Creating a realistic city: Tokyo edition

[xaz_idyl (vulkan)]

kind of a part 2 of my last “creating a realistic city” tutorial i made a year ago since i didnt
include anything related to asian cities. if this seems like its useful then ill consider making more individualized guides. see the original guide here: Creating a realistic city. recommend reading this first because this could go over some useful concepts that might not be mentioned here.

tokyo is a huge and influential city, and its not surprising that its been represented numerous times on roblox. having so many diverse representations of this city, ive seen the good, great, bad, and ugly (no offense to anyone). once again, ive created this guide to help builders ground their own build in realism.

INFO

first off, this guide isn’t going to be for everybody. the title includes the word “realistic” because this is trying to explain how to create something as close to real life as possible. make your map engaging. don’t follow this guide religiously expecting for your game’s map to be engaging. it probably won’t. what i hope is to enable developers to take inspiration from this guide and incorporate little bits to elevate their maps. remember that bell curves eventually go back down.

secondly, each category has been seperated into more sub-categories that kind of keep increasing in complexity. some of them get kind of unnecessary for a video game map, but if you really, REALLY want to create something realistic, knock yourself out.

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ROADS AND TRANSPORTATION

Road basics (ground level planning, roads)

1. Understanding the grid

when designing a realistic Tokyo-inspired city, one of the most important and overlooked elements is the road layout. unlike western cities with their rigid grids (ex: NYC), Tokyo follows a unique and complex structure that can best be described as a “loose grid”. this hybrid layout is a blend of ancient organic and modern grid systems.

in Tokyo: road layouts are often:

• full of odd angles and irregular block sizes
• either predictably square, or winding
• filled with mostly unnamed small streets
• full of T-intersections rather than 4-way intersections

2. Road planning

Tokyo, and for the most part, all of Japan, follow this general road hierarchy:

1. expressways (Kosoku) - 20-30m wide. these are elevated tollroads that connect districts (i find that Midnight Racing: Tokyo’s highways are the most realistic on the platform)
   

   

2. arterial roads - 10-20m wide. these are those very wide roads on the ground, often with bus lanes and bike lanes
   

   

3. local roads - 4-8m wide. two-way or one-way with minimal sidewalks, often for residential areas.
   

   

4. backstreets - 2-4m wide. these are the tight roads all over the city. often unnamed and no sidewalks (will go into more detail later on because theres too much to write here)
   

   

3. Why so few street names?

places are referenced by block number and district name. for example:
Tokyo-to, Shibuya-ku, Dogenzaka 2-chome, 24-12

“2-chome” = subdistrict
“24-12” = block and building number

this system emerged historically from temple-centric land divisions and is now embedded in postal and municipal systems.

Highways (tunnel networks, elevated highways)

tokyo’s expressway system is a product of necessity, density, and postwar momentum. it was born not from preemptive planning, but from a need to move vehicles quickly through a space that had already been built centuries before cars existed.

unlike many western cities that planned their freeways first and filled in the rest, tokyo did the opposite: the city came first, then the expressways were surgically inserted afterward. this historical layering has resulted in a unique highway system that bends around the city rather than slicing through it.

tokyo’s modern expressways began in the 1960s, developed rapidly for the 1964 Olympics. these elevated toll roads were built fast, cheaply, and vertically because land acquisition was difficult, and the city’s sprawl left little open space. They weren’t designed for beauty, but for speed, efficiency, and minimal ground disruption.

tokyo’s expressways form a loop-and-spoke system:

inner loops like the C1 Circle Route encircle the city’s historic core.
outer loops expand that reach, connecting modern commercial zones.
spoke routes radiate outward, often toward suburbs or industrial zones.

however, these networks hardly ever go straight. tokyo’s highways bend, split, double back, and spiral—often to avoid buildings, shrines, or topography that couldn’t be moved.

(networks maintained by the Metropolitan Expressway Company)

what makes tokyo’s highways seem different is their winding and flowing nature. unlike western highway networks, which cut through, tokyo’s highway networks bend around, above, and below many pre-existing structures.

in tokyo, it is not uncommon for highways to:

• run directly over canals and rivers (like the Inner Circular Route over the Nihonbashi River)
• thread between or under tall buildings
• curve tightly in multi-level spirals above small plots of land
• pass just meters from balconies and rooftops
  
  
  
  (this section of highway is entirely over water)

tokyo’s space limitations lead to compact, highly verticalized interchanges unlike the massive, european-town-sized interchanges common in the united states.

• onramps often start from narrow surface streets, hidden between buildings
• offramps can end in the middle of an intersection
• interchanges like Hakozaki JCT or Ohashi JCT spiral like DNA strands over the rooftops

(Hakozaki JCT, Chuo City)

(Daikoku JCT, a more extreme example)

Public transit (train networks, subways, stations)

tokyo’s public transit network is a whole nother world to dive into. massive, dense, and shockingly efficient, it is as integral to the city’s structure as the buildings or streets. unlike many cities where public transport is a service, in tokyo it is a culture and a skeleton which shaped how the city grew and how its people move.

1. Rail first, everything later

tokyo is a city built on train lines. some of its oldest neighborhoods formed along rail corridors in the early 20th century, and even today, new development follows train access. instead of one central station hub, tokyo has dozens of overlapping sub-centers, each anchored by a major train station: shibuya, shinjuku, ueno, ikebukuro, tokyo station, and much, much more.

this decentralized density means that rail is not an alternative like in north america, it is the default.

2. Metro

there are two main subway operators:

Tokyo Metro (formerly Eidan)
Toei Subway (run by the Tokyo Metropolitan Government)

these systems are independently operated but heavily integrated. you can transfer between them inside the same station, but ticketing and ownership are separate.

subway characteristics:

• tight, underground platforms
• color-coded lines with numbers and letters (e.g., Ginza Line G09)
• minimal architecture in most stations, except flagships like Omotesando or Otemachi

most subway lines run east-west across the dense inner city.

(yeah good luck)

3. JR and Private Railways

beyond the subway are the urban railways, which include:

JR East – national rail operator, runs Yamanote Line and others
Private lines like Tokyu, Keio, Odakyu, Seibu, Tobu, etc.

these lines often extend from the urban core into surrounding prefectures. they also serve urban trips with frequent stops and rapid service variants.

Yamanote Line is the urban loop, connecting tokyo’s major centers in one circle. many private lines have their own department stores or malls attached to stations.

(map of the Yamanote Line)

stations vary from vast multi-platform centers to tiny unmanned stops.

(3D sketch of Shinjuku Station, the busiest train station in the world serving an average of 3.5 million people every day)

4. Buses

though secondary to trains, tokyo’s bus system fills in the gaps:

• Toei Buses dominate in the 23 wards
• Community Buses (e.g., “Chii-bus”) serve specific neighborhoods

buses are small, quiet, and punctual. they serve low-density areas, suburban zones, and act as last-mile connectors from stations.

bus stops are minimal: a sign, timetable, and occasionally a bench. smaller streets rarely have dedicated bus lanes.

(good luck again)

INFRASTRUCTURE, ZONING, ETC.

Infrastructure (property, architecture, etc.)

tokyo’s infrastructure is defined by contrast, density, and adaptation. the city isn’t built from scratch, but rather built around itself. architecture and infrastructure are layered, repurposed, and evolved in response to constraints rather than cleared and replaced. this gives Tokyo its characteristic visual complexity: a mix of the old, the utilitarian, the hypermodern, and the makeshift.

1. Layering

tokyo’s infrastructure is multi-level and integrated. the city’s systems don’t run side by side. they often run on top of, beneath, or even inside each other.

• utilities (gas, water, fiber, electric) often run above ground in residential areas via poles and overhead cables
• sewer systems and flood channels are built under streets or hidden beneath parks and schoolyards
• pedestrian walkways coexist with roads on separate levels, particularly near stations or commercial hubs
• vending machines, bike racks, and trash systems are embedded into alleys, not set apart from them

(real footage of my cable management)

2. Architecture: Compression and Variety

tokyo’s architecture is defined by plot size and context:

• buildings are often narrow (as small as 2m wide), squeezed between others
• most structures are 3–10 stories tall with mixed-use stacking: retail on 1F, office or clinic on 2F, apartments above
• architecture styles range from 1950s concrete slabs to cutting-edge glass towers, all within the same block
• rooftops are functional: with water tanks, laundry lines, AC units, or sometimes even shrines

the architecture tells time. a single street might have postwar tenements, 80s office towers, and new prefab micro-houses right beside each other.

newer skyscrapers, particularly in areas like Roppongi Hills, Marunouchi, or Shibuya Scramble Square, tend to use reflective glass, steel, and minimalist facades. but even these are typically perched above or beside older mid-rises or infrastructure, creating strong vertical contrast. these high-rises often include multiple uses within: underground metro access, retail podiums, offices, luxury residences, and rooftop gardens.

(central Tokyo)

despite tokyo’s density, skyscrapers are often separated by irregular spacing due to fragmented land ownership and zoning constraints, meaning even futuristic towers often emerge from chaotic urban ground plans.

some common building types include:

• Manshon (マ ン シ ョ ン)** – mid-rise apartment buildings with balconies and visible air-con units
  

  

• Shotengai (商店街)** – covered or uncovered shopping arcades with tightly packed storefronts
  

  

• Kōgyōchi (工業地)** – light industrial zones with warehouses, print shops, factories — often in plain-looking concrete blocks
  

  

3. Street level detail

tokyo is a city that requires a lot of detail to replicate:

• signage is everywhere: vertical, horizontal, freestanding, backlit, handwritten
• sidewalks change every few meters: concrete tiles, bricks, metal covers, tactile blocks
• fences are rarely ornamental—often corrugated steel, temporary scaffolds, or green mesh
• street furniture includes vending machines, orange cones, umbrella racks, and ashtrays

this texture is what sells realism. no single design language dominates. each building reflects its time, owner, and purpose.

4. Property behaviour

tokyo’s real estate model is fragmented and hyper-optimized:

• land is divided into tiny plots, often with narrow frontages
• property lines are irregular, meaning buildings fit like puzzle pieces
• buildings are replaced individually, not by blocks, hence the diversity
• land is expensive, so space is never wasted: stairwells outside, zero setbacks, no lawns

property in Japan is typically treated as impermanent. unlike in western cities where homes are passed down and maintained for generations, in japan, buildings are often demolished and rebuilt every 20–40 years. due to fast depreciation, buildings are seen as temporary shells, while the land retains long-term value. this leads to:

• frequent teardown-and-rebuild cycles
• a patchwork of new and aging architecture
• minimal preservation of residential buildings unless culturally significant
• construction optimized for quick assembly and future demolition

5. Private rail urban planning

one of the most defining and underappreciated forces shaping tokyo is its network of private railway companies, who also function as urban developers. companies like Tokyu, Seibu, Keio, Tobu, Odakyu, and JR East don’t just run trains, they build and own the cities around their stations.

these rail companies:

• own the land around major stations
• develop entire neighborhoods, shopping malls, apartments, schools, parks, centered around their lines
• lease or sell commercial spaces within their developments
• maintain influence over land use and public-private space integration

the result is transit-oriented development (TOD) on an extreme scale:

• Shibuya Station is effectively controlled by Tokyu Corporation, who led its recent megaproject overhaul
• Ikebukuro is shaped by the rivalry between Seibu and Tobu, who each developed competing department stores and networks around their respective terminal stations
• JR East, a former public utility, now operates as a real estate and infrastructure conglomerate, managing plazas, retail complexes, and skyscrapers from Tokyo Station to Yokohama

(left: all empty land is owned and being developed by JR East as of current satellite data. right: proposed plans by JR East for said empty land)

these projects are vertically layered, integrated with underground and overhead walkways, and often blur the line between private and public space.

this model affects everything from zoning exceptions to pedestrian layout:

• skybridges, underground concourses, and multi-level lobbies are designed to direct foot traffic through company-owned property
• urban development radiates outward from the station, prioritizing access and commercial flow over strict zoning logic

remember that train stations, especially major ones, are not just train stations. in tokyo, these train stations are major economic hubs that play a major role in the city.

Zoning

this part is where it gets kinda unnecessary, but if you really want to, go ahead. just be warned your brain might hurt (like mine did)

unlike places like the US, with hundreds of different, highly specific zoning types, tokyo’s zoning system sets broad rules but leaves room for flexible, incremental urban growth. the result is layered, adaptive neighborhoods that evolve constantly through rebuilding and changing uses.

1. Land use zones

under japan’s City Planning Law, land is divided into 12–13 broad zoning categories, divided into residential, commercial, and industrial zones. each zone defines permitted use intensity (what is allowed) and building form controls

these include:

1. Category I & II low-rise residential
2. Category I & II mid/high-rise residential
3. Category I & II general residential
4. Quasi-residential
5. Neighborhood-commercial
6. Commercial
7. Quasi-industrial
8. Industrial
9. Exclusive industrial
10. Newly added: Countryside residential zone

(just some more description if needed)

zones are not exclusive by use. higher intensity zones allow low-intensity uses (like residential buildings in commercial zones), but not vice versa

(some building criteria)

2. Building form: FAR and BCR
wow really complex stuff that you probably will never ever need

zoning controls are enforced through two key metrics:

• floor-area ration (FAR), the total floor area relative to the plot (ex: 50-1300% depending on zone)
• building coverage ratio (BCR), the maximum footprint (ex: 30-80%)

a secondary constraint: if a plot faces a road narrower than 4 m, building must be set back to legally widen the effective frontage, changing FAR calculations. corner lots, sloping roads, or those adjacent to parks may receive special BCR relaxations (+10%)

(floor-area ratio and building coverage ratio regulations chart)

3. Historical context and philosophy

japanese zoning emphasizes flexibility. rather than specifying exactly what must be built, it restricts what cannot be built, creating permissive zones defined by maximum nuisance rather than exclusive allowed uses

that means you can find:

• small offices or clinics nestled in residential backstreets.
• izakayas and shops in low-rise residential zones.
• apartments above light industrial or quasi-industrial areas.

this inclusive, adaptive system allows developers and locals to respond organically to demand, encouraging gradual, plot-by-plot evolution rather than rigid masterplan control

4. Special districts and additional controls

beyond zonal categories, tokyo also has overlay districts that further shape development:

• exceptional-FAR districts allow extra density in select areas for redevelopment or public-interest projects
• Height restriction districts limit building heights to protect views, light, and air flow (ex: near temples or important streets)
• special land-use or landscape districts to protect local scenery or guide visual harmony of streetscapes

Public space (parks, public areas)

tokyo doesn’t rely on large, central green spaces. instead, the city is dotted with micro-scale public zones, often embedded into the built fabric or improvised from underused gaps:

• pocket parks (ポケットパーク) – usually under 500m², squeezed between buildings or at block corners. often include a slide, a bench, vending machines, and a few trees. designed more for resting than recreation.
  

  

• rooftop gardens – found on top of department stores, schools, or business towers. they provide panoramic views, cafes, and curated greenery. some also serve as disaster gathering points.
  

  

• underground concourses – at megastations like Shibuya or Tokyo, underground networks serve as pedestrian-only malls, weatherproof and accessible.
  

  

• shotengai (商店街) – pedestrian shopping streets that act as both economic hubs and social corridors. families stroll here, elders chat, kids snack on skewers. they represent communal rhythm more than commercial logic. (previously mentioned)
  

  

• temple grounds – even a hidden shrine may have a bench and greenery, providing quiet amid density. though technically private, many serve as neighborhood sanctuaries.
  

  

• elevated plazas – at megadevelopments like Roppongi Hills or Shibuya Scramble Square, open-air terraces on the 5th or 6th floor act as modern public spaces, equipped with planters, seating, and skyline views.
  

  

URBAN CULTURE AND EXPERIENCE

Backstreets and everyday urbanism

1. The deep logic of Roji

In tokyo, the roji (路地), narrow alleyways between buildings, are more than just shortcuts. they are a uniquely Japanese spatial archetype that resists western urban hierarchies. roji were often not designed as streets at all, but emerged as residual spaces between temple holdings, farmland, or feudal-era plot divisions.

some have become full-fledged pedestrian corridors. others remain barely wider than a person’s shoulders, squeezed between fences and stone walls.

2. Spatial behavior

• roji are often used as alternative circulation paths that parallel larger streets, offering quiet, shaded, slower routes.
• despite lacking signage, people remember routes via repetition, smell, and sound. residents may pass each other daily for years without ever exchanging names, creating what sociologists call “familiar strangers.”
• these spaces are also backstage infrastructure zones, where things like water pumps, garbage collection, propane tanks, and clotheslines reside. visible, but overlooked.
  
  

3. Roji as semi-private public space

• they are collective but not communal: multiple households use them, but each may tend their slice with pride.
• street edges are personalized: potted bonsai trees, hanging wind chimes, seasonal wreaths.
• people eat here. cats sleep here. children play with chalk or bounce balls against walls. these small alleyways show a much more intimate side of the busy, urban life

in the context of game design, roji is the perfect place to put the small details. depending on what your game is, it could be home to fun easter eggs, deep subplots, or story triggers. their closed geometry and environment also allows for excellent lighting control and sound staging.

Retail logic, social flow

1. Commerce as Continuity

tokyo’s commercial landscape exists everywhere because it’s built on the idea that commerce accompanies life, rather than being sequestered into shopping centers. that’s why even the quietest residential area often has a barber, dry cleaner, rice shop, and tiny cafe nearby.

shotengai: the social spine (god its like the 3rd time ive had to mention this thing)

• a shotengai typically runs alongside or behind a transit node, retaining its relevance for decades.
• these streets are designed for walkability, interactivity, and routine.
• weatherproofed with steel or plastic roofs, illuminated by warm overhead bulbs at night, they shift seamlessly between commercial and festival use.

shotengai are excellent settings for slice-of-life narratives, character routines, and subtle storytelling. details like flyers on poles, a closed shopfront, or a recently shuttered character can suggest neighborhood change without words.

2. Konbini as Urban Anchors

you’ve probably seen all those videos of all the great food in japanese convenience stores. and thats true. but in an urban context, they are much more.

convenience stores are designed to serve a radius of activity. each konbini services pedestrians from every direction, so corners, station exits, and intersections are prime locations. even in games, their presence signals:

• safety
• familiarity
• temporary recovery
• small but meaningful choices

3. Vertical commerce: layered density

each floor of a narrow building becomes its own world. because of limited footprint, buildings grow up, with businesses stacked:

• look up, and you’ll see listings: english, japanese, korean, mandarin, all crammed into signboards.
• a single building might include a tax office, a niche clothing store, a restaurant, and a cat cafe, all vertically nested.

verticality introduces spatial memory: where was that cafe again, 3rd or 5th floor? was the manga cafe above or below the darts bar?

4. Yokocho: the night inside the city

yokocho, small bar alleys, capture tokyo’s informal nightlife culture. the spaces are theatrical:

• low-hanging bulbs
• cramped stools and warm wooden walls
• narrow corridors choked with ambience
• lanterns fluttering in the wind

Vertical urbanism

1. Tokyo’s multi-level logic

tokyo’s verticality is not only about tall towers. it’s about a stacked logic of access, visibility, and function. many residents will spend an entire day traversing floors: B3 for parking, 1F for cafe, 3F for clinic, rooftop for terrace.

2. Vertical circulation infrastructure

• skybridges in places like Shinjuku and Minato link buildings over traffic.
• underground concourses can stretch for kilometers and include shopping, transit transfers, restaurants, and even event spaces.
• elevators are fast, frequent, and publicly accessible, even in private buildings.

importantly, many vertical paths are ambiguous. a staircase may lead you to a school, a rooftop shrine, or a dead end. this supports exploratory design.

3. Stacking programmatically

buildings are rarely single-purpose. typical mixed-use layering:

• B2–B1: restaurants and food services
• 1F–2F: shops
• 3F–6F: institutions and studios
• rooftop: break areas, infrastructure, sometimes shrines or gardens

detail like this can create the feel of a micro-city all within the confines of a single building. this gives each location a small area footprint, but massive functional depth

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FINAL DESIGN NOTES

tokyo is not a perfect city (symmetry wise), but that’s what makes the city so compelling. its dense without being cold, crowded without being overly chaotic, layered without being too opaque.

if theres one thing you should remember when building these more organic cities, it should be:
model as a memory, not a diagram

what makes it feel real is how it layers function, improvisation, and emotion into every corner of space. as you build:

• dont overplan. let things develop messily
• dont overname/define. leave some things unassuming
• dont overzone. let things stack and layer
• dont overlight. let shadows, corners, and backstreets speak

in a highly detailed, layered world, remember that:

• the streets matter, but so do the gaps between them
• the skyline matters, but so do the intimate details below them
• the design matters, but so does the silence

a city is something you cannot define easily. it is impossible to contain tangibly, because the people part of that city bring in emotions, memories, and texture. a city breathes like an organism, and your goal (if you want yours to be alive) should make it seem like the city lives.

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of course, feedback or suggestions are always welcome. if i need to come back to add something, i will, and list any edits here at the bottom. i might make more of these if this is well recieved.

wish i could add sources but i unfortunately i cant. but the best thing you can do is use your curiosity to find and learn things yourself. you’ll be way prouder of yourself when you apply something you learned yourself successfully. the rise of ai since ive made my original guide could seriously help you if you’re stuck on something specific.

god this took so long to write and research my fingers hurt