P2
1
TOKYO METROPOLITAN EXPRESSWAY The first section, stretching 4.5 kilometres from Takara-cho in Chuoku to Kaigan in Minato-ku, was completed in 1962. The initial aim was to connect the scattered gymnasiums and stadi- ums built for the 1964 Tokyo Olympics. The vari- ous arranged supporting columns are in parts as high as 40 metres. They are specially desig- ned to withstand earthquakes, with each sec- tion of road capable of moving by a maximum of 20 centimetres.* Facilities on National Motorways As access to national motorways in Japan is fully controlled, interchanges, service areas, parking areas and bus stops are provided as es- sential facilities. Service areas and parking areas are provided as rest facilities alongside national motorways. A service area has parking lots, open spaces, fil- ling stations, repair shops, restaurants, food shops, free public houses, and lavatories, while a parking area has only parking lots, open spa- ces, food shops and lavatories. Service areas are generally constructed at intervals of about every 50km and parking areas at every 15km. NDK has been promoting the construction of ”Highway Oasis” through 18 individual projects, out of which fifteen projects are already com- pleted. ”High-way Oasis” is a joint-development project with developers of leisure facilities (natural parks, historic parks, etc.) next to a motorway's rest facilities. NDK constructs an access road to the facilities to help the deve- lopers. Motorway users can use the leisure facilities on the way to their final destinations without leaving the motorway, thus avoiding incurring extra costs and time. Motorway Planning Motorways are carefully located so as to cause minimum interference on urban and natural en- vironments and places of cultural and historical interest. In almost all cases, environmental impact reports are prepared and presented at public hearings for those living in places where motorways are planned. Motorway Design Motorways are designed having regard not only to topography, geophysical conditions, con- struction costs, land acquisition difficulties and traffic safety, but also to the impact on the en- vironment. Noise barriers, buffer zones formed of dense trees and shrubs, earth banks and anti- noise tunnels and semi underground structures are introduced where these are considered to be necessary. Compensation for Motorway Pollution When significant pollution to roadside areas is caused by the execution of road works or the operation of motorways, appropriate compensation is made according to the cir- cumstances. OUTLINE OF NIHON DORO KODAN, NDK – Japan Highway Public Corporation – As at 1st August, 2000 Establishment: 16th April, 1956 Capital: 1,958,314 Million Number of Employees: 8,900 Business: National Motorways in operation 6,666 km, under construction 2,398 km Regional Motorways in operation 824.2 km, under construction 128.4 km Car Parks Tokyo and Fukuoka Location of Head Office: Tokyo Regional Bureaus: Hokkaido, Tohoku, Hokuriku, Kansai, Chugoku, Shikoku and Kyushu Con- struction Bureaus: Tokyo, Shizuoka and Nagoya Operation Bureaus: Tokyo (3) and Nagoya NDK introduced CI (Corporate Identity) activi- ties as JH (Japan Highway). CI activities are in- troduced into an organisation for the purpose of improving its public image and revitalising the organisation. The NDK's CI activities have included establishing its corporate philosophy. The Corporate Statement of NDK (JH) is shown below: CORPORATE STATEMENT OF JH CORPORATE PHILOSOPHY JH contributes to building an affluent and healthy society by creating a network of com- fortable and reliable road space, envisaging the future. MANAGEMENT PRINCIPLES JH aims at an early completion of the highway network harmonised with local communities and natural surroundings. JH provides user-oriented services. JH utilises all its available resources for efficient management. JH further enhances its engineering capabilities using technological innovation. JH strengthens public relations. JH creates a lively atmosphere in the office. GUIDELINES FOR INDIVIDUALS [Communication-conscious] We communicate sincerely respecting others interests. [Challenge-conscious] We take up challenges positively with flexible thinking. [Cost-conscious] We perform cost-effectively to carry out jobs efficiently. [Health-conscious] We keep rejuvenating our minds and bodies. CORPORATE SLOGAN Creating Roads for Our Future references; ANNUAL REPORT2000, NIHON DORO KODAN, NDK, – Japan Highway Public Corporation – www.japan-highway.go.jp, *Tokyo, a guide to recent architecture, Noriyuki Tajima Jesper Nordahl: Tokyo Metropolitan Expressway Tokyo Metropolitan Expressway är, förutom ett nät av motorvägar som förbinder Tokyos stadscentrum med mer fjärran belägna distrikt, en svit fotografier och videoinstalla- tion av Jesper Nordahl. Motorvägens distinkta profil har här fångats i kameraögat där den skär genom stadslandskapet och förkroppsli- gar ett visionärt framtidstänkande av igår, på- börjat i och med de Olympiska Spelen i Tokyo 1964. Enligt ”Annual Report 2000” från Nihon Doro Kodan/Japan Highway Public Corpora- tion tar detta system av motorvägar inte bara hänsyn till topografiska och geologiska förhål- landen (varje sektion av motorvägen är kon- struerad för att kunna motstå jordbävningar); det beaktar även mer mellanmänskliga och miljömässiga relationer, vilka tar sig uttryck i form av hög trafiksäkerhet och sunt miljötän- kande med bullervallar och inbyggda tunnlar där detta ansetts nödvändigt. Tokyo Metropolitan Expressway är ett slags arkitektonisk arketyp, och sådana har intres- serat Jesper Nordahl i flera andra fall och re- sulterat i en rad serier av verk. Ett exempel är fotoserien av Saudiarabiens praktiska konglo- merat mellan bensinstationer och moskéer (Gasoline and God, 2000), eller dokumente- randet av bebyggelse i den lettiska staden Ka- rosta (2001), en gång en rysk krigshamn, idag utnämnt till ett frihandelsområde. Sedan 1993 har denna ort av Nato underkastats projekter- ingen ”CCMS” (Committee on the Challenge of a Modern Society) – med det bistra tillägget: ”clean-up project". Dessa är alla platser som på olika sätt kännetecknas av att befinna sig i en politisk, ekonomisk eller kulturell transit, platser där arkitekturen ibland reflekterar sin omgivning, i andra fall inte alls. En motorväg beräknas enligt Nihon Doro Ko- dan/Japan Highway Public Corporation (avs- nittet ”Process of Construction") ta tio till fem- ton år att färdigställa. I skrivande stund har Tokyo Metropolitan Expressway efter nära fyrtio år fortfarande 128,4 km som kvarstår att bygga. Jesper Nordahls fotografier skänker trots detta inte betraktaren i första hand en in- sikt om transcendens, om att motorvägen kommer att ha utsatts för en genomgripande förändring när konstnären vid nästa tillfälle återvänder till Japan för att återuppta sitt do- kumenterande. Konstnärens fotografier och video är nämligen alltid tagna med fast kame- ra och i statisk profil: aldrig upplevs här käns- lan av det febrilt rusande blodomlopp som Tokyo Metropolitan Expressway rimligen bör utgöra i staden. Snarare är verken ett envist och formmedvetet porträtterande enligt ver- tikala och horisontala koordinater och med himlen som en ständig, slutgiltig fond. Rem Koolhaas hyllar i sitt manifest för Man- hattan, Delirious New York (1978), staden där det artificiella slutgiltigt skall ersätta det na- turliga. Tokyo Metropolitan Expressway besit- ter med sin ”ofullständiga” ("ofullbordade” är kanske ett bättre uttryck här) och vertikalt strävande topografi kvaliteter som man också finner i Koolhaas’ ”generella stad", men den tillhör utan tvekan verkligheten och Jesper Nordahls fotografier understryker detta fak- tum, än en gång. Mats Stjernstedt är chef för Index i Stockholm. Jesper Nordahl: Tokyo Metropolitan Expressway Apart from being a network of expressways connecting the city center of Tokyo with more remote districts, Metropolitan Expressway is also a series of photographs and a video in- stallation by Jesper Nordahl. The distinct pro- file of the expressway has been caught in the camera’s eye as it cuts through the cityscape, embodying yesterday’s visionary conception of the future, which first emerged at the time of the Olympic Games in Tokyo in 1964. Accor- ding to the “ Annual Report 2000” of Nihon Do- ro Kodan/Japan Expressway Public Corpora- tion, this expressway system not only re- spects topographical and geological condi- tions (each section of the expressway being built to withstand earthquakes), but it also re- spects inter-human and environmental rela- tions, with high-level traffic security, sound- barriers and underground tunnels, when ne- cessary. Tokyo Metropolitan Expressway is a kind of architectural archetype, and such items have been fascinating for Jesper Nordahl in other cases, resulting in several series of works. One example would be the series on the practical conglomerations of gas stations and mosques (Gasoline and God, 2000), or the documen- tation of buildings in the Latvian city of Karosta (2001), once a Russian military port, today a place for free trade. Since 1993, this city has been the object of a project called “CCMS” (Committee on the Challenge of a Modern Society) – however with the grim addition: “clean up project.” These places are all charac- terized by somehow being in a state of politi- cal, economical, or cultural transition, places where the architecture sometimes reflects its surroundings, and sometimes not. According to Nihon Doro Kodan/Japan Ex- pressway Public Corporation (section ”Pro- cess of Construction") it normally takes 10 to 15 years to complete the construction of an expressway. At present, after nearly forty years, 128.4 kilometers of the express way are still under construction. In spite of this, Je- sper Nordahl’s photographs do not provide the viewer with any sense of transcendence, they don’t tell us that the expressway will ha- ve changed dramatically when the photograp- her next returns to Japan to resume his docu- mentary work. The photographs and the vide- os are always done by using a stationary ca- mera and in static profile: you never experien- ce the feeling of the intensive circulatory system that the Tokyo Metropolitan Ex- pressway constitutes in the city. The works become a stubborn and formally conscious portrayal according to vertical and horizontal coordinates, with the sky as an ever-present and final backdrop. In Delirious New York (1978), Rem Koolhaas praises the city for having finally replaced na- ture with artifice. With its “incomplete” (per- haps “incompleted” would be a better word) and vertically ascendant topography, Tokyo Metropolitan Expressway displays qualities that also could be found in Koolhaas’s “Ge- neric City,” but it undoubtedly belongs to reali- ty, and Jesper Nordahl’s photographs underli- ne this fact once more. Mats Stjernstedt is Director of Index in Stockholm
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references; ANNUAL REPORT2000, NIHON DORO KODAN, NDK, – Japan Highway Public Corporation – www.japan-highway.go.jp, *Tokyo, a guide to recent architecture, Noriyuki Tajima Motorway Planning Motorways are carefully located so as to cause minimum interference on urban and natural en- vironments and places of cultural and historical interest. In almost all cases, environmental impact reports are prepared and presented at public hearings for those living in places where motorways are planned.
Transcript of P2
TOKYO METROPOLITAN EXPRESSWAY
The first section, stretching 4.5 kilometres fromTakara-cho in Chuoku to Kaigan in Minato-ku,was completed in 1962. The initial aim was toconnect the scattered gymnasiums and stadi-ums built for the 1964 Tokyo Olympics. The vari-ous arranged supporting columns are in partsas high as 40 metres. They are specially desig-ned to withstand earthquakes, with each sec-tion of road capable of moving by a maximum of20 centimetres.*
Facilities on National MotorwaysAs access to national motorways in Japan isfully controlled, interchanges, service areas,parking areas and bus stops are provided as es-sential facilities.
Service areas and parking areas are providedas rest facilities alongside national motorways. A service area has parking lots, open spaces, fil-ling stations, repair shops, restaurants, foodshops, free public houses, and lavatories, whilea parking area has only parking lots, open spa-ces, food shops and lavatories. Service areasare generally constructed at intervals of aboutevery 50km and parking areas at every 15km.NDK has been promoting the construction of”Highway Oasis” through 18 individual projects,out of which fifteen projects are already com-pleted. ”High-way Oasis” is a joint-developmentproject with developers of leisure facilities (natural parks, historic parks, etc.) next to a motorway's rest facilities. NDK constructs an access road to the facilities to help the deve-lopers. Motorway users can use the leisure facilities on the way to their final destinationswithout leaving the motorway, thus avoiding incurring extra costs and time.
Motorway PlanningMotorways are carefully located so as to causeminimum interference on urban and natural en-vironments and places of cultural and historical
interest. In almost all cases, environmental impact reports are prepared and presented atpublic hearings for those living in places wheremotorways are planned.
Motorway DesignMotorways are designed having regard not onlyto topography, geophysical conditions, con-struction costs, land acquisition difficulties andtraffic safety, but also to the impact on the en-vironment. Noise barriers, buffer zones formedof dense trees and shrubs, earth banks and anti-noise tunnels and semi underground structuresare introduced where these are considered to be necessary. Compensation for Motorway Pollution When significant pollution to roadsideareas is caused by the execution of road worksor the operation of motorways, appropriatecompensation is made according to the cir-cumstances.
OUTLINE OF NIHON DORO KODAN, NDK – Japan Highway Public Corporation –As at 1st August, 2000Establishment: 16th April, 1956Capital: 1,958,314MillionNumber of Employees: 8,900Business: National Motorways in operation6,666km, under construction 2,398kmRegional Motorways in operation 824.2km, under construction 128.4kmCar Parks Tokyo and FukuokaLocation of Head Office: TokyoRegional Bureaus: Hokkaido, Tohoku, Hokuriku,Kansai, Chugoku, Shikoku and Kyushu Con-struction Bureaus: Tokyo, Shizuoka and NagoyaOperation Bureaus: Tokyo (3) and NagoyaNDK introduced CI (Corporate Identity) activi-ties as JH (Japan Highway). CI activities are in-troduced into an organisation for the purposeof improving its public image and revitalisingthe organisation. The NDK's CI activities haveincluded establishing its corporate philosophy.
The Corporate Statement of NDK (JH) is shownbelow:CORPORATE STATEMENT OF JH CORPORATEPHILOSOPHYJH contributes to building an affluent and healthy society by creating a network of com-fortable and reliable road space, envisaging the future.
MANAGEMENT PRINCIPLESJH aims at an early completion of the highwaynetwork harmonised with local communitiesand natural surroundings.JH provides user-oriented services.JH utilises all its available resources for efficientmanagement.JH further enhances its engineering capabilitiesusing technological innovation.JH strengthens public relations.JH creates a lively atmosphere in the office.GUIDELINES FOR INDIVIDUALS[Communication-conscious]We communicate sincerely respecting othersinterests.[Challenge-conscious]We take up challenges positively with flexiblethinking.[Cost-conscious]We perform cost-effectively to carry out jobsefficiently.[Health-conscious]We keep rejuvenating our minds and bodies.CORPORATE SLOGANCreating Roads for Our Future
references; ANNUAL REPORT2000, NIHONDORO KODAN, NDK, – Japan Highway PublicCorporation – www.japan-highway.go.jp, *Tokyo, a guide to recent architecture, Noriyuki Tajima
Jesper Nordahl: Tokyo MetropolitanExpressway Tokyo Metropolitan Expressway är, förutomett nät av motorvägar som förbinder Tokyosstadscentrum med mer fjärran belägnadistrikt, en svit fotografier och videoinstalla-tion av Jesper Nordahl. Motorvägens distinktaprofil har här fångats i kameraögat där denskär genom stadslandskapet och förkroppsli-gar ett visionärt framtidstänkande av igår, på-börjat i och med de Olympiska Spelen i Tokyo1964. Enligt ”Annual Report 2000” från NihonDoro Kodan/Japan Highway Public Corpora-tion tar detta system av motorvägar inte barahänsyn till topografiska och geologiska förhål-landen (varje sektion av motorvägen är kon-struerad för att kunna motstå jordbävningar);det beaktar även mer mellanmänskliga ochmiljömässiga relationer, vilka tar sig uttryck iform av hög trafiksäkerhet och sunt miljötän-kande med bullervallar och inbyggda tunnlardär detta ansetts nödvändigt.
Tokyo Metropolitan Expressway är ett slagsarkitektonisk arketyp, och sådana har intres-serat Jesper Nordahl i flera andra fall och re-sulterat i en rad serier av verk. Ett exempel ärfotoserien av Saudiarabiens praktiska konglo-merat mellan bensinstationer och moskéer(Gasoline and God, 2000), eller dokumente-randet av bebyggelse i den lettiska staden Ka-rosta (2001), en gång en rysk krigshamn, idagutnämnt till ett frihandelsområde. Sedan 1993har denna ort av Nato underkastats projekter-ingen ”CCMS” (Committee on the Challengeof a Modern Society) – med det bistra tillägget:”clean-up project". Dessa är alla platser sompå olika sätt kännetecknas av att befinna sig ien politisk, ekonomisk eller kulturell transit,platser där arkitekturen ibland reflekterar sinomgivning, i andra fall inte alls.
En motorväg beräknas enligt Nihon Doro Ko-dan/Japan Highway Public Corporation (avs-nittet ”Process of Construction") ta tio till fem-ton år att färdigställa. I skrivande stund harTokyo Metropolitan Expressway efter närafyrtio år fortfarande 128,4 km som kvarstår attbygga. Jesper Nordahls fotografier skänkertrots detta inte betraktaren i första hand en in-sikt om transcendens, om att motorvägenkommer att ha utsatts för en genomgripandeförändring när konstnären vid nästa tillfälleåtervänder till Japan för att återuppta sitt do-kumenterande. Konstnärens fotografier ochvideo är nämligen alltid tagna med fast kame-ra och i statisk profil: aldrig upplevs här käns-lan av det febrilt rusande blodomlopp somTokyo Metropolitan Expressway rimligen börutgöra i staden. Snarare är verken ett envistoch formmedvetet porträtterande enligt ver-tikala och horisontala koordinater och medhimlen som en ständig, slutgiltig fond.
Rem Koolhaas hyllar i sitt manifest för Man-hattan, Delirious New York (1978), staden därdet artificiella slutgiltigt skall ersätta det na-turliga. Tokyo Metropolitan Expressway besit-ter med sin ”ofullständiga” ("ofullbordade” ärkanske ett bättre uttryck här) och vertikaltsträvande topografi kvaliteter som man ocksåfinner i Koolhaas’ ”generella stad", men dentillhör utan tvekan verkligheten och JesperNordahls fotografier understryker detta fak-tum, än en gång.
Mats Stjernstedtär chef för Index i Stockholm.
Jesper Nordahl: Tokyo MetropolitanExpresswayApart from being a network of expresswaysconnecting the city center of Tokyo with moreremote districts, Metropolitan Expressway isalso a series of photographs and a video in-stallation by Jesper Nordahl. The distinct pro-file of the expressway has been caught in thecamera’s eye as it cuts through the cityscape,embodying yesterday’s visionary conceptionof the future, which first emerged at the timeof the Olympic Games in Tokyo in 1964. Accor-ding to the “Annual Report 2000” of Nihon Do-ro Kodan/Japan Expressway Public Corpora-tion, this expressway system not only re-spects topographical and geological condi-tions (each section of the expressway beingbuilt to withstand earthquakes), but it also re-spects inter-human and environmental rela-tions, with high-level traffic security, sound-barriers and underground tunnels, when ne-cessary.
Tokyo Metropolitan Expressway is a kind ofarchitectural archetype, and such items havebeen fascinating for Jesper Nordahl in othercases, resulting in several series of works. Oneexample would be the series on the practicalconglomerations of gas stations and mosques(Gasoline and God, 2000), or the documen-tation of buildings in the Latvian city of Karosta(2001), once a Russian military port, today a place for free trade. Since 1993, this city hasbeen the object of a project called “CCMS”(Committee on the Challenge of a Modern Society) – however with the grim addition:“clean up project.” These places are all charac-terized by somehow being in a state of politi-cal, economical, or cultural transition, placeswhere the architecture sometimes reflects itssurroundings, and sometimes not.
According to Nihon Doro Kodan/Japan Ex-pressway Public Corporation (section ”Pro-cess of Construction") it normally takes 10 to15 years to complete the construction of anexpressway. At present, after nearly fortyyears, 128.4 kilometers of the express wayare still under construction. In spite of this, Je-sper Nordahl’s photographs do not providethe viewer with any sense of transcendence,they don’t tell us that the expressway will ha-ve changed dramatically when the photograp-her next returns to Japan to resume his docu-mentary work. The photographs and the vide-os are always done by using a stationary ca-mera and in static profile: you never experien-ce the feeling of the intensive circulatorysystem that the Tokyo Metropolitan Ex-pressway constitutes in the city. The worksbecome a stubborn and formally consciousportrayal according to vertical and horizontalcoordinates, with the sky as an ever-presentand final backdrop.
In Delirious New York (1978), Rem Koolhaaspraises the city for having finally replaced na-ture with artifice. With its “incomplete” (per-haps “incompleted” would be a better word)and vertically ascendant topography, TokyoMetropolitan Expressway displays qualitiesthat also could be found in Koolhaas’s “Ge-neric City,” but it undoubtedly belongs to reali-ty, and Jesper Nordahl’s photographs underli-ne this fact once more.
Mats Stjernstedtis Director of Index in Stockholm
