The Shuto Expressway (首都高速道路, Shuto Kōsoku Dōro), commonly referred to as the Metropolitan Expressway or Shutoko, is a comprehensive network of tolled expressways designed to manage urban traffic in the Greater Tokyo Area of Japan. Spanning approximately 327 kilometers, it primarily consists of elevated roadways, tunnels, and bridges that connect central Tokyo with surrounding prefectures, including Kanagawa, Saitama, and Chiba, while accommodating over 1 million vehicles per day on average. Operated exclusively by motor vehicles without traffic lights or intersections, the system plays a vital role in alleviating congestion in one of the world's most densely populated regions.[1][2]Construction of the Shuto Expressway began in 1959 under the Metropolitan Expressway Public Corporation to address post-war traffic challenges in Tokyo, with the inaugural 4.5-kilometer section from Kyobashi to Shibaura opening on December 20, 1962, in preparation for the 1964 Summer Olympics. Key expansions followed rapidly: the Inner Circular Route was completed in 1967, enabling a full loop around central Tokyo; connections to major national expressways like the Tōmei Expressway in 1971 and the Chūō Expressway in 1976 were established; and the total length surpassed 100 kilometers by 1973. Further developments included links to the Higashi-Kantō Expressway in 1982, the Tōhoku Expressway in 1987, and the Tokyo Bay Aqua-Line in 1997, culminating in the full opening of the Central Circular Route in 2015, which enhanced circumferential connectivity; more recently, the Yokohama Northwest Line (7.1 km) opened in 2020. The network's privatization in 2005 led to the formation of the Metropolitan Expressway Company Limited, which now oversees new construction, maintenance, repairs, and disaster recovery for the aging infrastructure, much of which exceeds 30 years old.[1][3]The Shuto Expressway's structure features three main circular routes—the Inner, Central, and Outer—interconnected with multiple radial routes extending outward from Tokyo's core, forming a hub-and-spoke model that integrates with Japan's broader expressway system. With 21 parking areas, it emphasizes safety and efficiency through ongoing renovations. As of fiscal year 2019, the network recorded 327.2 kilometers in operation, supporting economic activity by linking key hubs like Haneda Airport, business districts, and ports, while contributing to regional connectivity for over 1 million daily users in recent years. The operator, employing 1,142 staff as of March 31, 2025, maintains majority ownership by Japanese municipalities and the Ministry of Finance, ensuring public interest in its management.[1][3][4]
Overview
Purpose and Design
The Shuto Expressway serves as a vital tolled expressway network designed to mitigate severe urban traffic congestion in the Greater Tokyo Area, connecting central Tokyo with its expansive suburbs and surrounding regions. Spanning Tokyo Metropolis, Kanagawa, Saitama, and Chiba prefectures, the system comprises multiple routes totaling approximately 327 kilometers in length.[1][5] Its primary purpose emerged in the post-World War II era to support Japan's reconstruction by improving transportation infrastructure, particularly in preparation for the 1964 Tokyo Olympics, which necessitated efficient links to key venues like Haneda Airport and event sites.[1]Engineered with a radial and circumferential layout, the expressway facilitates seamless connectivity from the city center outward, integrating with national expressways such as the Tomei and Chuo for broader regional access. This configuration allows for the efficient distribution of traffic flows, reducing bottlenecks in one of the world's most densely populated urban areas. The design emphasizes full grade separation, eliminating at-grade intersections to ensure uninterrupted travel, while speed limits are set between 50 and 80 km/h depending on the section—typically 60 km/h on most routes, with lower limits in the innermost loops and higher on outer bayside segments.[1][6]Key engineering features include predominantly elevated structures, supplemented by tunnels and bridges, to traverse the challenging dense urbanterrain without disrupting ground-level activity. These viaducts, often spanning rivers and built-up districts, incorporate multi-lane configurations of two to four lanes per direction to accommodate high volumes of vehicles while maintaining safety in tight urban confines. Such adaptations highlight the system's focus on reliability and capacity, enabling over one million daily vehicles (as of fiscal year 2019) to navigate the metropolis effectively.[1][6]
Ownership and Operations
The Shuto Expressway is owned and operated by the Metropolitan Expressway Company Limited (commonly known as Shutoko), a privatized public corporation established on October 1, 2005, as the successor to the Metropolitan Expressway Public Corporation founded in 1959. Shutoko operates under the supervisory authority of Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT), which approves key programs such as renovations and ensures alignment with national transportation policies. This structure allows Shutoko to focus on the construction, maintenance, and management of the expressway network spanning over 300 kilometers in the Greater Tokyo Area.[3][7]Shutoko's operational scope encompasses comprehensive traffic control through 24/7 monitoring centers that integrate advanced surveillance systems for real-time oversight of road conditions and incidents. These centers utilize Intelligent Transport Systems (ITS) to provide drivers with dynamic traffic information via variable message signs, mobile apps, and broadcast services, enhancing route efficiency and safety. Additionally, emergency response protocols are in place, including rapid deployment of patrol teams, coordination with local authorities for accident clearance, and activation of disaster prevention systems in tunnels and elevated sections to mitigate risks from earthquakes or fires.[8][9][10]Daily operations handle an average traffic volume exceeding 1 million vehicles (as of fiscal year 2019), reflecting the system's critical role in urban mobility. Peak-hour management involves congestion forecasting, lane adjustments, and temporary speed limits to maintain flow during rush periods, while environmental compliance includes the installation of advanced noise barriers—such as absorptive panels up to 8 meters high—along urban stretches to reduce sound levels for nearby residents. These measures ensure adherence to national environmental standards while supporting sustainable infrastructure use.[5][11][12]Governance at Shutoko is directed by a board of directors, led by the president, which provides strategic oversight and reports to MLIT on operational performance. Funding derives primarily from toll revenues, supplemented by government subsidies for major infrastructure projects and debt repayment mechanisms, enabling long-term maintenance without direct taxpayer burden. The company publishes annual financial statements and performance reports, detailing metrics such as traffic volumes, revenue generation, and safety incident rates to promote transparency and accountability.[3][13][14]
Route Network
Circumferential Routes
The Circumferential Routes of the Shuto Expressway form ring-shaped pathways that encircle central Tokyo, enabling efficient orbital movement and distributing traffic from incoming radial routes. These routes include the Inner Circular Route (designated as No. C1), the Central Circular Route (No. C2), and the Outer Bayshore Route (No. B), which together provide critical connectivity around key districts while alleviating pressure on surface streets.[1]The No. C1 Inner Circular Route is a compact loop spanning 14.8 kilometers around the core wards of Chiyoda, Chūō, and Minato, passing landmarks such as the Imperial Palace and Tokyo Tower.[15] Fully completed on July 4, 1967, with the opening of the Shibakoen to Kasumigaseki section, it serves as the innermost ring of the system and links to radial routes at 12 major junctions, including Edobashi Junction, Hamazakibashi Junction, and Shibuya Junction.[1][16] These connections allow seamless transitions to spokes like Routes No. 1, No. 2, and No. 4, supporting daily traffic volumes that contribute significantly to the network's overall 1 million vehicles. The route experiences high congestion, particularly during peak hours, due to its central location and role in channeling urban flow, with a speed limit of 50 km/h to manage density.[1][17]The No. C2 Central Circular Route forms a broader inner loop of 48.8 kilometers, orbiting about 8 kilometers from Tokyo's center and encompassing districts like Shibuya, Shinjuku, and Ikebukuro.[1] Its construction progressed in phases, with the first section opening on March 30, 1982, and full completion on March 7, 2015, incorporating segments such as the eastern Yotsugi to Kasai JCT (11.2 km, opened 1987) and the northern Itabashi JCT to Kohoku JCT (7.1 km, opened 2002).[1] Key interchanges include Ohashi Junction, Nishi-Shinjuku Junction, and Ikebukuro Interchange, facilitating links to radial and bayside routes for broader orbital travel. Notable features include extensive underground sections in redevelopment zones, such as the Yamate Tunnel (18.2 km, opened in phases from 2007 to 2015), which reduces surface disruption and enhances capacity for over 200,000 vehicles daily amid persistent congestion.[1][17] These elements underscore C2's function in decongesting central Tokyo by diverting traffic from radials into a continuous loop.The No. B Bayshore Route serves as the outermost circumferential route, spanning approximately 62.1 kilometers along Tokyo Bay from Yokohama to Kisarazu, connecting the radial and extension routes to peripheral ports and industrial areas. Opened fully in 2001, it includes iconic structures like the Tokyo Bay Aqua-Line and supports freight and regional traffic.[1]
Radial Routes
The radial routes of the Shuto Expressway form a network of spoke-like expressways extending outward from central Tokyo, facilitating efficient access to peripheral districts and integration with national highway systems. These routes primarily consist of elevated structures with occasional tunnels to navigate urban terrain, accommodating both commuter vehicles during peak hours and freight transport to support economic activity. They connect at key interchanges to the Inner Circular Route (C1) and Central Circular Route (C2), enabling seamless transitions for traffic flowing into or out of the city center.[18]Among the primary radial routes is the No. 1 Ueno Route, spanning 4.4 km from Edobashi Junction to Iriya Interchange, which opened in 1963 and links to the C1 at Edobashi Junction while providing access to national highways in the northeastern sector. The No. 3 Shibuya Route extends 7.9 km from Shibuya to Tanimachi Junction, intersecting the C2 at Tanimachi Junction and supporting outbound connections to major arterials for southwestern Tokyo commuters. Further west, the No. 4 Shinjuku Route covers 13.5 km, originating from the C1 at Miyakezaka Junction and directing traffic toward central business districts and beyond.[1]The No. 5 Ikebukuro Line exemplifies radial connectivity to inter-regional networks, linking from the C1 at Takebashi Junction northward and ultimately to the Tohoku Expressway via the Tokyo Gaikan Expressway at Bijogi Junction, with sections opened in 1985 to handle northern inbound flows. These routes exhibit distinct traffic patterns, characterized by high volumes of inbound vehicles during morning rush hours as commuters converge on urban hubs, complemented by integration with publictransit stations for multimodal access. Freight traffic utilizes these corridors for distribution, though peak commuter demand often dictates capacity management.[1][19]
Extension Routes
The extension routes of the Shuto Expressway extend the network beyond central Tokyo into the adjacent prefectures of Kanagawa and Saitama, providing essential connectivity for regional commuters and freight transport. These auxiliary lines, designated with K (for Kanagawa) and S (for Saitama) prefixes, total approximately 100 km in combined length and integrate with the core radial routes to facilitate access to suburban and industrial areas.[20]In Kanagawa Prefecture, the No. K1 Yokohane Route connects to the Bayshore Route and spans 19.7 km, linking northern Yokohama areas to the main network for improved access to the port and industrial zones. This route, which includes segments opened post-1970, features elevated structures and junctions that support high-volume traffic from the Tokyo-Yokohama corridor. Similarly, the No. K3 Kariba Route, opened in 1990, links Tokyo directly to Yokohama over 8.6 km, emphasizing efficient regional flow between urban centers.[1][20]Saitama Prefecture's extensions include the No. S1 Kawaguchi Route, a 12.2 km segment from Kawaguchi to Tokyo that crosses major rivers such as the Arakawa via dedicated bridges, enhancing links to northern suburbs. The No. S5 Ōmiya Route provides further extensions into outer Saitama, supporting suburban growth by connecting to local highways and accommodating increased residential and commercial development since its integrations in the 1990s. These Saitama lines feature toll adjustments tailored for regional users to encourage daily commuting.[1][20]Overall, the extension routes incorporate engineering features like river-spanning bridges—for instance, the Edogawa Bridge on the S1 alignment—to overcome geographical barriers, while their development milestones reflect post-1970 expansions in Kanagawa and 1980s-1990s integrations in Saitama driven by urban sprawl. These connections briefly feed into the core radial routes, bolstering the broader Shuto system's capacity for inter-prefectural travel.[1][20]
History
Planning and Initial Construction
The planning for the Shuto Expressway originated in Japan's post-World War II reconstruction efforts, as Tokyo lay in ruins from extensive bombing that destroyed over 40% of its urban area, creating an urgent need for modern infrastructure to support economic recovery and population growth. In 1946, the Tokyo Metropolitan Government issued the City Plan for Postwar Reconstruction, which included concepts for urban highways to alleviate congestion in the densely packed capital. This foundational vision emphasized elevated structures to minimize disruption to the rebuilding cityscape.[21]The project gained legal structure through the establishment of the Metropolitan Expressway Public Corporation in 1959, under the Metropolitan Expressway Public Corporation Law (Law No. 133 of 1959), which authorized the construction and management of the network as a semi-public entity focused on Tokyo's metropolitan area. Construction commenced that same year, prioritizing segments essential for upcoming international events. The first section, spanning 4.5 km from Kyobashi to Shibaura on what would become Route 1, opened to traffic on December 20, 1962, just ahead of the 1964 Summer Olympics to facilitate access to venues and Haneda Airport.[22][1]Initial construction faced significant challenges, including land acquisition amid Tokyo's war-devastated yet rapidly repopulating landscape, where fragmented ownership and informal settlements complicated negotiations. Funding was secured primarily through government bonds issued by the new corporation, supplemented by national subsidies from the Ministry of Construction. Engineering innovations, such as Japan's first urban elevated viaducts using prestressed concrete, allowed the system to span rivers, railways, and rebuilt neighborhoods without extensive ground-level expropriation, setting a precedent for dense urban highway design. The Japan Highway Public Corporation provided technical advisory support during planning, drawing on its national expressway expertise.[23][1]
Major Expansions and Milestones
Following its initial construction phase rooted in post-war planning, the Shuto Expressway underwent major expansions in the 1970s and 1980s that solidified its role as Tokyo's primary urban highway network. In 1971, Route 3 (Shibuya Line) was completed on December 21, connecting the system to the Tomei Expressway and enabling smoother access from central Tokyo to national routes. By 1973, the Yaesu Route opened on February 15, pushing the total length beyond 100 km for the first time. The 1978 openings included the first Chiba Prefecture route on January 20 (Shin-kiba to Urayasu, 6.0 km) and Kanagawa Route 2 (Mitsuzawa Line) on March 7, extending the network into adjacent prefectures. These additions brought the total length to 138.7 km by the end of 1979, with further growth in 1987 when the east segment of the Central Circular Route opened on September 9, surpassing 200 km overall.[1]The 1990s and 2000s brought milestones focused on technological integration and resilience. The Great Hanshin-Awaji Earthquake of January 17, 1995, prompted immediate seismic reinforcements, including enhanced concrete pier designs to prevent collapse under strong ground motion, drawing directly from observed failures in elevated structures. Electronic Toll Collection (ETC) was introduced on October 22, 2001, at 11 initial tollbooths, streamlining payments and reducing congestion at entry points. By the mid-2000s, the network had expanded to nearly 300 km, achieving substantial completion of its core routes, including the north segment of the Central Circular Route in 2002. The full system reached 299.3 km by 2009, supporting over 1 million daily vehicles.[24][1]In recent decades, adaptations addressed urban integration and disaster recovery. The 2011 Tohoku earthquake and tsunami led to system-wide inspections and minor repairs to ensure operational continuity, with the network playing a key role in relief logistics despite limited direct damage in the Tokyo area. A landmark project approved in May 2020 involves relocating a 1.8 km elevated segment of the Inner Circular Route (C1) in the Nihonbashi district underground, aimed at removing visual barriers over historic sites and improving waterfront aesthetics; the project entered Phase 2 (tunnel construction) in April 2025, with construction progressing toward completion by the mid-2030s. In April 2025, the KK Line (Tokyo Expressway) was closed for redevelopment into the "Tokyo Sky Corridor," an elevated green walkway enhancing urban connectivity. The system's 50th anniversary in 2012, marking the 1962 opening of its first section, coincided with a shift to distance-based tolling on January 1, alongside infrastructure upgrades to facilitate emerging technologies like autonomous vehicle testing on select routes.[25][26][1]
System Management
Toll Collection and Revenue
The Shuto Expressway employs a dual toll collection system, with payments processed either via cash at traditional gates or electronically through the Electronic Toll Collection (ETC) system. For cash payments, a flat rate applies regardless of distance traveled within the network, set at ¥1,950 for standard-sized passenger vehicles, ¥2,310 for middle-sized vehicles, ¥3,110 for large vehicles, and ¥5,080 for extra-large vehicles, reflecting the urban, short-haul nature of most trips. In contrast, ETC users are charged on a distance-based basis, calculated at approximately ¥24.60 per kilometer for standard vehicles, with rates ranging from ¥19.68 to ¥24.60 per kilometer for light vehicles and motorcycles, and higher for trucks—¥29.52 per kilometer for small and medium-sized trucks, and up to ¥40.59 per kilometer for large trucks—rounded to the nearest ¥10 and subject to minimum charges starting at ¥300 for standard vehicles. Short urban segments often result in effective flat-like fees due to these minimums.[27][28]ETC technology has become integral to the system, with dedicated lanes facilitating non-stop tolling via in-vehicle transponders linked to credit cards or prepaid accounts. Since April 2022, 35 toll gates have been designated ETC-only, expanding to 90 entrances in fiscal year 2025, effectively phasing out cash lanes at many access points and encouraging widespread ETC adoption for efficiency and discounts. ETC users benefit from variations in pricing, including a late-night discount of up to 30% for travel with entry and exit between 0:00 a.m. and 4:00 a.m. to alleviate congestion, as well as 30% reductions on weekends and national holidays to promote off-peak usage. Emergency vehicles, such as ambulances and police cars, are exempt from tolls across the network to ensure rapid response capabilities. These measures, combined with time-of-day and seasonal adjustments, help manage traffic flow while generating revenue.[29][30][28][31]Annual toll revenue for the Metropolitan Expressway Company, which operates the Shuto Expressway, reached ¥391.2 billion in fiscal year 2024 (April 1, 2024, to March 31, 2025), primarily from ETC transactions that now dominate collections. Revenue allocation prioritizes operational sustainability, with approximately 48% directed toward rent expenses on highway assets—including maintenance and infrastructure preservation—¥188.9 billion in fiscal year 2024, while additional funds cover administration costs of ¥188.0 billion, debt service on construction bonds, and investments in expansions. The remaining portion supports modest operating profits of ¥2.2 billion. Financial transparency is maintained through audited consolidated statements released annually, ensuring accountability to stakeholders.[14]
Maintenance and Infrastructure Upgrades
The Metropolitan Expressway Company Limited conducts routine maintenance on the Shuto Expressway through a combination of daily patrols, visual inspections, and non-destructive testing to identify fatigue damage in steel structures and bridges. These efforts include repaving pavements to address ruts and cracks, refinishing protective coatings on surfaces, and reinforcing concrete slabs with carbon fiber sheets, all aimed at extending the lifespan of the network's aging infrastructure, where approximately 40% of the 327.2 km of routes have been in operation for over 40 years. Annual cleaning operations remove thousands of tons of garbage and soil from roadways, tunnels, and parking areas to ensure operational safety and hygiene.[32][5]Seismic retrofitting has been a major focus, with earthquake resistance improvements, including steel plate reinforcements on all bridge piers and collapse-prevention measures using brackets, cables, and rubber bearings, fully completed across the system. The company employs advanced technologies such as the i-DREAMs® smart infrastructure management system, which uses AI for damage estimation, repair prioritization, and asset tracking via a comprehensive database of inspections and repairs. Drone and robot inspections supplement traditional methods for hard-to-reach areas, while near-infrared ray scanning and digital image analysis aid in detecting subsurface issues like corrosion on elevated structures, where rebars are protected by rust-resistant epoxyresin coatings.[24][32][33][34]Infrastructure upgrades emphasize efficiency and environmental integration, including the rollout of white LED lighting starting with the Harumi Line in 2009 and continuing across elevated sections to reduce energy consumption. Smart monitoring extends to pavement conditions through integrated AI-driven evaluations, supporting preventive repairs that minimize disruptions via night-time operations and 24-hour emergency response teams. Sustainability measures include the installation of fast EV chargers at eight parking areas, such as Heiwajima, Yoga, and Yoyogi, to support electric vehicle adoption along the network. Additionally, rainwater harvesting initiatives at sites like Ohashi Junction contribute to local environmental education and floodmitigation efforts. Funding for these activities is derived primarily from toll revenues, enabling ongoing preservation of the system's reliability.[35][36][37][38]
Safety and Incidents
Accident Trends and Prevention Measures
In recent years, the Shuto Expressway has experienced thousands of accidents annually. Rear-end collisions account for the majority of these incidents, primarily attributed to heavy congestion in urban sections.[39][40]To address these trends, the Metropolitan Expressway Company Limited (Shutoko) has implemented variable speed limits displayed via electronic signs to manage flow and reduce collision risks during peak hours.[40] Driver education campaigns, including workshops and distributed materials on safe merging and congestion navigation, complement these technological measures.[40]The widespread adoption of Electronic Toll Collection (ETC) systems has facilitated smoother traffic flow and quicker incident response. Vulnerable areas, particularly merge points on radial routes, receive targeted interventions like impact-absorbing barriers and enhanced lighting to mitigate risks from sudden lane changes.[40] These efforts build on broader infrastructure upgrades to support overall safety.[40]
Notable Accidents and Responses
One of the most significant incidents on the Shuto Expressway occurred during the 2011 Tōhoku earthquake and tsunami, when the magnitude 9.0 event caused widespread shaking in the Tokyo area, leading to temporary closures of multiple sections for safety inspections.[41] Emergency assessments revealed minor structural damages, such as cracks in bridge piers and expansion joints on routes like the Bayshore and Central Circular lines, but no major collapses; repairs were completed within weeks, enabling full operations to resume by late March 2011.[24] The Metropolitan Expressway Company coordinated with authorities to prioritize seismic reinforcements based on these findings, underscoring the system's resilience under extreme conditions.[42]In May 2024, a seven-vehicle pileup on the Ikebukuro Route 5 resulted in three fatalities and two injuries after a truck abruptly stopped, causing subsequent collisions and a fire that engulfed several vehicles.[43] The incident, which occurred early in the morning on the southbound lanes, prompted immediate evacuations and a section closure for investigation; the truck driver was arrested by the National Police Agency for professional negligence.[44] This event highlighted visibility and braking issues in high-traffic conditions, leading to enhanced signage and speed monitoring in affected areas.A notable fire incident took place in September 2022 on the Ikebukuro Line, where a tank truck caught fire, spreading flames and smoke that necessitated a full lane closure and prompted rapid response from emergency services.[45] Firefighters contained the blaze without casualties, but the event exposed vulnerabilities in hazardous material transport; subsequent probes by the National Police Agency resulted in stricter regulations for tanker inspections and routing on urban expressways.[46]On October 18, 2025, a collision between a car and a truck on an expressway near Tokyo resulted in two deaths and multiple injuries.[47] The incident led to temporary lane closures for investigation and highlighted ongoing risks in mixed vehicle traffic.Responses to these incidents have consistently involved thorough investigations by the National Police Agency, often leading to regulatory adjustments such as mandatory vehicle maintenance checks and the promotion of dash cameras for evidence collection in the 2010s.[46] Compensation for victims is typically handled through insurance funds administered by the Metropolitan Expressway Company, ensuring financial support for affected parties. Fire safety measures include foam hydrants and fire extinguishers in tunnels, along with 24/7 monitoring using detectors and cameras for quick response.[48]
Societal Impact and Future Plans
Economic and Urban Development Role
The Shuto Expressway has significantly bolstered Tokyo's economy by serving as a critical artery for logistics and commerce, handling approximately 1 million vehicles daily and facilitating the efficient movement of goods across the Greater Tokyo Area. Constructed during Japan's post-war economic miracle, it connected industrial hubs, ports, and urban centers, supporting the nation's rapid industrialization and contributing to sustained GDP growth through enhanced supply chain reliability. Expressways like Shuto have helped reduce transportation bottlenecks, supporting economic activity.[1]In terms of urban development, the expressway's elevated and underground designs from the 1960s onward preserved surface land for commercial and residential expansion, enabling the skyscraper boom that transformed Tokyo into a global metropolis during the 1960s to 1980s. Routes such as the Inner Circular provided direct access to emerging business districts, fostering high-rise developments in areas like Shinjuku and Marunouchi while integrating with public rail systems for multimodal transport—exemplified by the Rainbow Bridge, which layers Shuto roadways with monorail lines to optimize passenger and freight flows. This infrastructure not only supported tourism by linking key sites, including Olympic venues from 1964, but also promoted balanced urban growth by alleviating surface street congestion and encouraging vertical city planning.[1][49]Socially, the Shuto Expressway has mitigated some urban environmental challenges by diverting heavy traffic from local roads, contributing to significant declines in ambient air pollutants like NOx and PM in Tokyo since the 1990s through improved vehicle emission standards and route efficiencies.[50] However, its proximity to residential areas has raised noise concerns, prompting the installation of advanced sound barriers along routes to enhance livability. These measures, combined with ventilation systems on enclosed sections, underscore the expressway's dual role in promoting sustainable urbanmobility while addressing community impacts.
Ongoing and Proposed Expansions
The Metropolitan Expressway Company (Shutoko) is actively pursuing the undergrounding of the Nihonbashi section of the Central Circular Route (C1), a key ongoing project aimed at relocating approximately 1.1 kilometers of the elevated expressway into a tunnel to restore the historic Nihonbashi River and free up surface land for urban revitalization.[51]Construction on this phase began in the early 2020s, with the underground tunnel scheduled to open in 2035 and the existing viaduct removal targeted for 2040, allowing for enhanced pedestrian spaces and improved cityscape in central Tokyo.[52] The project, estimated to cost around ¥320 billion, addresses long-standing urban planning goals to integrate transportation infrastructure with environmental restoration.[25]In parallel, Shutoko is expanding electric vehicle (EV) charging infrastructure across its network to support Japan's national target of 300,000 public chargers by 2030, including installations at expressway rest areas and parking facilities.[53] As of 2025, fast chargers are operational at eight key parking areas, such as Heiwajima, Yoga, and Daikoku, with ongoing additions to facilitate EV adoption amid rising demand for sustainable mobility on urban expressways.[37]Proposed expansions include enhanced connections between the Shuto Expressway system and the Ken-Ō Expressway, which serves as Tokyo's outer ring road spanning approximately 300 kilometers to alleviate congestion in the greater metropolitan area. These links aim to improve inter-regional traffic flow by integrating radial and circumferential routes, potentially reducing travel times and supporting economic connectivity with surrounding prefectures like Chiba and Kanagawa.[54]Funding these initiatives relies heavily on public-private partnerships (PPPs), such as the "3D Road System" utilized for the Nihonbashi project, which enables collaborative development with local governments and businesses to share costs and expertise.[55] Environmental assessments pose significant challenges, particularly for new tunnels like the 1.1-kilometer Nihonbashi segment under Tokyo's dense urban core, requiring rigorous evaluations of groundwater impacts, noise, and ecological effects to comply with national regulations.[56]Looking ahead, Shutoko's vision emphasizes seamless integration with Japan's national high-speed road networks to enhance overall mobility, while prioritizing safety enhancements that align with broader goals of reducing traffic fatalities through advanced infrastructure and technology adoption.[57]