new large urban and regional railway stations reflecting new age

NEW LARGE URBAN AND REGIONAL
RAILWAY STATIONS REFLECTING NEW AGE
新しい時代を反映した
大都市と地方における新しい鉄道駅
木戸エバ
Ewa Maria KIDO
株式会社建設技術研究所 国土文化研究所
（〒103-8430 東京都中央区日本橋人形町2-15-1-6F）
E-mail: kido＠ctie.co.jp
Construction of Kyōto Station in 1997 was a turning point, since when railway stations in Japan have again gained
public attention and more efforts were put into their design. Along with “station renaissance”, railway companies
started to develop new attractive stations. These stations have been built or redeveloped in large cities and also in
the region. Some of them have been built on conventional lines, some on the new Shinkansen lines. Meaningfully
designed stations not only connect people with railways and promote travel by rail, but such stations also represent
cities and towns. In recent years there have been several outstanding station projects realized in Japan. The aim of
this work is to introduce these new stations, to categorize them, and to reflect the importance of aesthetic design of
stations. New approach to railway station design had also effect in providing safe and secure environment
associated with travel by rail. This research summery concentrates on the large urban, as well as regional stations
built after 2000, but it includes also earlier stations that have influenced overall station design in Japan.
Keywords: Railway station; station renaissance; station building; aesthetics; station-city, station-tower, station-gate.
1. Introduction - overview of recent trends in station design in Japan
1.1 Station development
Station building plays important part in the perception of a travel by rail by potential passengers.
Therefore railway and subway stations and various facilities connected to the stations need to be attractive
and appropriate for our new age. Railroads and stations are important lines and points in the urbanspace
and parts of urban development [1]. Recent trends, both in Europe and Japan, are characterized by more
original station design and departure from uniform and strict functional buildings towards splendid
modern stations [2]. Station being a border line between structural design and architecture, and containing
both, need to have good architectural form and modern structure. Cutting-edge structures often enable to
achieve striking forms. Nowadays, commercial facilities and office buildings are important part of station
buildings, particularly at larger stations. Therefore railway companies in Japan, both of ground lines and
subway, are competing to win passengers by developing attractive stations with commercial and service
facilities. Thanks to such efficient infrastructure and good services, it is not overstated to say, that
nowadays travel by railways in Japan is very comfortable, safe and visiting stations is enjoyable as well.
Railway companies in Japan are working not only towards extension or modernization of railway lines
but they also implement “station renaissance” programs focused on building better new stations, and
improving, extending and redeveloping existing ones. The focus on construction of new stations means
first of all the efforts to implement good architecture. The turning point for station design was
construction of Kyōto Station in 1997, designed by architect Hiroshi Hara, which not only generated
discussion about this particular project but also underlined the need for aesthetic station design. In recent
years many architects in Japan have participated in station design and produced beautiful stations.
Rail operators in Japan are working to develop better stations. For example, JR East with more than
127,000 million passenger kilometers of traffic volume (2013), has been continuing the “station
renaissance” program to maximize the appeal of railway stations, as the largest business resource at its
disposal. “New Frontier 21”, formulated in November 2000 as JR East Group’s medium-term
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management plan, defined “thorough customer orientation” as an important objective. Since then, one of
its strategies – “station renaissance” – has been a program which recognized the stations used by around
16 million customers per day as important management assets, and conducted zero-based reviews and
reallocation in a thoroughly customer-oriented manner. The plan was later revised in 2008, as “New
Frontier 2008” until current plan – “JR East 2020 Vision – idomu” , which is embracing new challenges,
such as technological innovation and globalization [3]. Key words of new policies include: “kiwameru”
(excel) – pursuing extreme safety levels (e.g. by installing automatic platform gates) “migaku” (improve)
– service quality reforms – enhancing rail transportation network, and “tomo ni ikiru” (together) –
strengthening collaboration with local communities, supporting earthquake recovery, stimulating tourism
and revitalizing communities [4].
The scope of “station renaissance” has included, according to “Cosmos Plan”, refurbishment of existing
major terminal stations with more than 200,000 p/d, such as: Ueno (2002), Tsudanuma (2002), Shinagawa
(2004 and 2005), Ōmiya (2005), Nishi-Funabashi (2005), Tachikawa (2007), Nippori (2009), and Tokyo
(2013). The refurbishment of Ueno Station in 2002 was the first project within “station renaissance”
program, and began with the improvement of the station’s exteriors and restrooms, followed by the
renovation of its grand concourse and commercial facilities at the “Atré Ueno”. This has completely
transformed the previously gloomy image of the station. “Renaissance program” has been continued
throughout the years. In 2013, JR East opened the “Marunouchizaka Area” as a new addition to
“GranSta” in Tokyo Station. Another zone named “Central Street”, in the central concourse on the ground
floor, was launched to coincide with the grand re-opening of historic Tokyo Station Marunouchi Building.
Meanwhile, the JR East also worked to strengthen the competitiveness of existing retail facilities. This
included major renewal of an entire zone in “Ecute Shinagawa”. Currently, major projects to be
completed at around 2016-2020 include redevelopment of Shinjuku Station and construction of “Shinjuku
New South Exit Building”, main building and facilities of Chiba Station, “Sendai Station East Exit
Development”, Shibuya Station development, and “Yokohama Station West Exit Building”. Renewal and
construction of 360 urban stations, serving more than 30,000 people/day, has been realized under the
“Sunflower Plan”. According to this plan, JR East carried out few hundred development projects, for
example in fiscal 2003, it undertook projects at 67 locations, including Mejiro, Ōsaki, Sakuragichō,
Hashimoto and Hachinohe stations. Currently new projects at such stations include development of
sophisticated commercial facilities.
In spite of transportation infrastructure, consisting of architecture and structure, station design has
included also various services. Basic services at JR East railway stations are provided at particular station
buildings, such as “Lumine” (e.g. Shinjuku, Yūrakuchō, Kawagoe), “Atré” (e.g. Ueno, Shinagawa,
Shin-Urayasu), and additionally at “Atré Vie” (e.g. Higashi-Nakano, Ōtsuka). These passenger facilities,
which are also addressed to local communities, revive not only stations but also have influence on the
development of areas adjacent to stations. JR East is developing new shopping facilities to keep pace with
challenging business environment and intensifying competition. The example of this policy is the “Chūō
Line Mall vision” – a development on the Chūō Line between Mitaka and Tachikawa stations. First
shopping facility under this vision, “Nonowa Nishi-Kokubunji”, was designed according to the concept of
a booming Western American town. Other projects included “Atré Vie Higashi-Nakano”, “CELEO
Hachiōji North Wing”, and “CIAL Tsurumi”.
As of March 31, 2014, JR East operated 152 shopping centers and 24 office buildings [5]. In 2014, JR
East opened shopping arcade “Perie Kaihin Makuhari” at the Kaihin-Makuhari Station and made use of
the structural remains of the defunct Manseibashi Station between Kanda and Ochanomizu stations to
open “mAAch ecute Kanda Manseibashi”. At the same time, in-station retail facilities such as “Ecute
Tokyo” and “Ecute Tachikawa” were renewed to enhance their competitiveness. The “Ecute” facilities
aim to provide services for people to enjoy the station. Such facilities, which provide highly attractive
products and services, have been developed inside Ōmiya in 2005, Shinagawa in 2005, Tachikawa in
2007 and 2008, Nippori in 2008 and 2009, Tokyo in 2010, Ueno in 2010 and 2011, Shinagawa South in
2010 and 2011, and Akabane station in 2011. Other new shopping centers include commercial facilities
built from the basement to third floor at the “GranRoof” (2013). The building is a covered walkway
above the Yaesu entrances to Tokyo Station, which connects two office towers “GranTokyo” to the north
and south of the station. Apart from that, the “Shopping Centers & Office Buildings” segment of JR
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opened “Atré Vie Ōtsuka” (2014) in addition to the opening of “Nonowa Musashi-Sakai” (2013) and
“Nonowa Higashi-Koganei” (2014), as part of the Group’s vision for property development on the Chūō
Line. At the Higashi-Koganei, “Nonowa” shopping complex, which includes a total of 20 shops and
restaurants, was designed to resemble a historical Paris street. Among the office buildings opened in 2014
was “JR Ōtsuka Minami-guchi Building”, which also contains shopping center, sport facilities and
parking.
1.2 New high-speed train stations
In spite of stations on existing lines, also new stations on new Shinkansen lines have been built. Some
stations have been designed by famous architects and are outstanding rail facilities, which have been well
connected with their surroundings (e.g. Shin Minamata; 2004). Earlier lines with meaningful stations
include those on Tōhoku Shinkansen (e.g. Hachinohe, 2002), Yamagata Shinkansen (e.g. Shinjō; 1999)
and Akita Shinkansen (e.g. Tawazako, 1997). The set of interesting stations has been completed on
Kyushu Shinkansen, which was opened in 2011. The examples of new stations to come, which are still
under construction, are the stations on the Hokuriku Shinkansen and Hokkaido Shinkansen. “Migaku”,
the goal of JR East, is in line with new operations of the Hokuriku Shinkansen to Kanazawa and the
Hokkaido Shinkansen to Shin-Hakodate-Hokuto.
According to JR East strategy for railway business, the Hokuriku Shinkansen is being built from Nagano,
through Jōetsu-Miyōkō and Toyama to Kanawaza, and is scheduled to open in 2015. Hokkaido
Shinkansen, which lies within the area of JR Hokkaido, is constructed from Shin-Aomori, through
Oku-Tsugaru-Imabetsu, Kikonai, Shin-Hakodate-Hokuto, Shin-Yakumo, Oshamambe, Kutchan,
Shin-Otaru to Sapporo. Opening of the first section of Hokkaido Shinkansen to Shin-Hakodate is
scheduled in 2016. It has to be seen whether the design of these new stations will be meaningful – not
only functional but also aesthetic, like it has been on the latest Shinkansen stations of the Kyushu
Shinkansen.
2. New large urban stations and their improvements
Three types of station building can be distinguished in recent station development in Japan: “station-city”,
“station-tower” and “station-gate”. The most popular for large stations are “station-cities” and
“station-towers” [6].
“Station-city” type has a large block-like multifunctional station building. It has many facilities – like a
city – above the ground and underground, and other urban functions accommodated in a large station
complex, with station squares on both sides. “Station-city” may also consist of high-rise buildings. An
excellent example of such type is “Ōsaka Station City” (2011).
“Station-tower” type is characterized by an exclusively high-rise station building. Even smaller stations,
for example Tokyo metropolitan stations, often have high-rise station buildings, which include station and
hotel, offices, and shops. Typical tower-type is Nagoya Station (1999). Station building here, with
distinguishing twin towers, became city’s modern landmark equivalent to historical Nagoya castle. One of
the newest high-rise station buildings is “Hikarie” (2012) at Shibuya Station. The station is under
redevelopment and several new high-rise buildings will be constructed soon. Both types can be new or
can include also renovated historical buildings – preserved or rebuilt due to considerations of their
structure and seismic standards.
There are also among recent developments interesting commuter stations, which may play role of a
“station-gate” or a “station-landmark” for the surrounding communities, e.g. Kaminoge Station in Tokyo
(2001). Sometimes old stations, or utilized railway infrastructure becomes a part of new developments,
which make the city more attractive. The example of such successful station space utilization’s is
Manseibashi (2013).
2.1 “Station-city”
First large station, which was designed in the manner of a huge station complex linked with urban
function, was Kyōto Station. Among “stations-cities” are many renovated or redeveloped Tokyo
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Metropolitan stations, such as Ueno (2002), Shinagawa (2004), Tachikawa (2007), and Tokyo (2013), as
well as other large stations in Japan, for example Ōmiya Station (2005), Hakata (2011) and Ōsaka (2011).
 Kyōto Station (1997)
Major station projects in 1990s included three large stations with shopping centers: JR West’s
replacement of Kyōto Station in Kyoto, JR Central’s supplemental project for Nagoya Station in Nagoya,
and JR Kyushu’s Kokura Station in Kitakyūshū. JR East’s project to replace Tokyo’s Ueno Station has not
been realized as planned; construction of a new 63-story high-rise building proposed by architect Arata
Isozaki has been abandoned and only an old station building has been renovated. In Kyoto the design of a
new station was restricted by several requirements and needed careful considerations to harmonize the
building with Kyoto’s urbanscape mainly consisting of three- to six-story buildings. The design required
also consideration of Kyoto’s ancient history and preserved historic temples and shrines, as well as
existence the remnants of it ancient street pattern. Relatively small site was available for station which
needed to be a large complex; also building’s height limit was 60 m. JR West’s goal was to ensure that
station building will have a strong railway station identity and its function will be evident. The concept
was to provide an impressive gateway, identifying Kyoto as a center of Japanese culture and a tourist
attraction.
Fig. 1 Kyōto Station (1987)
Fig.2 “Grand staircase” – a part of main concourse
Architect Hiroshi Hara, who won a competition, designed a 470-meters long rectangular building with
largest commercial development ever made in Kyoto. New building, which is second largest station
building (after Nagoya), was designed under the theme “the media of an energetic city of culture” and
was completed in 1997. Currently, the station serves about 230,000 passengers per day (boarding
passengers only; 2013) boarding conventional trains and Tōkaidō Shinkansen. It is operated by JR West,
JR Central, Kintetsu and Kyoto Minicipal Subway. The new complex built on 38,076 m2 lot includes
various facilities, occupying a total floor area of 237,700 m2 on 16 floors, such as 545-room “Hotel
Granvia Kyoto”, “Isetan Department Store”, underground shopping malls “the Cube” and “Porta” with
boutiques, cafes and restaurants, food court, and also cinemas, museum, theater, exhibition venues, local
government offices, tourist information center, and parking lots. In contrast to majority of large Japanese
stations at that time, which focused on joining station with department store, Kyōto Station has become a
more comprehensive combined facility that provided variety of venues for passengers and visitors.
Architectural concept for the building was expressed as “Kyoto is the gate to the history”. The
monumental building consists of various architectural and structural elements: grand staircase, promenade,
pedestrian decks and skyways, hall, atrium, gates, squares, and sky garden. Such vocabulary, which
comes from foreign tradition – the atrium from European and American shopping malls, the stairs and
square from European cities – has been combined with Japanese high technology and urban surrounding.
Futuristic design is very dynamic on the outside façade of the station, made of plate glass over a steel
frame (Fig. 1), and inside the concourse extended almost indefinitely through the “Grand Staircase” (Fig.
2). This unique approach makes the station a symbolic gateway to Kyoto and Japan. It is two-sided station
but north side it more prominent; both sides are connected by the passageways – jiyū tsūro. Kyōto Station
is a large multifunctional complex, therefore it can be considered as a “station-city” type but it is also a
gate to Kyoto city and its history, and since then it is a “station-gate” as well. The building of Kyoto
Station was awarded commendation for outstanding visual design under the “Brunel Awards” in 20011.
1
The Brunel Awards International Railway Competition was established in 1985 in the UK by the Watford Conference of European
Railway Architects and Designers to commemorate the 150th anniversary of the Great Western Railway (GWR) and has been held every
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 Ueno Station (2002)
Ueno was originally built in 1883. It is a main intercity terminal in Tokyo and one of the busiest stations
in Japan. The station is operated by JR East and Tokyo Metro. More than 393,000 commuters pass
through the station every day (boarding passengers only; 2013). Ueno Station serves five Shinkansen
lines – Tōhoku, Yamagata, Akita, Jōetsu and Nagano. A new line “Tokyo Ueno Line” is under
construction, it is scheduled to be completed in 2015. Ueno Station was subjected to a successful
refurbishment project under the JRE. The historical modernist building of 1932 was preserved (Fig. 3)
and the station hall was completely refurbished – glass roof was added and a hall was connected with new
concourses with food and retail (Fig. 4). Many new elements, for example the artworks emphasizing the
location and history, have been installed. At the gallery has been created space for concerts. The
accomplishment of refurbishment and adding of new aesthetic structures have both resulted in a bright
and more convenient station related to the local community and harmonized with surrounding area.
Station has many facilities, including shopping center “Atré Ueno” with total floor area of 6,000 m2.
According to the concept of “Atré” – it is an “entrance” to the town based in a “station”, which is also a
cornerstone of life, providing shopping center with culture related to rich lifestyle. New facilities at
another shopping center – “ecute” were opened in 2011.
Fig. 3 Ueno Station, Tokyo (2002) – renovated exterior
Fig. 4 Ueno Station – station hall
 Shinagawa Station (2004)
Shinagawa that serves approximately 622,000 passengers daily (2013) is operated by JR East, JR Central
and Keikyu. Reneval in 2004 consisted of the development and upgrading of station space, construction
of new platforms for Tōkaidō Shinkansen and an attractive commercial space – “Atré Shinagawa”. At
first, “Flora Shinagawa” – an 18-store shopping mall was opened in 1998, then in 1999 “Lumine the
Kitchen”. The new mall was an immediate success. In 2002 station space around main concourse has
been improved. Large jiyū tsūro corridor connected both sides of the station – Takanawa on the west and
Kōnan on the east (Fig. 5). The corridor passing through a large station hall has been aesthetically
designed. In 2003, the area’s transportation infrastructure has been dramatically improved with the
opening of a new Tōkaidō Shinkansen station operated by JR Central. In 2004, JR East opened the “JR
Shinagawa East Building” located at the east exit of Shinagawa Station. New multipurpose building
includes offices space and a shopping center. The 2nd through the 4th floor (each floors has 1,700 m2)
comprise of “Atré Shinagawa” shopping center with the restaurants, which has been designed in
sophisticated way inspired by the “New York style”. New building has been connected through the deck
with the new urban development – “Shinagawa Intercity” developed by JNRSC, which includes business,
hotels and housing. A new shopping centers – “Ecute Shinagawa” located at the Shinkansen concourse,
with 1,600 m2 of floor space, was opened in 2005, and – “Ecute Shinagawa South” in 2012. Shinagawa,
along with Ueno Station, have been very successful projects, creating aesthetic and functional spaces and
attracting not only commuters, but also visitors coming especially to the stations.
 Ōmiya Station (2005)
The station in Ōmiya-city operated by JR East serves more than 643,000 passengers daily (2013),
year or once in every two or three years; the venue rotates across the world. It honors the world-famous British engineer Isambard Kingdom
Brunel (1806–1859) who among other works built the GWR from London to Bristol and designed the Paddington Station in London. The
aim is to promote aesthetic quality of railway architecture, rolling stock, graphic art and corporate design. In 2014, five Japanese stations
received this award: Tokyo Station-City (2012), Hitachi (2011), Jōshū Tomioka (2014), remodeled Nakamura (2010) and revitalized viaduct
at Tokyo Manseibashi Station (2013).
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including those of five Shinkansen lines – Tōhoku, Yamagata, Akita, Jōetsu and Nagano, as well as Tōbu
and new shuttle line. Since 1967, shopping facilities here were concentrated at the “Lumine 1” and then,
since 1982 – also at the “Lumine 2”. Ōmiya Station was modernized and renovated in 2005, along with
Tachikawa Station, under the “Cosmos Plan” focusing on larger stations over 200,000 passengers per day.
The aim was to enhance the attractiveness of stations, including provision of barrier-free access and
minimizing the congestions. Station layout was changed through the construction of a new deck and a
shopping center. The first “Ecute” was opened in Omiya in 2005. It is a food service and a high-end retail
facility, which has been later developed at other large stations. Creation of this amenity space involved
construction of a raised floor above station platforms and new escalators and elevators. Currently, this
large “station-city” performs many transportation and urban functions.
Fig. 5 Shinagawa Station, Tokyo (2004)
Fig. 6 Tachikawa Station, Tokyo (2007)
 Tachikawa Station (2007)
This station in Tokyo operated by JR East serves more than 164,000 passengers per day (2013). Shopping
facilities include “Lumine Department Store” operating on the north side since 1982, and the “Granduo
Tachikawa” on the south opened in 1999. Redevelopment of Tachikawa was parallel to that at Ōmiya
Station. Tachikawa Station has undergone renewal as part of the JR East "Station Renaissance" plan for
new station buildings in the 21st century. The first phase was completed in 2007. Currently, the station
with a big-volume station building, which is accessible also on pedestrian decks level, is a well-visible
landmark for the city center (Fig. 6). Facility improvements were carried out with the aim of making the
station “easy to figure out and easy to use”, as well as to create a station space where “the people of the
community will feel at home” [7]. The goal was to alleviate congestion on the existing concourse and
platforms. A new concourse has been added on the west side, as well as new escalators and stairs. Along
with the renovation, also improved was elevation of the station building and the restrooms. Third in a
series, following “Ecute Omiya” and “Ecute Shinagawa”, “Ecute” has been constructed also at Tachikawa
Station. The station, as a “station-city” is a huge transportation and commercial complex.
 Hakata Station – “JR Hakata City” (2011)
Hakata Station in Fukuoka-city, which serves more than 190,000 passengers per day (2012), is operated
by JR West, JR Kyushu and Fukuoka Subway. It was completely rebuilt in 2011, when a new station
building – “JR Hakata City” was constructed. The station is a large urban transportation and commercial
complex. The new construction was a preparation for the opening of Kyūshū Shinkansen (2011), which is
served at the station. New complex designed by JR Kyushu is an 11-story building, which was planned
bigger than before, to create a multifunctional station that can revive the city. The concept of a new
station was „a gate” and „a new energetic urban space”. Except of transportation function, it has also
commercial function at shops and department store “Hakata Hankyū”, cultural function (cinemas), and a
hotel function. Various functions at the station and a presence of large multifunctional building qualify it
to a “station-city” type.
The station has also been conceived to become an urban landmark. Two sides of the railway are
connected by a corridor (jiyu tsuro). The building has a large canopy with glass cladding that symbolizes
the entrance to the station (Fig. 7). There are also locally produced tiles „Arita” used for a composition
made of drawings by various authors and applied for the walls and columns in the central concourse (Fig.
8). It is so called „urban forest”. Local motifs make the station more familiar for local residents. There is
an observation deck with a garden on the roof, where also local motifs have been adopted. A great clock
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of about six meters in diameter, which is installed on the fifth floor of the elevation and lit with LED
lighting, has become a symbol of the station. It can be seen from the station plaza, which is spacious and
comfortable. The station building project was awarded in 2011 with the “Grand Prix” of the Association
of Railway Architects2 (ARA; Tetsudō Kenchiku Kyōkai).
Fig. 7 Hakata Station, Fukuoka (2011)
Fig. 8 Hakata Station – central concourse
 Ōsaka Station – “Ōsaka Station City” (2011)
Ōsaka Station, one of the busiest stations in Japan (about 430,000 people per day; 2013), operated by JR
West, has been rebuilt in 2011. New station building was designed by JR West, JR West Japan
Consultants Company, Nikken Sekkei and Yasui Architects & Engineers. The concept was to design
building that will unify its north and south side. On the northern side was constructed a high-rise, 28-story
„North Gate Building”, and on the southern side existing building was developed as a 16-story tower. The
buildings are connected through a large roof with dimensions of 180 m and 100 m (Fig. 9). The structure
is made of steel frame, RC and filled with glass. The total floor space of the new station (without towers)
is 42,300 m2. New 5-story station building contains station functions and commercial facilities. North
tower has shops, cinemas, sport facilities, station facilities and offices. South tower contains shops, hotel
and parking. There are four concourses leading to four ticket gates: the central exit with the access to
“Daimaru Umeda” and “Osaka Mitsukoshi-Isetan”, as well as to “Yodobashi Camera” and transfers to
Hanshin Umeda and JR Kitashinchi Station; the Sakurabashi exit gates with access to “Herbis Osaka” and
“Umeda Sky Building” and transfers to subway and access to Nishi Umeda Station, and the Bridge exit
gates, with direct access into “Daimaru” and “Osaka Mitsukoshi-Isetan”, as well as a bridge passage to
“Hankyu Umeda”. The station with various department stores and other facilities, designed as a
“station-city”, has like a city also eight plazas. One of the plaza, located centrally in the building, is the
„Clock Square” (Toki no hiroba) (Fig. 10). Ōsaka Station is directly connected to another busy station –
Umeda Station and they form the fourth busiest station in the world, serving approximately 820,000
passengers per day. The station project was awarded in 2012 with the “Grand Prix” of the Association of
Railway Architects (ARA).
Fig. 9 “Osaka Station City”, Osaka (2011)
Fig. 10 “Osaka Station City” – “Clock Square”
 Tokyo Station – “Tokyo Station City” (2013)
Tokyo Station is a historical main terminal in Tokyo and the eighth busiest stations in Japan and in the
world, serving 690,000 passengers per day (2013). It is operated by JR West, JR Central and Tokyo Metro.
2
Association of Railway Architects (ARA; Tetsudō Kenchiku Kyōkai 鉄道建築協会) is annually giving awards to recognize special
achievements in the following areas: “Architectural Work” (railway stations) and “Monograph and Achievement”.
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It has two different sides: Marunouchi – with neo-renaissance “Marunouchi Building” (1914), designed
by the architect Kingo Tatsuno; and Yaesu – with new office towers and new entrance portion with a roof.
JR East, along with four other companies including Mitsui Fudosan, has been redeveloping Tokyo Station
since the 2004, as a part of efforts to revitalize the heart of the capital.
The renovated and developed Tokyo Station also realizes a new concept of a conglomerate “station city”.
On the Marunouchi side, a red brick “Marunouchi Building” has been demolished and restored again to
its original shape from before wartime damage and in consideration of seismic standards – and it
symbolizes past (2012; Fig. 11). Original bricks and stones have been re-used. Third story was added and
octagonal domes have been rebuilt into original form. In the interiors, relief decoration was restored and
existing structure was utilized (Fig. 12). Huge glass canopy was built to mark entrances. The surrounding
area is being converted into a station square giving more space for pedestrians and extending towards
wide walkway to the Imperial Palace. On the Yaesu side, the “Sapia Tower” with offices, Hotel
Metropolitan Marunouchi and conference facilities, and the “GranTokyo” twin south and north
200-meters high-rise towers designed by Helmuth Jahn, housing “Daimaru department store”, were
completed in 2007 – and they symbolize future. Central part on Yaesu side have been replaced by a lower
than before structure, with a 240-meter-long pedestrian deck under large dynamic and airy canopy
covering outdoor and loading areas and of 10,700 m2 plaza (2013). The deck designed by Helmuth Jahn is
covered by a huge white roof – “GranRoof” – that resembles a sail (Fig. 13). Shops have been positioned
along the deck overlooking a spacious plaza.
Fig. 11 “Tokyo Station City”– Marunouchi side (2012)
Fig. 12 Tokyo Station – octagonal dome (2012)
Fig. 13 “Tokyo Station City” – Yaesu side (2013)
Fig. 14 Tokyo Station – “GranSta” (2009)
Aside from the modernization of historical building and construction of new buildings, there are also
newly developed underground interiors – “Tokyo Station Media Court” (2000), “Silver Bell” (2002) – a
recreation space designed by architect Edward Suzuki, “Kitchen Street” (2004) – a mall with restaurants,
and a “GranSta” (2009; Fig. 14) – “a city” created for people to rest and enjoy various facilities that has
been opened on the B1. Aesthetics of Tokyo Station has been expressed through the combination of old
and new – reconstructed historical building on the Marunouchi side, and new part with expressive
structures on the Yaesu side. Tokyo station with its prominent location, large volume, dynamic forms and
high-tech structures has the aesthetic qualities of a landmark station. This truly remarkable achievement
of JR East has not gone unnoticed. Tokyo Station was awarded in 2014 with the “Brunel Award”. The
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“GranRoof” project was awarded in 2014 with the “Grand Prix” of Association of Railway Architects
(ARA). Currently, one hundred-years old Tokyo Station is not just a station – it is a symbol of Japan.
2.2 “Station-tower”
Large group of railway stations in Japan with high-rise station buildings – “eki biru” – can be identified
as a “station-tower”. This kind of stations has developed since the privatization of JNR and their
development was stimulated by the impact of bubble economy. Important factor was the trend to
maximize the use of land, which could be achieved by utilizing space over the tracks or the use of
underground. Such hybrid stations have basic three components: tower (office building; hotel), block
(shopping mall), and platform (transportation node). Among the “stations-towers” are: the distinguished
Nagoya Station (2000), Meguro Station (2002), Akihabara Station (2006, 2011), and being under
redevelopment Shibuya and Shinjuku stations. Discussed already “station-cities” have often high-rise
buildings as well, but their dominating feature is the large size of their “block” elements.
 Nagoya Station (2000)
Nagoya Station in Nagoya-city, operated by the JR Central and Nagoya Municipal Subway, is one the
world's largest train stations by floor area (410,000 m2), with more than 386,000 passengers per day
(2012). It is a multimodal transit hub that contains railways, high-speed trains (Tōkaidō Shinkansen),
subways, including a direct link to a new “Chubu Centrair International Airport” (2005). The station has a
large central concourse (jiyu tsuro) linking both sides of the railroad (Fig. 15). Much of the space is in
twin high-rise towers – “JR Central Towers” (architect Kohn Pedersen Fox Assoc./KPF), and in
underground concourses. The towers, each over 50 stories high, are housing also “Marriot Associa Hotel”,
offices, commercial facilities and department stores (Fig. 16). Large department stores and shops include
“JR Nagoya Station Takashimaya”, “Meitetsu Department Store”, “K’ntetsu Pass’e”, “Yamada Denki
Labi”, and “Midland Square”. Another, third tower for additional hotel and offices, designed by KPF, will
be completed in 2016. The “Nagoya Station North Tower” is a continuation of the vertical mixed-use
program of the existing towers. The new project extends the 15th floor sky street and enhances the
landmark status of station towers by maintaining the prominence of the gateway between existing towers.
This “station-tower”, adjacent to other stations – Meitetsu Nagoya and Kintetsu Nagoya, forms a large
transportation and urban center hub, which is a gateway to the city and its surroundings.
Fig. 15 Nagoya Station (1999) – central concourse
Fig. 16 Nagoya Station – high-rise towers
Fig. 17 Meguro Station, Tokyo – “JR Tokyu Meguro
Building” (2002)
Fig. 18 Akihabara Station, Tokyo – “Akihabara
Crossfield” (2006)
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 Meguro Station – “JR Tokyu Meguro Building” (2002)
The “tower” – “JR Tokyu Meguro Building” (Fig. 17) – is a common location in Meguro-ku, Tokyo – for
JR East and Tokyu Corporation. Besides the ordinary railway, there converge also subway lines. The
daily number of boarding passengers at JRE, Tokyu and Tokyo Metro exceeds 538,000. The façade of the
higher part contains mainly semitransparent steel-framed glass, and that of the lower one – performing the
genuine and the commercial functions of the station – is covered by fully translucent glass. Use of glass
creates an elegant and harmonious whole of the new building and the glazy neighboring one. This is a
good example of collaborations of rail companies on the design of station building.
 Akihabara Station – „Akihabara Crossfield” (2006) and „Atré Akihabara” (2011)
Akihabara Station in Tokyo is ninth metropolitan station serving more than 425,000 people per day
(2013). It is operated by JR East, Tokyo Metro and Metropolitan Intercity Railway Company. In recent
years Akihabara Station has expanded and undergone renovations. It consists of high-rise buildings and
can be an example of the “station-tower”. The underground terminal for Tsukuba Express Line was
opened in 2005. The station is located at the intersection of railway lines, therefore its layout has been
built on various levels and it is complicated. First commercial complex – „Akihabara Crossfield” (Fig.
18), designed by Kajima Corporation, consists of two buildings – 31-story „Akihabara Daibiru” (2005),
where the research center is located and – 22-story „Akihabara UDX” (2006), which contains shops,
restaurants, multifunctional rooms, multileveled parking, etc. On the other side of the railway line is
located a new station building „Atré Akihabara” (2011; Fig. 19). Like usually, this type of “station-tower”
contains in lower part station facilities and commercial functions, in the upper offices. Such station, with
all facilities easily accessible, is very convenient. Additionally, these new buildings are modern, nice and
friendly for people. The “Atré Akihabara” and the station improvement project were awarded in 2011
with the “Grand Prix” of the Association of Railway Architects (ARA).
Fig. 19 Akihabara Station – „Atré Akihabara” (2011)
Fig. 21 Shibuya Station, Tokyo – “Hikarie” (2012)
Fig. 20 Shibuya Station Development Project
(adapted from JRE)
Fig. 22 Shibuya Station – “Pedestrian Deck of the East Gate (2012)
 Shibuya Station – “Shibuya Station Redevelopment Plan” and “Hikarie” (2012)
Shibuya Station in Tokyo, serving more than 2,553,000 passengers per day (2013), is the third busy
station in Japan and in the world. It has been under the development according to “Cosmos Plan” by JR
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East, together with Tokyu Corporation, Keio Corporation and Tokyo Metro. “Shibuya Station
Redevelopment Plan” consists actually of three projects: (1) “Shibuya Station Area Development Plan”,
(2) “Dogenzaka Area Redevelopment Plan”, and (3) “Shibuya Station South Area Development Project”
(Fig. 20) [8]. “Shibuya Station Plan” that includes construction of 46-stories above ground and
approximately 230-meters-high station building is a large-scale development and will serve as a symbol
for the area – containing commercial facilities, fashion, tourism, and station facilities. “Dogenzaka” is a
development of “Tokyu Plaza Shibuya” and the adjacent areas. “Shibuya Station South”, which will
utilize Tōkyū Tōyoko Line platform and railway tracks that have moved underground, includes a
multi-purpose high-rise building of 33-floors above ground and 180-meters-high. The “East Tower” is
scheduled to open in 2020, while the “West” and “Central Tower” are scheduled to open in 2027.
The planned buildings include both – the largest office building and the commercial facility complex in
the vicinity of Shibuya Station. One of the buildings already completed within the “Shibuya Station Area”
is “Hikarie”, designed by Nikken Sekkei and Consulting Office of Tokyu Corporation (Fig. 21). The
construction was associated with the commencement of the Fukutoshin Line and the move of Tōkyū
Station underground in 2013, to connect with subway. Currently, the „Hikarie” contains the entrance to
Fukutoshin Line. The building is connected with existing station by a new structure – “Pedestrian Deck of
the East Gate in Shibuya Station” designed by architect Hiroshi Naito (2012; Fig. 22).
“Hikarie”, which is a 182.5 m-high steel and glass “tower”, was designed by Nikken Sekkei and the
consulting office of Tokyu Corporation. It became a significant multifunctional station building of a new
generation – joining in a modern way, on the area of 144,000 m², various services of a railway station
with other enterprises. Station function, shopping center, theatre, art gallery, multifunction rooms and
offices are located on 34 floors above ground and 4 underground. Above parking, on lower floors (B3-5F)
Shopping center „ShinQs” is located on the lower floors (B3-5F), shops and restaurants are above (6F-7F).
There are around 200 stores and 26 restaurants. At 8th floor (8F) called „8/” (hachi), there are art galleries
and creative studios „Hachi”. They are designed for workshops, exhibitions, short movie presentations to
serve people to communicate and to initiate a dialog between creators and public. „Hikarie Hall” is
located on the next floor (9F), while a musical theatre with 2000 seats – „Tokyu Theatre Orb” occupies
11F-16F. The top of the building contains offices (17F-34F). An observation deck – „Sky Lobby” is
located on the 11th-floor. “Hikarie” was designed according the concept of multifunctional center
reflecting our age of information technology and it has become a landmark in Shibuya. The project was
awarded in 2012 with the “Grand Prix” of the Association of Railway Architects (ARA).
 Shinjuku Station – Shinjuku Station redevelopment and “Shinjuku New South Exit Building”
Shinjuku is the busiest station not only in Japan, but also in the world. It is operated by JR East and
private companies: Keio Corporation, Odakyu Electric Railway, Tokyo Metro and Tokyo Metropolitan
Bureau of Transportation. This large complex serves more than 2,600,000 per day (2013). JR East has
been redeveloping Shinjuku Station for the past several years, to enhance its accessibility and to help to
increase the vitality of Shinjuku Station, as a major terminal. The plan includes development of the
“East-West Public Access Passage”, as well as construction of the “Shinjuku New South Exit Building”.
In response to traffic congestion, currently the area of the “South Exit” is under remodeling. Artificial
deck, approximately 1.47 hectares in size, which is under construction above the tracks, will be a ground
on which will be completed a multileveled urban infrastructure facility that will enable passengers to
transfer more smoothly between trains, highway buses, taxis, and private vehicles. A wide variety of
buildings and facilities, as well as pedestrian squares, taxi stands, and long-distance bus stops will be built
on the ground. In addition, “Shinjuku New South Exit Building”, a new landmark in Tokyo is being
erected on the south side of the Shinjuku Station. A small part of the building was opened in 2013; the rest
is scheduled for completion in 2016. This new 33-floor “tower”, with total space of 110,000 m2, will
accommodate office, commercial, and cultural facilities.
2.3 Commuter stations – focal points for communities
There are quite many interesting commuter stations in Japan, which have been designed to provide
comfortable access to train along with aesthetic environment. Such stations are also the doors to the local
communities living along the railway lines. Among such stations are: Hachiōji-Minamino (1997),
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Musashi-Kosugi (2000), Kaminoge (2002), Naniwabashi (2008), and Tama Plaza (2009).
 Kaminoge Station (2001)
The station operated by Tokyu Corporation is located on the Tōkyū Oimachi Line in Tokyo. It is used by
22,000 people per day (2013). It was designed by architect Tadao Ando. The idea was to cover various
station facilities and bus stops located on both sides of the road with a single large roof. The objective was
a rational consolidation of urban infrastructure through the integration of diverse transportation networks
and a creation of a townscape around the station that will be the “face” presented to the visitors by the
district. A large roof is well visible from the distance therefore the station is easy recognizable (Fig. 23).
Being elegant, although simple, it became a “station-landmark”. The design of station entrance, which is
aesthetic and functional, extends also towards the platform. The station project was awarded in 2012 with
the” Grand Prix” of the Association of Railway Architects (ARA).
 Naniwabashi Station (2008)
This is the station of the Keihan Railway, serving the Keihan Nakanoshima Line in Osaka. More than
3,000 people use this station everyday (2011). It is located underground and has distinctive design – both
the entrance and the underground space. It was designed by architect Tadao Ando. The entrance building
is elegant, with elevation made of glass blocks (Fig. 24). At night it is well-visible because of colored
illumination lights. The station has also large interiors finished with glass and wood. The entrance is clear
and harmonized with surrounding. It can be perceived as a “station-gate” and a “station-landmark”.
Fig. 23 Kaminoge Station, Tokyo (2001)
Fig. 24 Naniwabashi Station, Osaka (2008)
Fig. 25 Tama Plaza Station, Yokohama (2009)
Fig. 26 Manseibashi, Tokyo (2013)
 Tama Plaza Station (2009)
This station on the Tōkyū Den-en-Toshi Line in Yokohama is serving more than 78,000 passengers per
day (2013). The redevelopment works by Tokyu Corporation progressed since 2006 and were completed
in 2009. New station, with floor area of 40,000 m2, was designed by architects from the Laguarda Low
Architects (LLA). Transportation complex with commercial facilities has been built on the artificial
ground. The station has a large 3-stories-high hall with a large roof of the open-air structure (Fig. 25).
Circular opening is in the middle of the hall. The station design is unique not only for its open plan and
marketplace character, but also for its span of several city blocks under singular land ownership, a rare
opportunity to create a comprehensive commercial development within Japan’s land patterns. The station,
which became a center of a new town, is organized in a series of plazas, open air and enclosed,
connecting people and places. The architecture defining open spaces and facades employs traditional
Japanese aesthetics of “wabi sabi”, which is characterized by asymmetry, transparency, and permeability.
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Tama Plaza Station is an impressive “gate” to the community and important “landmark” for a new town.
The station was awarded in 2010 with the “Grand Prix” of the Association of Railway Architects (ARA).
2.4 New ways of utilization of existing infrastructure
Except railway stations, also associated infrastructure, like elevated railroads or unused stations have been
successfully developed to attract rail customers and local communities. Such facilities became important
evidences of past history and have made an interesting contribution to modern urban planning.

“Old Manseibashi Station Site Development Project” (2013)
JR East is listing station space utilization as an important objective in the “Review of operations” of 2014.
New in-station developments and new formats have been implemented to improve customer’s
convenience and enhance profitability. “Station renaissance" is the program, which aims to maximize the
appeal of stations. It also embraces renovation and utilization. Among the newest projects of renovated
stations that strengthen local communities is the “Old Manseibashi Station Site Development Project”
(2013), which include: “JR Kanda Manseibashi Building” – constructed at Manseibashi, between Kanda
and Ochanomizu stations on the Chūō Line in Tokyo, on the site of the old Transport Museum, and a
river-front deck “mAAch Ecute Kanda Manseibashi” – which was built using the structural remains of the
defunct Manseibashi Station. This project was designed to revitalize communities by providing a place
where local people can meet, and by reminding them of the old Manseibashi Station.
Within the project, a new walking route was constructed by building a river-front deck, while the remains
of the Manseibashi Station building and the red-brick viaduct have been preserved (Fig. 26). A new
building with original arches – “mAAch Ecute Kanda Manseibashi” – a commercial facility and a front
deck using old Manseibashi Bridge was built. The concept for this renovation project was described as the
“Manseibashi Salon” – a venue consisting of various stores and an observation deck. The old platform of
the Manseibashi Station has been positioned at one end with an observation deck named “2013 Platform”.
The deck and nearby café are situated between the inbound and outbound lines of the Chūō Line, giving
users a unique up-close view of passing trains (Fig. 27). Such restoration and construction enabled the
revival of the atmosphere of historical station. The project was awarded in 2014 with three awards: the
“Grand Prix” of the Association of Railway Architects (ARA), the “Brunel Award”, and the “Good
Design Award”3 (shopping center “mAAch Ecute Kanda Manseibashi” in the “Design for the Future”
award category).
Fig. 27 Manseibashi – revitalized platform
Fig. 28 Okachimachi – „2k540 AKI-OKA ARTISAN”, (2010)

Okachimachi – „2k540 AKI-OKA ARTISAN” (2010); Akihabara – „CHABARA AKI-OKA
MARCHE” (2013)
The spaces underneath the railway lines have always been used for various purposes, for example for
storage areas, shops, restaurants and even galleries. JR East Urban Development Corporation has been
developing space below Yamanote Line in Tokyo. One of such places is the underpass between JR
Akihabara Station and Okachimachi Station.
The first stage was a creation of a space called “2k540 AKI-OKA ARTISAN”, which was devoted to
various creator’s shops. It was opened in 2010. The space has been aesthetically arranged and shared by a
3
“Good Design Award” it is a comprehensive and annual program for the evaluation and commendation of design by Japan Institute of
Design Promotion (JDP). There are approximately 3,000 submissions from companies and designers form Japan and overseas every year.
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number of artisan shops and craftsmen (Fig. 28). It was realized under the theme of “manufacturing”. The
Okachimachi area has been for a long time a home for various manufactures. The design style is
combining the studio and shop, to enable the clients not only to buy a commodity but also to experience
manufacturing at the workshops. The name comes from the location – „2k540” means “2 kilometers 540
meters from the Tokyo Station”. “AKI-OKA” has a reference to its location in the middle between
Akihabara Station (AKIHABARA) and Okachimachi Station (OKACHIMACHI). The “ARTISAN” has
the meaning of “craftsman” in French. The "2k540 AKI-OKA ARTISAN" project was awarded in 2012
with the “Grand Prix” of the Association of Railway Architects (ARA).
The second stage was the development of the “CHABARA AKI-OKA MARCHE” in 2013 (Fig. 29). The
concept traces once flourishing in Kanda fruit and vegetable markets traces. They were reborn again at
Akihabara, as a new “town of food culture”. The bustle of the old Kanda fruit and vegetable market is
intended to be reminiscent at the “Japanese food” select shop from around the country.
Fig. 29 Akihabara – „CHABARA AKI-OKA MARCHE” (2013)
Fig. 30 Keihan Ūji Station, Kyoto (1995)
3. Modern local railway stations
This group of new stations includes regional small or medium-size stations, which were mostly designed
by architects. It also contains regional Shinkansen stations. This type is usually designed to emphasize the
symbolic entrance – a “gate to the town”; therefore often these stations have a character of a
“station-gate” [1]. Such stations have original design suiting local surrounding and they play various
functions addressed to local residents. Examples include such extraordinary stations as: Shin Minamata
(2004), Ryūō (2008), Hyūga-shi (2008), Hōshakuji (2008), Kōchi (2009), Iwamizawa (2009), and
Asahikawa (2011).
3.1 New local “station-gates” and their predecessors
Local stations have fewer passengers than large metropolitan stations in Japan, but they serve important
functions for local residents and therefore they often have also distinguished designs. The new wave of
interesting local stations started during economic bubble in 1980s, and was influenced by such factors, as:
postmodernism in architecture, development of the practice known as “machi-zukuri”, and privatization
of JNR in 1987. “Machi-zukuri” had a considerable influence on the design of the public-private sector
stations. Railway companies and local governments started to construct stations jointly; therefore
municipal facilities have been often located at the railway station. Among these, there were stations
designed by architects, which, while applying original design, have strengthened their public nature and
explored their commercial side. Such meaningful stations, which serve as the “gates” to their towns
include: Yufuin (1990; arch. Arata Isozaki), Keihan-Ūji (1995; arch. Hiroshi Wakabayashi), Yabuki (1995;
arch. Izumi Shibata), Iwaki-Hanawa (1996; arch. Kuniaki Ito), Nijō (1996; Street Division Multi-Level
Crossing Section of Kyoto City Construction Bureau of the West Japan Railway Company (JR West) and
Urabe Sekkei), Gifu (1997), Hitachi-no Ushiku (1998; arch. Masaya Fujimoto), Akatsuka (1999), Saitama
Shintoshin (2001; arch. Edward Suzuki), Kanazawa (2005), Fukui (2005), Meitetsu-Gifu (2007),
Hyūga-shi (2008, arch. Hiroshi Naito), Ryūō (2008; arch. Tadao Ando), Hōshakuji (2008; arch. Kengo
Kuma), Kōchi (2009; arch. Hiroshi Naito), Iwamizawa (2009; arch. Hiroshi Nishimura/Worksvision
Architects Office), Nakamura (2010, arch. Yasuyuki Kawanishi, arch. Yoshihiro Kurita, and arch.
Shintaro Yanagi /nextstations), Asahikawa (2011, arch. Hiroshi Naito), Hitachi Station and free corridor
(2011, arch. Kazuyo Sejima), Wakkanai (2011, Hokkaido Railway Company, Wakkanai City
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Government), and recent Jōshū-Tomioka (2014; arch. Makoto Takei and arch. Chie Nabeshima).

Keihan Ūji Station (1995)
Keihan Ūji Station is a local station serving more than 5,000 passengers per day (2009). It is located in
Ūji-city, famous for its Byōdoin Temple. The station is a terminal for the Keihan Electric Railway. It was
designed by architect Hiroshi Wakabayashi. The design concept was based on the location of station
between two distinct sites – one of traditional architecture and one of industrial area with new apartment
buildings. The station form was conceived as a response to these two different environments and
symbolized by two different roofs (Fig. 30). The traditional forms have been reflected in the repetitive
gabled roof, while the new forms have been symbolized by bold circles and large vaults covering the
station concourse. The design motifs are reminiscent to traditional Japanese architecture and also to
modern architecture and technology. The station was awarded the “Good Design Award” in 1996.

Yabuki Station (1995)
The station, operated by JR East, is located in Yabuki-chō in Fukushima Prefecture on Tōhoku Main Line.
More than 1,100 passengers pass through this station everyday (2013). The new steel-glass building was
designed by architect Izumi Shibata. Its form is associated with postmodernism. The composition of the
building is made of the geometric shapes of various solids – cylinders and cones (Fig. 31). Originally
designed jiyū tsūro corridor, with interesting metal truss, is connecting both sides of the railroad. Much
glass of the building envelope, together with a large entrance opening, allows for the visual penetration of
the interior – showing the station hall and the stairs leading to the opposite platforms. That is also very
friendly for the admiration of the station building at night.
Fig. 31 Yabuki Station, Fukushima Pref. (1995)
Fig. 32 Iwaki-Hanawa Station, Fukushima Pref. (1996)
 Iwaki-Hanawa Station (1996)
Iwaki-Hanawa Station of JR East, located in Hanawa-machi in Fukushima Prefecture on Suigun Line,
serves approximately 240 people per day (2013). The building was designed by architect Kuniaki Ito. The
station is located in a mountainous resort surrounded by a forest and rural surroundings that contains
hot-springs and beautiful nature. Design concept included the local context, which was expressed by
original form and use of local materials. The concept was conceived with citizens’ participation, which
called for public facilities including civic center, to be located at the station to revive the town center. The
station building contains a library, a tearoom, and a gallery. The form of a building consists of six
intersecting circular huts with conical roofs and two cubic huts with pyramidal roofs, which compose a
modern complex made of concrete and glass with metal roofing (Fig. 32). Inside, the structure has more
traditional look, with dark exposed wood of the roof trusses, which resemble the Japanese traditional
umbrella. The station itself occupies a small portion of the complex and the building identity is not
stressed as a railway station but as a station complex with unique form, which represents the town. Station
design has been very successful and had an influence on the further townscape improvements, such as
refurbishment of the town’s main street. Ito and Chiba (2001) emphasized that objective of such
private-public stations was to provide a station, which “was not just part of the community, nor was it just
a part of the world beyond the community – it was open to the community and the world beyond,
available to all who wanted to use it” [9]. Thus such stations acted as the gateways to the communities
and from the communities to the outside world, as well as the focal centers for the local communities.
Iwaki-Hanawa Station received the “Brunel Award” in 1996.
 Gifu Station (2008)
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Gifu Station is a station in the centre of Gifu-city and is operated by JR Central. It serves 31,000
passengers per day (2012). The façades of the station building show much steel-framed glass, thus
allowing its interior and the platforms to obtain sufficient day-light. Station building underwent extensive
redevelopment, which was completed in 2008. This redevelopment included a new bus boarding
platforms, taxi boarding area, area beautification, and the walkways leading directly to the second floor of
the station. During the modernization another building at the north side has been built and a steel-glass
footway with colourful glass canopy connecting both buildings was arranged (2008; Fig. 33). Glass
combined with red colour has a strong symbolic meaning, which can be associated with a “gate”.
 Fukui Station (2005)
Fukui Station is a central station in Fukui-city, operated by JR West and private railway company Echizen
Railway. The station has about 10,000 passengers per day (2012). In 2005, a new station building was
opened with a shopping mall – the “Prism Fukui”. After redevelopment in 2005, two sides of the stations
became better connected. In the close vicinity, a large complex “Aossa” has been built in 2007, providing
space for shops, as well as offices and facilities run by Fukui Prefecture, including Prefectural Public Hall.
The station has received a new platform completed in 2009 for a new Hokuriku Shinkansen, which will
be opened in 2015. Fukui Station has rather distinctive elevation with vertical modules made of glass (Fig.
34). There is a plan to extend in future Fukui Railway trams, bringing them closer to the station. The
station complex acts strongly as a “gate” to Fukui-city and to the entire prefecture.
Fig. 33 Gifu Station (1997)
Fig. 34 Fukui Station (2005)
 Kanazawa Station (2005)
It is major station in Kanazawa-city, Ishikawa Prefecture, which is operated by JR West. The station is
presently in service of only the conventional railways, but since 2014 it will also serve the Hokuriku
Shinkansen. It has daily more than 20,000 passengers (2012). The station was redeveloped in 2005, when
a characteristic structure on the station eastern side – a large wooden “Tsuzumi Gate”, resembling a
traditional Japanese drum, was constructed (Fig. 35). The gate is located in front of a gigantic steel-glass
roofing – the “Motenashi Dome”. The dome houses a recreation area having water arrangements,
greenery and benches. The steel-glass station building itself is elevated – embracing all the station
installations. Kanazawa Stations, with its symbolic structures, is a well-recognized “gate” to the city.
Fig. 35 Kanazawa Station (2005)
Fig. 36 Meitetsu Gifu Station, Gifu (2007)
 Meitetsu Gifu Station (2007)
This station in Gifu-city is located in the vicinity of Gifu Station of the JR Central and belongs to private
Meitetsu Railways. Approximately, 17,000 passengers pass through this station everyday (2009). In 2007,
a new entrance building was built, where a steel-glass structure was applied (Fig. 36). Its roof envelopes
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the entrance space, as well as the neighbouring hall and the stairs leading to the wickets and platforms.
Steel and glass makes this building visually light. Glass and steel elevators, completely transparent, look
very attractive. This example shows clearly that the building modern appearance depends very much upon
the use of steel and glass. Such a modern looking station is one of the “gates” to Gifu-city.
 Hyūga-shi Station (2008)
Hyūga-shi Station is located in Hyūga-city in Miyazaki Prefecture and is operated by JR Kyushu. The
station serves more than 1,500 passengers per day (2012). It is another local station with distinctive
design. Architect Hiroshi Naito (Naito Architect & Associates) has designed several railway stations in
Japan and Hyūga-shi in Miyazaki Prefecture is one of them. The adviser was Professor Osamu Shinohara
of the University of Tokyo. The hybrid structure is based on steel frames and laminated wood made of
locally produced cedar wood (sugi). It covers the space of the main terminal, which is 110 m long and 18
meters wide. The wood has been also adopted for details at the building and at the station plaza; therefore
the border between the building and its surrounding, including approaching road, has been fluid. The
platforms under the roof are located on the second floor. The structure seen at the platform level is simple
and elegant (Fig. 37). The exterior walls are filled with glass therefore the platforms are very bright. At
night the building is illuminated and the structure looks very ornamental. Such bright and spacious station
with local wood reflecting regional traditional architecture, a “station-gate” type, is very pleasing and
convenient. Similar design has been applied for all parts of the station building, platforms and a square in
front of the station (Fig. 38). The station displays unified “total design”. Hyūga-shi Station project
received the “Brunel Award” in 2008 for its unique architectural design.
Fig. 37 Hyūga-shi Station, Miyazaki Pref. (2008)
Fig. 38 Hyūga-shi Station exterior
Fig. 39 Ryūō Station, Yamanashi Pref. (2008)
Fig. 40 Ryūō Station – Fuji-san Gate
 Ryūō Station (2008)
Ryūō Station is a local railway station operated by JR East, located in a newly established Kai-city in
Yamanashi Prefecture. The station is used by 2,200 passengers daily (2013). The building was designed
by architect Tadao Ando. It provided w free passage (jiyu tsuro) between two sides of the railroad. Glass
elevation permits to see Mt. Fuji. The concept is based on the development of the station building around
this connecting corridor. The building consists of geometrical volumes; each is assigned to different
function. This is a successful example of “total design”, because all parts of the station are designed in
similar style, including platforms. Geometrical volumes intersect at various angles; these edges are
emphasized by special lighting, as well by a daylight coming into the building (Fig. 39). The station is
spacious, functional and easy to understand. New station, a “gate” type, has become a symbol for a new
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city. At the second stage of the project, station plazas on both sides of the station have been realized.
There is a northern-side plaza with north entrance – “Shōsen-kyō Gate”, and a southern-side plaza with
“Fuji-san Gate” (Fig. 40). Station squares provide relaxing atmosphere for people and a comfortable
access for pedestrians, bicycles, bus, taxi and private cars.
 Hōshakuji Station (2008)
Another local station is located in Takanezawa-machi in Tochigi Prefecture. It is operated by JR East. The
station is used by about 2,200 passengers daily (2013). The building was designed by architect Kengo
Kuma (Kengo Kuma & Architects (KKAA) and JR East Design Corporation. To connect the east and
west sides of the town of Takanezawa, which had been divided by the railroad, architect opened the east
exit of the station giving access to the “Chokkura Plaza” and shelters, also designed by Kengo Kuma.
Having decided to preserve an abandoned rice storage house constructed of ōya ishi stone, the architect
transformed the “pores” which occur in this stone into a new structural system, in which steel frame and
ōya ishi are combined diagonally, and applied at the warehouse (Fig. 41). He then extended the diagonal
skin to the other “pore” or “aperture” – the station. Ōya ishi is a unique stone and has all the softness of
soil. The design focused very much on the ceiling (Fig. 42). On the upper concourse the ceiling depth is at
its most shallow, while toward the edges and at the base of the stairs the ceiling drops to create enclosure
for the structural members. There are approximately 1,500 diamonds in total, that in plan share the same
size and proportion (Fig. 24) [10].
The design of Hōshakuji Station not only linked the station's east and west exits, but also connected it
with its surrounding. The concept of the “station-gate” was to restore the community by meaningful
design related to locality. For the structure of the station, in order to reduce the weight, plywood was used
instead of ōya stone. By using wood the architect revived the warm atmosphere of station and connected
the station building to the landscape of paddy fields and wooden houses in Takanezawa. Architect created
a varied spatial experience by applying a diamond plywood motif to an otherwise steel station bridge. The
station was awarded the “Encouragement Prize” at the International Design Competition of Railway
Design – the “Brunel Award” in 2008.
Fig. 41 Hōshakuji Station, Tochigi pref. (2008)
Fig. 42 Hōshakuji Station – design of the ceiling
 Kōchi Station (2009)
This local station in Kōchi-city is operated by JR Shikoku. It serves more than 5,000 passengers daily
(2012). The building was designed by architect Hiroshi Naito (Naito Architect & Associates), Shikoku
Railway Company, and Shikoku Kaihatsu Corporation. The station was built as a part of the project of the
elevation of railway line, which improved transportation at the north-south direction. The main part of the
station is a huge roof built of steel structure and arches made of laminated wood of locally produced cedar
wood – sugi (Fig. 43). The roof has been called the “Kujira Dome” (Whale Dome). It covers station hall,
which is 38.5 m wide and 60.0 m long. The design of a station hall and platforms is completely unified –
as a “total design”. The station, which has been linked to the local community, represents an interesting
station of the “gate” type. The station project was awarded in 2009 with the “Grand Prix” of the
Association of Railway Architects (ARA).
 Iwamizawa Station (2009)
This station, located in Iwamizawa-city in Hokkaido, is operated by JR Hokkaidō. More than 4,700
passengers per day use this station (2012). The building was designed by architect Hiroshi Nishimura
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(Workvisions Architects Office), who won the competition. The exterior and interior walls of the building
with RC structure are finished with a local brick. The brick is combined with a glass curtain wall, giving
the station light and familiar appearance. The concept was to produce an image of a huge traditional paper
lantern, which would be well distinguished. The building, playing the function of a “station-gate”,
combines modernity and tradition with the local characteristics. The project won in 2009 a prestigious
„Good Design Grand Award”. The station project was also awarded in 2009 with the “Grand Prix” of
Association of Railway Architects (ARA), and in 2014 – with the “Public Building Excellence Award” by
the Public Buildings Association.
Fig. 43 Kōchi Station (2009)
Fig. 44 Iwamizawa Station, Hokkaido (2009)
Fig. 44 Iwamizawa Station, Hokkaido (2009)
Fig. 45 Nakamura Station, Kōchi Pref. (2010)
 Nakamura Station (2010)
The station is located at Shimanto-city in Kōchi Prefecture. It is operated by the Tosa Kuroshio Railway,
Co., Ltd. Approximately 115 people use this station daily (2011). The building built in 1970 was
extensively renovated in 2010. The design was done by Tosa Kuroshio Railway Co., Ltd. and architects
team of Yasuyuki Kawanishi, Yoshihiro Kurita and Shintaro Yanagi (nextstations). Renovation was
carried out at many areas, such as concourse, waiting room, shops and toilets. Interior design has been
based on the use of local materials, mostly Japanese cedar wood (hinoki) and traditional paper (washi).
The station received nice, bright and warm appearance. Waiting areas have interesting and rich forms,
which provide relaxing atmosphere for people. It was praised by many critics as the model for future local
stations. The station with its distinguished interior design can be remembered by visitors and can surely
be a “station-gate”. Nakamura station received many awards, among them the “Good Design Award” in
2010, “The Great Indoors Award” in Netherlands in 2011 in the division “Serve and Facilitate”, and the
“Brunel Award” in 2014.
 Asahikawa Station (2011)
Asahikawa Station, located in Asahikawa-city – the second largest city in Hokkaido, operated by JR
Hokkaidō, has around 4,500 passengers per day (2012). It has been subject of planning and design, as a
part of urban development of the “Kita Saito Asahikawa” for a long time. The building was designed by
architect Hiroshi Naito (Naito Architect & Associates). Professor Osamu Shinohara of the University of
Tokyo was one of the advisers. Like other stations designed by Naito, it has been conceived with the use
of local materials, particularly wood. The building, with transparent curtain-walls, has been designed in
harmony with natural surrounding including the Chūbetsu River, and well connected with urban network.
The design concept was to conceive “a station that includes a river”. The Chūbetsu River has been
included indeed into station design – it can be seen from the station hall and from the platforms. A
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beautiful park was designed in front of the station building, along the river (Fig. 46). It can be accessed
directly through the free passage (jiyu tsuro). The structure is made of RC; the wood has been used for
windows, railings, benches and various finishes (Fig. 47). There are wooden plates displayed at the
“People Walls“, inside the station hall. They contain the names of people who donated for the project. In
the evening the light coming out of the curtain walls gives the building organic character. All spaces,
including station hall and elevated platforms, as well as furniture, have aesthetic and unified design (Fig.
48). Except transportation function, the building has also commercial and urban functions, including,
shops, restaurants and station-gallery. Asahikawa Station with its unique design is distinguished in the
urbanscape and it performs the function of a “gate” to the city. The station project was awarded in 2012
with the “Grand Prix” of Association of Railway Architects (ARA).
 Hitachi Station and free corridor (2011)
The station located in Hitachi-city in Ibaraki Prefecture is operated by JR East. It serves about 11,700
passengers per day (2013). In 2011 the station became elevated. New building designed by architect
Kazuyo Sejima and JR East Architects, Co., Ltd. was completed in 2011. The design concept was to keep
the height of the building low, in order to make it accessible, and to adapt to the surrounding landscape,
including the sea. The entire exterior is covered with 550 sheets of glass to become a “box of glass
floating on the hill overlooking the sea” (Fig. 49). The station and free corridor were built to emphasize
the “gate” to the town, to make the town more attractive, and increase the ways people can interact. The
station is located over the tracks and it is accessible by a large transparent passage linking the city to the
sea. The transportation hub here is not massive – in fact it is light and transparent. The combination of
station and passageway has been very well designed. The project was awarded in 2011 with the “Grand
Prix” by the Association of Railway Architects (ARA), and in 2014 it received the “Brunel Award”.
Fig. 46 Asahikawa Station (2011) – river side park
Fig. 47 Asahikawa Station – station hall
Fig. 48 Asahikawa Station – platform
Fig. 49 Hitachi Station, Ibaraki Pref. (2011)
 Wakkanai Station (2011)
Wakkanai Station in Hokkaido is the northernmost station in Japan. It is a northern terminal in
Wakkanai-city operated by JR Hokkaidō. The station serves approximately 106 passengers per day (2012).
The new, 4th Wakkanai Station, was connected with a total development project in which Wakkanai
Station and adjacent “Kitakara Station Complex Center” were planed integrally. The complex was
designed by Wakkanai Station Area Urban Redevelopment Association, JR Hokkaido and Wakkanai City
Government. The concept was to give the station bright image and “full of hope”, manifesting the station
rather, as a starting point of the railway, than a terminal. The fragment of the old track is exposed as a
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monument in front of the station (Fig. 50). The elevation of the station building is transparent and light.
Inside there are various functions – transportation functions (as a railway station, and as a “Wakkanai
Roadside Station” (Wakkanai michi no eki) are connected with other functions within the “Kita Color”.
There is a station space with waiting rooms and facilities integrated with the access to bus terminal,
tourist information, as well as shops and restaurants. On the second floor there are cultural functions –
cinema, gallery, etc. This is a very modern and friendly station, which has become an important center
and a “gate” to this northernmost area in Japan.
 Jōshū-Tomioka Station (2014)
The station is located in Tomioka-city in Gunma Prefecture, near the Tomioka Silk Mill World Heritage
Site. It is operated by private railway company – Jōshin Dentesu Co., Ltd. The design by architects
Makoto Takei and Chie Nabeshima (TNA), was selected through the competition in 2012. The new
station designed in brick and steel reinterprets the surrounding architecture of brick and timber frame. It
links the station with local industrial heritage. The main element is a big roof, which marks the “gate” to
Tomioka (Fig. 51). It is located under semi-open spaces for various purposes, such as parking for bicycles,
resting area, station entrance, concourses and waiting spaces. Brick walls play various functions – such as
simple walls, benches, partitions and bulletin boards. The same color bricks continue to the sidewalk,
square and parking lot across the premises, which create a station front best suited for welcoming people
to the World Heritage city. The station building was awarded with the “Good design Award” and the
“Brunel Award” in 2014.
Fig. 50 Wakkanai Station, Hokkaido (2011)
Fig. 51 Jōshū-Tomioka Station, Gunma Pref. (2014)
3.2 New shinkansen “station-gates”
Some meaningful railway stations in local cities have been constructed for high-speed trains. Bringing of
Shinkansen to the local area has been very crucial for the economic growth, and station design has been
often conceived to stress visually such important “gateway”.
3.2.1 Tōhoku Shinkansen stations (1982-2010)
The connection from Tokyo to Morioka was opened in 1982, and then a section from Morioka in Iwate
Prefecture to Hachinohe in Aomori Prefecture was expanded in 2002, and another last section to
Shin-Aomori in 2010. Tōhoku Shinkansen operated by JR East, which has a total length of 674,9 km,
includes the following stations: Tokyo (1991), Ueno (1985), Ōmiya (1982), Oyama (1982), Utsunomiya
(1982), Nasu-Shiobara (1982), Shin-Shirakawa (1982), Kōriyama (1982), Fukushima (1982),
Shiroishi-Zaō (1982), Sendai (1982), Furukawa (1982), Kurikoma-Kōgen (1990), Ichinoseki (1982),
Mizusawa-Esashi (1985), Kitakami (1982), Shin-Hanamaki (1985), Morioka (1982), Iwate-Numakunai
(2002), Ninohe (2002), Hachinohe (2002), Shichinohe-Towada (2010) and Shin-Aomori (2010). The
stations built in 1982 were rather conventional facilities constructed on the elevated track. More original
design was applied for later stations, particularly at Hachinohe.
 Hachinohe Station (2002)
Hachinohe Station in Hachinohe-city in Aomori Prefecture has the Shinkansen operated by JR East. There
are also conventional trains operated by Aoimori Railway Company. About 4,650 passengers use station
everyday (2013). The Tōhoku Shinkansen station was designed by architect Shinichi Okada (he also
designed Shinanomachi Station located on the JR Chūō Line and in Shinjuku), JR East, JR East Design
Corporation. It was developed under the “Sunflower Plan” of JR East “station renaissance” policy. The
project was a typical case of a new station that was constructed for a Shinkansen line. Such projects were
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usually closely related to neighborhood development projects undertaken by national government and
local municipalities. In other words, projects of new stations in “station renaissance” era have not been
advanced solely by railway operators but also they have required allocations from national, prefectural
and municipal budgets. According to Tsuchihashi (2003), such stations have been characterized by two
techniques: (1) construction of a free corridor (jiyū tsūro) connecting both sides of the station in order to
prevent local areas being dissected by tracks, and (2) provision of facilities, such as meeting halls, civic
plazas, local products museums, etc., organized at the station to reflect character of the local community
and to attract local residents [11].
In case of Hachinohe Station, a free corridor has been constructed over the new Shinkansen line running
parallel to conventional Tōhoku Main Line, and a new station building serving both lines was constructed
over the tracks. Also a new “Metz Hotel” was built next to the station, resulting that station-hotel facility
serves as both a Shinkansen station and as a site of local everyday activity, while at the same time adding
a new dimension to the urban landscape. Hachinohe Station has achieved a unique spatial composition in
response to local conditions, weather and the need to have an over-track station. The characteristic
features are – integrated platforms with the concourse, and interesting roof structure above the platforms
(Fig. 52). As Tsuchihashi pointed out, platforms and concourses at this station make similar impression to
the satellites and lobby of an airport [11]. In particular, since the Shinkansen stations are regarded as more
important travel bases than conventional stations, the applied fittings should have a higher potential, like
at the air terminals – both in architectural and functional terms.
In case of Hachinohe Station, the platforms and tracks are located on the 1st floor and are visible from the
concourse which is on the 2nd floor. Both platforms and concourse are indoor spaces and they are easy to
understand and to use. The platforms are covered by a large shelter of more than 300 m long, and shaped
like an elliptic cylinder, creating a unique, continuous space. The main purpose of the shelter is to provide
a protection against snowy and cold weather in the winter. As a result of this consideration, the platforms
have been designed as a single, aesthetic space. Hachinohe station has been composed of three major
axes: the track axis, the axis of the free corridor that traverses the tracks, and the axis that runs parallel to
the tracks on the level above. Adoption of a truss structure and glass allows for better understanding the
station’s spatial layout without relying on guidance by station signs. The ticket gates are also spacious –
the highest dimension is approximately 14.0 m and the structure here includes two distinctive masts with
original lightings. Passengers descend from the 2nd floor to the platforms, thereby experiencing the
integrated continuity of the concourse and the platforms, which is a rare feature of Shinkansen stations in
Japan. The 8-story hotel is located in station complex, which also contains a library and other public
facilities on the 1st and 2nd floors, shops on the 3rd floor and the hotel rooms from the 4th floor upward.
The building is connected to the free corridors (jiyū tsūro) on the 2nd and 3rd floors. Hotel Mets Hachinohe
was the third hotel in the chain in the Tōhoku, following Kitakami and Nagaoka stations. The hotel
elevation, which is a part of the station complex, has blue and white colors which express local features
such as the town’s festival culture and surrounding nature. The station is distinguished – serving as a
“gate” for the region of northern Tōhoku.
Fig. 52 Hachinohe Station, Aomori Pref. (2002)
Fig. 53 Shin-Aomori Station, Aomori Pref. (2010)
 Shin-Aomori Station (2010)
Tōhoku Shinkansen was extended in 2010 from Hachinohe to Shin-Aomori, marking its completion and
improving access to Aomori and Hokkaido．It is currently Japan’s northernmost Shinkansen station and a
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gateway to Aomori Prefecture. Since 2016, Shinkansen will be extended into Hokkaido and there will be
more Shinkansen stations in the north. It is operated by JR East and more than 8,000 passengers per day
use this station (2013). New station in Aomori-city was designed by Japan Railway Construction,
Transport and Technology Agency (JRRT), whose proposal has been selected among other entries.
Design concept was to reflect on time-span “from the Jōmon to the future”. Therefore the station was
designed as a fusion of nostalgia and the future. Appearance of the building is reminiscent of the Jōmon
Period, while the central part with glass curtain wall represents the “future”. The view of the town can be
enjoyed through the window and the station is a symbolic “gate” to its town. The station is elevated and
has large connecting corridor (jiyū tsūro), and also wide and comfortable Shinkansen concourse. Except
of transportation function, Aomori Station has also services (tourist information), shops (e.g. “Ekinaka”),
and offices of Aomori Prefectural government.
3.2.2 Akita shinkansen stations (1997)
The Akita shinkansen is a mini-Shinkansen high-speed rail operated by JR East, connecting Morioka in
Iwate Prefecture with Akita in Akita Prefecture. It includes the following stations: Morioka (1997),
Shizukuishi (1997), Tazawako (1997), Kakunodate (1997), Ōmagari (1997), and Akita (1997).
 Tazawako (1997)
The station is located in Senboku-city in Akita Prefecture and is operated by JR East. Approximately 390
passengers are using this station daily (2013). It was designed by architect Shigeru Ban, JR East, and JR
East Design Corporation. The old station building in Tazawako-chō was restored to serve as a tourist
information center and new station building was constructed. New design was based on the principles of
simplicity of structural configuration and exterior elevation. The structure consists of pre-cast concrete
pillars covered with a slightly curved vaulted roof (Fig. 54). The façade has been composed of glazed
wall and 26 pre-cast concrete pillars. The building has been built partly of concrete and partly of wood. In
the interior, a wood has been used as a finish material, particularly for floors, ceiling and walls. Except
transportation function, the station has also exhibition of local tourist attractions, tourist information, and
cinema. Outstanding design makes the station an attractive “gate” to the city.
Fig. 54 Tazawako Station, Akita Pref. (1997)
Fig. 55 Akayu Station, Yamagata Pref. (1993)
3.2.3 Yamagata Shinkansen station (1992-1999)
The Yamagata Shinkansen is a mini-Shinkansen high-speed train operated by JR East, connecting Tokyo
and Shinjō in Yamagata Prefecture, using partly tracks of Tōhoku Shinkansen and Ōu Main Line. There
are following stations: Fukushima (1992 Yamagata Shinkansen), Yonezawa (1992 Yamagata Shinkansen),
Takahata (1992 Yamagata Shinkansen), Akayu (1993), Kaminoyama-onsen (1994), Yamagata (1992),
Tendō (1999), Sakuranbo-Higashine (1999), Murayama (1999), Ōishida (1999), and Shinjō (1999). Some
stations were completely new, interesting buildings mostly designed by architects, built for Shinkansen
(e.g. Akayu and Shinjō).
 Akayu (1993)
That station operated by JR East, serves 1,400 passengers per day (2013). It is located in Nanyō-city in
Yamagata Prefecture. The station was designed by architect Edward Suzuki. His design concept refers to
visual motive and elegance of an air terminal and particularly, according to his comments, the design
motif is “a hang-glider in the sky”, because hang-gliding is a popular activity in Nanyō-city. The covering
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structure contains light steel trusses and similar roofing. The elevations are made of glass allowing
penetration of daylight through the transparent façade (Fig. 55). This modern, barrier-free station offers
services to passengers of both conventional and Yamagata Shinkansen trains, and performs also other
functions, for example – of the prefectural office. Station building is distinguished and therefore it
provides a “gate” to the surrounding area. Akayu Station received awards: in 1994 – landscape design
award “Dōyūkai Award”, and the award of the Association of Railway Architects (ARA); in 1995 –
“Good design Award”; in 1998 – “Public Building Excellence Award” by Public Buildings Association.

Shinjō Station (1999)
The station is located in Shinjō-city in Yamagata Prefecture and it is operated by JR East. It serves around
1,600 passengers daily (2013). It is a terminal for the Rikū West and East Lines and for Yamagata
Shinkansen. The station was designed by architect Kazumasa Yamashita, employed by the East Japan
Railway Corporation. The concept for a new station assumed to move from the image of a “modern,
functional and simple” object towards the “individually styled” one. Thus the new building having large
steel-glass façades and similar entrance roofing is based upon the symbiosis of man and nature, and on
the meeting of local challenges (Fig. 56). The building contains also various shapes of solids made of
steel and glass. The station building embodies a convenient interior space, lodging a spacious station hall,
waiting rooms, and local administration facilities, as well space for public and private use, including
shops. There is also a station garden inside an atrium and a parking lot enabling to apply the efficient
“Park&Ride” system. Such “station-gate” with individual character reflects well the local characteristics.
Fig. 56 Shinjō Station, Yamagata Pref. (1999)
Fig. 57 Shin Tosu Station, Saga Pref. (2011)
3.2.4 Kyūshū Shinkansen (2011)
The Shinkansen on the Kyushu Island was completed in 2011. It connects Hakata Station in Fukuoka with
Kagoshima Chūō Station in Kagoshima. It is also an extension of the Sanyō Shinkansen from Honshu.
There is another, so called “Nagasaki Shinkansen” (West Kyushu Route) under construction, scheduled to
open in 2023. Kyushu Shinkansen involves the following stations: Hakata (2011), Shin-Tosu (2011),
Kurume (2010; 2011), Chikugo-Funagoya (2011), Shin-Ōmuta (2011), Shin-Tamana (2011), Kumamoto
(2011), Shin-Yatsushiro (2011), Shin-Minamata (2011), Izumi (2011), Sendai, and Kagoshima Chūō
(2004). All stations have design coordinated at some level, and particularly distinguished are: Shin Tosu,
Shin Tamana, Kumamoto, Shin-Minamata, and Kagoshima Chūō (renovated in 2014).
 Shin Tosu Station (2011)
The station is located in Tosu-city in Saga Prefecture. It is operated by JR Kyūshū and serves about 900
persons per day (2011). All Kyūshū Shinkansen stations have similar functional scheme and layout. They
are elevated; station hall is on the ground floor and platforms above. Each station has its own design
concept, which is often delivered from local characteristics. The design concept of Shin Tosu Station uses
the image of the city bird’s wing (magpie), with its colors (white, black, blue) for the main color scheme.
Also an artwork by artist Tomoya Tsukamoto is exploring that concept. This symbolic bird has been
selected to provide a comprehensive design which will express locality and connect the station to local
communities. The motif is reflected in the dynamic elevation (Fig.57). An associated artwork has been
located near the rest-rooms. Almost all stations have the same concept that the restrooms are in the center
of a spacious station hall on the ground level (Fig. 58). The steel structure of the platform roof looks light
but not too much refined (Fig. 59). The station was awarded in 2011 with the “Grand Prix” of the
Association of Railway Architects (ARA).
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Fig. 58 Shin Tosu Station – hall with artwork
Fig. 59 Shin Tosu Station – platform
 Shin Tamana Station (2011)
The station operated by JR Kyūshū is located in Tamana-city in Kumamoto Prefecture and serves Kyūshū
Shinkansen. Around 1,200 people pass through this station everyday (2013). The design concept explores
the warm characteristics of wood, which has been used for interior finish. The wood with glass has been
also applied on the elevation, in the interiors and on the platforms (Fig. 60). An artwork is located at the
station hall on the central wall (Fig. 61). The roof above the elevated platforms is a combination of steel
with wood (Fig. 62). It makes the appearance of this space more familiar. Such modern building, designed
with local materials, is functioning as a “gate” to the region and to the local community. The station was
awarded in 2011 with the “Grand Prix” of the Association of Railway Architects (ARA).
Fig. 60 Shin Tamana Station, Kumamoto Pref. (2011)
Fig. 61 Shin Tamana Station – hall
Fig. 62 Shin Tamana Station – platforms
Fig. 63 Kumamoto Station, Kumamoto (2011) –
“Shinkansen-guchi” (“West Exit”) and “West Exit
Square”

Kumamoto Station (2011), Kumamoto Station East Exit Square (2010) and Kumamoto Station
West Exit Square (2011)
Kumamoto Station
Kumamoto Station is a main railway station in Kumamoto-city and it is operated by JR Kyūshū. It serves
Kyūshū Shinkansen, Kagoshima Main Line and Hōhi Main Line. Approximately 13,500 passengers use
this JR station every day (2013). The station was renovated in 2011 for the arrival of Shinkansen. There is
a tramway stop operated by Kumamoto City Transportation Bureau located in front of the “East Gate”.
New station building built for the elevated line is located on the west (Fig. 63). Existing historical
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building “Shirakawa Gate” (Shirakawa-guchi) is located in the east (Fig. 64). The underground
free-passage (jiyū tsūro) connects the western and eastern sides. On the “Shinkansen Gate”
(Shinkansen-guchi) side, the station has a large hall (Fig. 65). Elevation has a glass curtain walls and
brick. The interiors are also finished with local wood, brick and glass. There is a shopping mall “Friesta”
selling food and souvenirs. Station is very aesthetic but the platform has a loose design connection with
the building (Fig. 66). The station building project was awarded in 2011 with the “Grand Prix” of the
Association of Railway Architects (ARA).
There are specially designed two station squares – “Kumamoto Station East Exit Square” (2010) and
“Kumamoto Station West Exit Square” (2011), which are part of large redevelopment program expanding
station for Kyūshū Shinkansen. Both squares play, in spite of transportation function, also the roles of
carefully landscaped urban plazas for relaxation and enjoyment.
Fig. 64 Kumamoto Station – “Shirakawa-guchi”
(“East Exit”) and “East Exit Square” (2010)
Fig. 65 Kumamoto Station – hall (west)
Fig. 66 Kumamoto Station – Shinkansen platform
Fig. 67 “Kumamoto Station East Exit Square”
(2010)
Shirakawa Gate (East Exit) Square of Kumamoto Station
“Shirakawa Gate (East Exit) Square” is located in front of the old station building on the eastern side.
Currently, the first stage of the project – the “Kumamoto Station East Entrance Redevelopment Project”
has been realized in 2010. The project is scheduled to be completed in 2018 and it will involve a total of
six new roofs planned for the square. Structured Environment has designed the roof shelter and architect
Ryue Nishizawa (Office of Ryue Nishizawa) is responsible for its architectural design. Large roof made
of steel frame and partly reinforced concrete with a soft curvilinear shape has been erected connecting
station with tramway stop (Fig. 67). The slab is a continuous surface without beams, supported by
fourteen slender columns. The roof depth of 400 mm is also reduced thanks to the construction method –
casting in place. This simple looking structure resolves the complex logistics generated by mass transit
and also serves as a place for relaxation. Also its “cloud-like” shape, by identifying field of interaction,
helps to engage the station with urban dialog with other buildings in this rather chaotic environment.
Shinkansen Gate (West Exit) Square of Kumamoto Station
“Shinkansen Gate (West Exit) Square”, with its steel-frame structures, was designed by Konishi
Structural Engineers and architect Mitsuhiko Sato (Mitsuhiko Sato Architect and Associates), and
completed in 2011 (Fig. 68). The design has been selected through the competition held under the
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“Kumamoto Artpolis”4. The roof and the curvilinear walls divide the plaza for pedestrians from the
territory for traffic (taxis and bus). Both the walls and the canopies have a series of different sized
openings in them to blur the distinction between inside and outside. A rotary is enclosed by a structural
steel screen, which is an integral unit formed of a slab plate, painted in brown on the rotary side and in
white on the pedestrian side. Landscaped plaza evoking a park-like space includes a resting area with a
water garden.
Fig. 68 “Kumamoto Station West Exit Square” (2011)
Fig. 69 Shin Minamata Station, Kumamoto Pref.
(2011)
 Shin Minamata Station (2011)
The station is located in Minamata-city, Kumamoto Prefecture and it is operated by JR Kyūshū. It serves
Kyūshū Shinkansen and Hisatsu Orange Railway. The building was designed by architect Makoto Sei
Watanabe (he also designed subway station Iidabashi, Kashiwa-Campus and Kashiwa-Tanaka). The
concept was based on the fact that stations do not have doors, but there is a flow of movement at the
station. This concept of “movement” has been explored. The roof and walls consist of rectangular pieces
which look like frozen in their movement. The shape of the structure has been prepared to face weather
conditions. The various pieces running parallel to each other, but with different angles, reflect differently
light and also imitate the movement. The shimmering variations of light can also remind about the
sunlight of the waves on the Yatsushiro Sea. People can see different images while they approach the
station. Station hall on the ground level is spacious and bright, with glass as finishing material (Fig. 70).
Similar stylistic is applied at the elevated platforms. There are rectangular plates forming walls and roof,
as well as finished with glass escalators, walls and details (Fig. 71). The design of the building has been
unified with the design of a plaza. In 2008 the station was awarded with the “Public Building Excellence
Award” by the Public Buildings Association.
Fig. 70 Shin Minamata Station – hall
Fig. 71 Shin Minamata Station – platform
 Kagoshima-Chūō Station (2014)
The station is located in the center of Kagoshima-city and it is operated by JR Kyūshū. Except Kyūshū
Shinkansen, the station serves also Kagoshima Main Line and Ibusuki-Makurazaki Line. The tram located
in front of the station is operated by Kagoshima City Transportation Bureau. JR station serves
approximately 22,500 passengers per day (2013). The previous station had a building with grand stairs at
4
“Kumamoto Artpolis” is an innovative urban planning and architecture project conducted in Kumamoto Prefecture since 1988. The project
was an initiative of then governor Morihiro Hosokawa, a commissioner was at first Arata Isozaki and since 1997 Toyo Ito. Several other
projects have been realized under this town planning method, for example: Kumamoto North Police Station (1990), Yatsushiro Municipal
Museum (1991), Shirakawa Bridge Landscaping (1992), Kumamoto Prefectural Ancient Tomb Museum (1992), Ushibuka Haya Bridge
(1997), Hikawa Dam Maintenance Facility (2001), Akishita Community Hall (2009), Kumamoto South Police Station (2011), etc.
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the “Sakurajima Exit” which was connected to a large “Amu Plaza Department Store”. During the
renovation in 2012 (Fig. 72), the grand stairs have been dismantled and a new seven-stories building was
completed in June 2014 (Fig. 73). Also station concourses have been renovated. The layout of the hall is
similar to other Shinkansen stations but has better composition. Shops, not toilets, occupy the central part
of the hall (Fig. 74). Platform is rather functionally-oriented (Fig. 75). The station like before is connected
to the “Amu Plaza”. There is a Ferris wheel on the top of “Amu Plaza”, which is well visible from the
distance. That Ferris wheel has become the characteristic spatial feature of the station and a landmark of
Kagoshima-Chūō. Shopping center at the station is comparable with Hakata Station, therefore Kagoshima
can be considered, as well as a “station-gate”, also a “station-city”.
Fig. 72 Kagoshima-Chūō Station, Kagoshima (2014)
Fig. 73 Kagoshima-Chūō Station – after renovation
Fig. 74 Kagoshima-Chūō Station – hall
Fig. 75 Kagoshima-Chūō Station – platform
4. Conclusion
Railway stations in Japan have undergone huge development during the last twenty years. Currently,
stations perform not only transportation function but also many others, including the role of the urban
center. Such stations combine well commercial function with transportation, as well as cultural,
administrative, and many others. To fulfill such roles they need satisfactory architectural design.
Therefore many stations have been designed with the participation of outside architects. New stations for
the new age are both functional and aesthetical. To serve as “station-cities” and “station-gates”, to become
landmarks and important urban nodes, railway stations have become more accessible and the quality of
their architectural design has been improved. Very often railway stations are interesting buildings with
innovative structural design. It is very fortunate that in 2014 we can list so many successful latest station
projects in Japan.
References
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