Landowner Landowner + Developer  Local body + Private  Local body + Private 
Local body Investors + Local body Private organizations
organizations organizations
Tokyo, Nagoya, Kyoto, 
Examples from JAPAN ‐ Gifu‐Hashima Shin‐Yokohama Shin‐Osaka, Sakudaira Shinagawa ‐
Sendai

Proposed Stations in  Thane, Surat, Bilimora,

Virar Vapi Nadiad, Anand, Bharuch Sabarmati Ahmedabad, Varodara Bandra BKC
INDIA Boisar

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 11
3.Indirect Effects : Station Area level
• How should we define a Station area?

Concept for KTX station Area Development
(Source: Schutz (1998), Later adapted by Pol, P. M. J. (2002). )  (Source: KOTI Report) 

Primary development zone Secondary development zone Tertiary development zone

Indirect <15 min, by complementary  Indirect >15 min, by complementary 

Accessibility to and from the HSR 
station
Location potential
Building density
Development dynamic
International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo
Direct 5–10 min on foot or by seamless transport transport modes (including travel and  transport modes (including travel and 
transfer time) transfer time)
Secondary location for high‐grade functions. 
Variety of functions depending on specific 
Location for high‐grade (inter)national functions Specialized functions related to specific 
location factors
location (cluster)
Very high High Depends on specific situation
Very high High Modest
(Source: Schutz (1998)) 
12
 3.Indirect Effects : Station level: Functions of a HSR Station
Location Source Definition
Defined station areas based on transport land use features
Station as NODE and PLACE
• NODE: a (potential) connection to several of the material and immaterial flows that create value in the current —
Bertolini (1996) informational (Castells,1989) mode of development.
• PLACE: an area of the city that is permanently and temporarily inhabited; a dense and diverse conglomeration of 
uses and forms accumulated through time that may or may not share in the life of the node.
The interactions between land use in station surroundings, use of station buildings, transport interconnection quality 
Wulfhorst (2003)
and rail transport demand.
Combination of four disciplinary approaches:
• Connector: a built environment connecting the various transportation modes.
• Transportation node: a node characterized by its hierarchical position within the transportation networks it is 
Peek and Louw (2008) 
linked to.
EUROPE • Meeting place: a modern marketplace where people are confronted with urban life in all its multiplicity.
• Urban centre: provides a scarce resource of land that accommodates dense and mixed‐use developments.
Defined station areas based on functions
Five functions of railway stations from a multi‐stakeholder perspective:
• Linking the station's catchment area with the transport network.
• Supporting transfers between modes of transport.
Zemp (2011)
• Facilitating commercial use of real estate.
• Providing public space.
• Contributing to the identity of the surrounding area.
Three functions from the perspective of the potential for urban development
• Primary function: interconnecting multiple transport modes.
Juchelka (2002)
• Secondary function: commercial, leisure and cultural areas for medium‐sized stations.
• Tertiary function: an important city centre or centre of commerce for large stations.

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 13
 3.Indirect Effects : Station level: Integrating Station‐City
Improved 
Railway  An Ample revenue source makes it possible to fund 
Railway 
Operations &  Infrastructure the basic urban infrastructure, industrial policy, social 
Service welfare policy, cultural policy, and all kinds of 
government services.

Rising and 
stable 
Revenue  Increasing 
(Fares) Urban 
Population

More 
Employment 
Opportunities 

Businesses 
concentrate in 
the city

Limited Urban 
Space

Vigorous 
Improved 
Rising real  economic, 
public 
Increasing Tax  estate values social, cultural 
services
Revenue activity

Tsutomu Doi, Ch.7. Railway station and City Development, Empirical research of Railways stations and Cities. Kansai Railway Association Urban Transportation 
Research Institute, Railway Stations and Cities Committee, 2008
International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 14
4. Actors and Co‐ordination

Source: HS & City, UIC (2010)
International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 15
4. Actors and Co‐ordination
Provision for Regional and Local Public & Private 
Transport 

Station Development 
High‐speed Travel 
Schemes and 
Choice based on 
Envisioning Future 
provision of content
Development

Envisioning the future 
requirements
Adapted from HS & City, UIC (2010)
International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 16
 5.Potential Implication for India 

Maharashtra Regional and Town Planning Act 1966 – Three tier  The Gujarat Town Planning & Urban Development Act, 1976 ‐

planning system approach was introduced‐ The urban planning in the State is a two level process. 
• Preparation of Regional Plan to control development in the areas outside the  • At macro level, the urban planning is conducted in the form of city 
jurisdiction of the planning authority development plan, or simply a development plan for the entire city area or 
• Preparation of Development Plans of the areas under the jurisdiction of  the development area. 
planning authority • The second level i.e. micro level urban planning is done, in the form of a 
• Preparation of Town Planning Schemes in the areas of development in the  Town Planning Scheme, which is prepared for smaller areas of the city, 
city  keeping in view the needs of such smaller area.
International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 17
5.Potential Implication for India 
Fragmentation of land‐use & Transport policy leaves each Authority to act in its own 
interest, perusing policies that will maximize local property value, attract Higher‐income 
residents and minimize the burden of demand for local public service.

Source: Stein.Naomi; Sussman. Joseph; Discontinuous Regions: High‐Speed Rail and the Limits of Traditional Governance; M.I.T

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 18
5.Potential Implication for India 
NHSRCL : National High Speed Rail Corporation Limited
Special Purpose Vehicle established for Implementation of High Speed Rail Project in India
• Challenges & Issues at Policy level:
• Political Will
AUDA
• Selection of Project Corridor GDoUD MoUD
• Economic & Financial Viability
• Land Acquisition
• Policy Framework SUDA
• Selection of Technology

• Challenges at Urban Planning level: VUDA
• Station locations
• In the city core
• Outside the city core
• Integration with other nodes MDoUD
• Implementation based on 
• Transit oriented development

At such Disaggregate level competition will dominate. Each local government

will do its best to attract residents and revenue generating businesses while
avoiding undesirable land uses and lower income population. There by adding to MMRDA
‘Regional Inequality’

International Development and Research Planning Unit | Department of Urban Engineering | The University of Tokyo 19
Ahmadabad, 1914
Ahmadabad, 2017

Thank you for 
your attention
20