Population, employment, and land price distributions in the Tokyo metropolitan area

Hatta, Tatsuo; Ohkawara, Toru

doi:10.1007/bf01098431

Cited by 8 publications

(6 citation statements)

References 5 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…1997). Most of these studies are based on the application of, and deduction from received theories in housing economics (Gu and Colwell, 1997;Kim, 1990;Ohtake and Shintani, 1996;Pasha and Butt, 1996;Ravallion, 1988;Struyk, 1990), urban economics (Ahmad, 1993;Daniere, 1994;Fujita and Kashiwadani, 1989;Hatta and Ohkawara, 1993;Head and Ries, 1996;Lee, 1990;Lim and Lee, 1993;Rose, 1992;Suh, 1991;Suh 1993;Tabuchi, 1990;Zheng, 1991), regional economics (Gabriel et. al.…”

Section: Past and Presentmentioning

confidence: 99%

Aging City and House Prices: Impact of Aging Condominium Stock on the Housing Market in the Tokyo- Metropolitan Area

Chan¹,

Wang²,

Yang³

2024

IRER

View full text Add to dashboard Cite

The growth in real estate research in Asia has been very significant over the past decade. Figure 1 shows the trend of the research papers on Asian real estate markets published in 17 real estate academic journals. A list of the journals surveyed is shown in Table 1. This number represents only a fraction of all the studies on the Asian real estate markets since books, research monographs, research reports, conference papers, and journal papers published in languages other than English are not included. Figure 2 shows the breakdown by markets.

show abstract

Section: Past and Presentmentioning

confidence: 99%

Aging City and House Prices: Impact of Aging Condominium Stock on the Housing Market in the Tokyo- Metropolitan Area

Chan¹,

Wang²,

Yang³

2024

IRER

View full text Add to dashboard Cite

show abstract

“…The railways are a very competitive mode of transportation for peak-period journeys to the CBDs, due to high train frequencies, congestion of roadways, and difficulty in finding parking at an affordable price. Moreover, Japanese employers reimburse their employees (up to a certain limit) for the cost of commuting through a tax-deductible benefit (Hatta and Ohkawara, 1993;Yamaga, 2002). These factors have encouraged employees to reside in suburban areas where land prices are relatively cheap, and they then commute to their workplaces in the CBDs by rail.…”

Section: An Overview Of Railway Operationsmentioning

confidence: 99%

Commuting Patterns in the Osaka Metropolitan Area: A Gis-Based Analysis of Commuter Rail Passengers

Sakanishi

2006

Rev Urban & Reg Dev Stud

View full text Add to dashboard Cite

The urban economic growth and suburbanization had increased the number of suburban commuters using rail transit in the Osaka metropolitan area for 40 years since the 1950s. This trend reversed to continuous shrinkage in the 1990s. The reduction in passengers may lead to financial problems for the operators and an increase in railway fares or decline in quality of service. This study investigates the factors responsible for the decline in demand for rail service by analyzing changes in population and commuters using Geographical Information Systems (GIS) and small area statistics linked with locations of urban rail networks. The results indicate that the dispersion of jobs from 1990 to 2000 significantly reduced commutes by rail. Demographic analysis shows that because of low fertility rates and the rapidly aging population the decline in the number of commuters will intensify in coming decades, causing serious financial problems for railway operators.

show abstract

“…Typically, employers buy a monthly public transportation (e.g., rail) pass for their employees.' In light of this institutional fact it is 'Hatta and Ohkawara (1993) have recently argued that the Japanese employers include transportation subsidies as part of the compensation package because these subsidies may then be excluded from taxable income. They find subsidization of commuting costs results in significant increases in Tokyo's land prices.…”

Section: Theoretical Modelmentioning

confidence: 99%

“…Third-ring origins and first-ring destinations are sufficiently spatially separate that walking or bicycling would not be likely to be feasible. On the other hand, the first ring of Tokyo is very dense and automobile travel is very slow, expensive, inconvenient and little used by commuters (Hatta and Ohkawara, 1993). Therefore, the average travel time of mass transit users is likely to be a good proxy for the average travel time of all commuter^.^ Eleven of the 570 (15 x 38) routes in the sample had missing values for travel times since fewer than ten respondents to the Daitoshi Kotsu Sensasu reported taking these routes and (for reasons of confidentiality) no data about these routes were contained in the unpublished tabulations made available to US.^ We estimated travel time on these routes using travel time from the same origin to an adjacent destination plus a correction based on other data in the sample.…”

Section: Sample and Datamentioning

confidence: 99%

Compensation for Commutes in the Land and Labor Markets: Some Evidence From the Tokyo Metropolitan Area*

Merriman

Hellerstein

1994

Journal of Regional Science

View full text Add to dashboard Cite

Recent research suggests that in nonmonocentric cities compensation for commutes takes the form of both lower housing prices and higher wages. This paper develops a random utility model that predicts the probability of an actor choosing to commute between each residence and job in a metropolitan area conditional on the observed location of housing units and job sites. The model allows commuting time, origin-specific amenities, land prices, destination-specific amenities and wages to influence actors' choices. We estimate the model using maximum likelihood and generalized least squares techniques and data on commuting between each of 38 origin and 15 destination jurisdictions in the Tokyo metropolitan area.The empirical results show that, all else equal, a one percent increase in commuting time reduces the probability that a route (origin-destination combination) will be chosen by almost five percent. Origin-specific amenities are not completely capitalized into land prices and destination-specific amenities are not completely capitalized into wages. Desirable residential amenities include school quality and a low ratio of day to night population. Desirable workplace amenities include a large share of white collar jobs and a high density of employment.

show abstract

Population, employment, and land price distributions in the Tokyo metropolitan area

Cited by 8 publications

References 5 publications

Aging City and House Prices: Impact of Aging Condominium Stock on the Housing Market in the Tokyo- Metropolitan Area

Aging City and House Prices: Impact of Aging Condominium Stock on the Housing Market in the Tokyo- Metropolitan Area

Commuting Patterns in the Osaka Metropolitan Area: A Gis-Based Analysis of Commuter Rail Passengers

Compensation for Commutes in the Land and Labor Markets: Some Evidence From the Tokyo Metropolitan Area*

Contact Info

Product

Resources

About