Japanese National Railways Research Articles

A Model of Evaluating State-owned Railway Companies’ Reforms by Using Euclidean Distance and Data Envelopment Analysis

Abstract The reform of state-owned railway companies is an important part of railway reforms in many countries. However, those companies’ reforms are often evaluated based on experts’ personal opinions or simple statistics. This article proposes a concept of Reform Index to evaluate the state-owned railway companies’ reforms. The method is to create an R6 Euclidean space and measure the distance from points representing ordinary reforms to the point representing a perfect reform. The calculation of Reform Index is based on Euclidean distance and data envelopment analysis. According to the value of Reform Index, the degree of reform can be divided into five levels: very successful, successful, not obvious, failed, and completely failed. The article also uses the case of the Japanese National Railways (JNR) as an empirical study. Through the calculation of Reform Index, it not only clarifies that the degree of JNR’s reform can be considered successful, but also finds the constraints to further success and proposes suggestions for improving them.

Efficiency assessment of Japanese National Railways before and after privatization and divestiture using data envelopment analysis

Japanese National Railways (JNR) was privatized in 1987 and divided into six passenger companies and one freight company. Before the structural reform, JNR was a national monopoly that owned railroad assets and provided transportation services throughout the country under government regulation. The goal of the structural reform was to eliminate management inefficiency and improve operational performance while attaining high quality of railroad transportation services at reasonable prices. To ascertain if this goal has been achieved, we examine the performance of JNR and Japan's six passenger railway companies before and after privatization and divestiture. Using data envelopment analysis on a data set from 1965 to 2017, we calculated four types of efficiency measures related to cost, operations, revenue-earning and profit-earning, by combining four phases of the companies' business activities as input and output: cost, operational resource, operational output, and total revenue. To the best of our knowledge, this study is the first holistic performance analysis of Japan's six railroad companies, using efficiency measures to assess the effects of the deregulation. The results reveal improvement in cost efficiency remains a vital issue for all six companies, and increasing trend of efficiency measures on operations is observed after the privatization. Mainland companies with an advantageous business environment do not necessarily have higher efficiency, holding more room for improvement. Further, we found that higher cost efficiency for some companies may be derived from a shrinking equilibrium in management based on a potential decline in demand, but such a passive operation could hinder managerial efforts to escape dependence on subsidy.

A Successful Reform or Evading Responsibilities? ―A Re-Evaluation of the Privatization of Japanese National Railways

A Successful Reform or Evading Responsibilities? ―A Re-Evaluation of the Privatization of Japanese National Railways

Industrial disability in the Japanese railways business: the activity of Testudō Kōsaikai, 1931–1955

AbstractThe industrialization process generated many disabilities. However, the historical study of industrial disability has not progressed. This study examines disability welfare in the Japanese railroad industry. In particular, Testudō Kōsaikai, an organization of the Japanese National Railways (JNR) established in 1931, was uniquely devoted to welfare activities by linking a profit-making business and the provision of welfare. To cover welfare costs, such as providing workshops for disabled people, Kōsaikai conducted profit-making businesses, such as sales at station stalls. However, the welfare of disabled people in the JNR, including the activities of Kōsaikai, has not been previously examined. This study clarified the structure of disability welfare in the Japanese railroad industry until the early postwar period. People with a lower degree of disability, such as one upper or lower member amputation, were employed by the JNR, while some of these people were employed by Kōsaikai as sellers or officers, or accepted job training in Kōsaikai workshops. On the contrary, although few people with higher degrees of disability were employed by the JNR and Kōsaikai, the latter employed their family members to compensate them for their living costs.

Issues on modal shift of freight from road to rail in Japan: Review of rail track ownership, investment and access charges after the National Railway restructuring

When Japanese National Railways was privatized and separated in 1987, the government established a new freight train operation scheme where rail tracks were owned by six JR Passenger companies, and JR-Freight was allowed access to the JR Passenger company's tracks by paying an access charge under the avoidable cost rule, regulated by the national government. The aim of this scheme was to reduce the track costs for JR-Freight. We found that rail freight infrastructure investment had not been high enough because it was only conducted by JR-Freight, and it only included investment in a few facilities owned by JR-Freight but excluded investment in the rail tracks owned by the JR passenger companies. Additionally, the track access charges, calculated by the avoidable cost rule, could not compensate for the track maintenance costs and would induce an undersupply of rail tracks for rail freight traffic. In conclusion, the track access charges paid from JR-Freight to the JR Passenger companies were too low, causing difficulties in the promotion of a modal shift to rail freight.

Japanese National Railways' financing schemes and bankruptcy

Japanese National Railways' financing schemes and bankruptcy

Messages for Railway Systems Based on 30 Years’ Experience of Japanese National Railway Privatization

We provide information for railway systems based on 30 years’ experience of Japanese railway privatization. First, we introduce the background, framework, and result of the Japanese National Railway reform, especially from the perspective of the former president of the JR Kyushu Railway Company. We explain the challenges, such as diversified businesses and employee capacity building, which the company faced during that time and the creation of the business foundation in preparation for the transformation into a private company. We also discuss the tasks of the railway, including the freight transport of the high-speed railway (the Shinkansen logistics), as well as the population decline and aging society in Japan and their relationship with the railway system. Last, we summarize the implications of Japan’s railway experience for a broader railway system. The high levels of safety and efficiency of Japan’s railway system are based on the railway culture (hard, soft, heart) and the Japanese nationality. The railway system is extremely important for long-term economic development. In addition, we introduce the PPET Railway-ology, which integrates philosophy, politics, economy, and technology. We crystallize years of railway experience and offer valuable lessons for the development of railway systems worldwide.

Managing unprofitable passenger rail operations in Japan - Lessons from the experience in Sweden

Japan implemented a ground-breaking reform in the railway sector in 1987 when it broke up the Japanese National Railways (JNR) into six vertically integrated railway companies. Mainly because of the recent population decrease in local areas, many local rail lines face severe declines in passenger numbers. When it comes to upholding unprofitable public transport, Sweden implemented a radical reform in 1988 by means of vertical separation and decentralisation, and then gradually introduced competitive tendering to procure unprofitable passenger rail services. In this paper, the situation in Japan, and primarily Hokkaido, is presented in some more detail, as well as the situation in Sweden. The study of railway operation and management in the two countries leads to a couple of lessons and implications for sustaining unprofitable but socially beneficial passenger railways. Among the addressed key issues are: 1) establishing the appropriate governance structure that facilitates reaching a better, agreed balance between national government and regional governments; 2) stipulating a standard to select the appropriate transport mode; 3) bearing of the financial responsibility for sustaining specific lines based on an analysis of the benefitting parties.

池袋西口民衆駅の計画と建設

This paper will elucidate the planning and construction process of the Ikebukuro West General Public Station completed in 1951, and will review the 55 stations around the country that were constructed as General Public Stations. It will also classify the stations according to core planning, construction ownership, and division of construction cost burden to evaluate the status of the Ikebukuro West General Public Station, which was planned by Japanese National Railways as a pilot project for developing General Public Stations. During postwar reconstruction, since Japanese National Railways prioritized the devastated rail lines and the establishment of new railcars in order to focus on restoring the decreased transportation capacity, not enough funding was available for rebuilding the railway station buildings, and their thorough reconstruction was thus postponed. Therefore, a method for the smooth reconstruction of railway station buildings using private investment was introduced, whereby the buildings were opened to the public, and businesses such as stores, restaurants, and barbershops were incorporated to increase the convenience of the station to the extent that these businesses would not pose a hindrance to railway passengers. This was the concept of the General Public Station. Until the end of the war, the construction of railway station buildings was generally limited to private railway terminals in major cities. However, the postwar establishment of the General Public Station model allowed railway station buildings to be constructed in regional cities across Japan. The General Public Station model made possible the transition from railway station buildings being constructed at Japanese National Railway stations to railway station buildings being constructed throughout the country. A central figure in the discussion of planning the Ikebukuro West General Public Station is the Japanese National Railway architect Shigeru Ito. Ito developed the concept of General Public Stations within Japanese National Railways. After resigning from his job at Japanese National Railways, he became the vice president of Japan Railway Station Corporation, where he promoted the planning and construction of the Ikebukuro West General Public Station. In addition, the area planned for the construction of the Ikebukuro West General Public Station included the war-damage reconstruction and land readjustment project area, so construction could not be initiated until the re-plotting of the land was confirmed. Therefore, the construction of the Ikebukuro West General Public Station bears a clear relationship to the restoration of land development through re-plotting. Beyond this, this research classifies General Public Stations into two types: “Regional City Type,” “Capital Area Intra-City Transit Terminal Type” and “ Major Inter-City Transit Terminal Type.” The Ikebukuro West General Public Station is classified as a Capital Area Intra-City Transit Terminal Type.

Urban planning by obliteration of both waterways and opponents: the infilling of canals during the 1950s reconstruction of central Tokyo

ABSTRACTThis article examines the infilling of canals constructed in early modern times and subsequent development on newly created land in central Tokyo in the 1950s, following the curtailment of official war-damage reconstruction after World War II. New developments included a high-rise central station building, a four-storey amusement complex, an underground entertainment street and an elevated motorway. The Tokyo Metropolitan Government and Japanese National Railways were driving forces in infilling and development, which resulted in enormous political and social reactions in the local communities, newspapers and the National Diet (Parliament).

지방철도정책의 전개와 이념 -일본국철의 경험을 중심으로-

최근, 한국철도는 지방철도의 적자노선 분리와 민간사업자에 대한 철도개방이 검토되는 등 철도수송에 경쟁을 도입하는 정책을 강구하고 있다. 특히, 이러한 정책추진 과정에서 지역의 공공교통을 담당하는 지방철도의 적자노선 분리는 교통약자의 기본적인 이동의 권리를 박탈할 뿐만 아니라 지역 공공교통의 전면적인 쇠퇴를 초래하는 등 많은 문제점을 갖고 있다. 본 논문은 지방 적자선의 운영경험이 풍부한 일본사례를 중심으로 국철지방철도정책이 어떠한 정책이념과 과정에 의해 전개되어 왔는지를 분석하였다. 분석결과, 일본국철의 지방철도정책은 수익성을 중심으로 한 노선분리의 정책이였으며, 아울러 존폐책임과 재원조치는 철도사업자와 지자체에 전가하는 정책이었음을 규명하였다. Recently, the Korean government is considering a policy of adopting competition in railway transportation, such as the establishment of a subsidiary company to Korail as a company to operate a part of the KTX line, the separation of deficit-running lines of local railways and the opening of railway transportation to private operators. The termination of local railway service, which is a major provider of public transportation, will not only deprive the public of a means of transportation but also lead to a decline in the quality of public transit in general. The termination of local railway service is being decisively affected by the national railway policy. The purpose of this thesis is to clarify local railway policy in Japan by studying the development and philosophy of the local railway policy of the Japanese National Railway (JNR).

An angle of attack-based derailment criterion for wheel flange climbing

A three-dimensional equilibrium model of a wheelset is created that takes the geometrical contact and non-linear creep force between the wheel and rail into account. This model can thus be used to study derailment conditions during flange climbing. To ensure the validity of Nadal’s criterion at small and negative angles of attack, the effects of the angle of attack and friction coefficient on an “equivalent friction coefficient”, which is defined as the ratio of the lateral creep force to the normal force, are studied. Using the results of the wheelset equilibrium equation, two curve-fitted formulas for the equivalent friction coefficient are generated in terms of the angle of attack and friction coefficient using, respectively, the Shen–Hedrick–Elkins creep theory and FASTSIM approach. A derailment criterion is proposed based on the curve-fitted equivalent friction coefficients, which takes the angle of attack, friction coefficient and contact angle into consideration. The effectiveness of the proposed criterion is verified through numerical comparisons with wheelset equilibrium equations for different contact angles and friction coefficients, and through experimental comparisons with scaled tests made by Japanese National Railways and full-scale field testing at the Transportation Technology Center, Inc.

戦前国鉄における現業委員会の構成と運営

戦前国鉄における現業委員会の構成と運営

Technology Transfer on the Wooden Carriage Design and Construction between Japan and England in 1870's

At the start of Japanese National Railway's transport from Tokyo to Yokohama in Oct. 1872, 58 wooden carriages were imported from England. In May 1874, another national railway started transport from Osaka to Kobe and 83 wooden carriages were prepared. In Feb. 1877, the latter national railway was extent to Kyoto. In Meiji era of Japan, wooden carriage construction had been continued by using imported parts and materials at Shinbashi and Kobe works of Japanese National Railway. It called as 'The Imperial Government Railway of Japan (IGRJ)'. Trainers of these works were all English railway engineers in 1880's. Many wooden carriages were designed and constructed by Japanese trainees. They took imported wooden carriages for model. Same methods were taken by other main Japanese private railway's works as Nippon Railway, Sanyo Railway and so on. Some private rolling stock builders started their business in Meiji era. There were high level Japanese technology and skill which accumulated through wooden furniture making and ship construction down to Edo era in the carriage construction. In this report, results on the technology transfer between English-made and home-made wooden carriage were explained. For the purpose of our research, we used famous rolling stock documents 'JAPANESE RAILWAYS LOCOMOTIVES CARRIAGES WAGONS AND CROSSINGS &C. &C. 1893' called as 'Blue-Printings'. These documents were compiled by an English railway engineer Mr. Francis Henry Trevithick (1850-1931) with Japanese railway officers in Meiji era.

The Mobilization and Land Substitute Transportation of Japanese National Railways during the Wartime Period, 1937-1945

The Mobilization and Land Substitute Transportation of Japanese National Railways during the Wartime Period, 1937-1945

Intra-organizational Processes of Making Organizational Façade: A Case Study of the First Restructuring Plan of Japanese National Railways

Intra-organizational Processes of Making Organizational Façade: A Case Study of the First Restructuring Plan of Japanese National Railways

Rail safety and rail privatisation in Japan

Over the period from 1980 to the present, the economic status of the main line railway systems in many developed countries has changed, by privatisation or economic deregulation or both. The principal aims of such changes have been to improve the economic performance of the railways, and not to change the safety performance. Nevertheless, it is recognised that changing the organisational structure of railways might affect safety. The empirical evidence of the effect of restructuring on safety is limited, both in railways and in other industries. This paper adds to the empirical evidence by analysing train accidents in Japan before and after the privatisation of the Japanese National Railways (JNR) in 1987. The paper finds that the JNR achieved downward trends in the mean number of train accidents per train-kilometre in the 16 years 1971–1986, and the paper takes the extrapolation of these favourable trends as the yardstick by which to judge the safety performance of the privatised railways. The paper finds that the privatised railway had fewer train accidents in total than this yardstick in 1987–2006. This finding applies whether or not the high-speed Shinkansen train operations are included. Thus there is no evidence that rail privatisation in Japan had an adverse effect on train accidents. The methods adopted and the results are similar to those previously found by the author for rail privatisation in Great Britain.

The Shinkansen's Local Impact

The shinkansen began operations in 1964. In subsequent years it went from being merely the ‘bullet train’ and a means from traveling at high-speed and on time between major cities to becoming a potent symbol of Japan's development. Other changes have occurred that not only reflect the changing nature of the transportation market and the way in which the shinkansen is operated but also changes within Japanese society. Furthermore, the shinkansen itself has been a harbinger of change. This article will look at these various changes, both positive and negative, and consider what impact the future development of the shinkansen network is likely to have. It looks at the cases of the Hokuriku Shinkansen and Kyūshū Shinkansen in detail, comparing them with those lines that opened prior to the privatization of Japanese National Railways in 1987. The article considers what has happened in various cities, towns and villages which have both gained and lost thanks to the continued expansion of the shinkansen network.

改軌論争 : 国鉄の軌間は狭軌か広軌か(<特集>科学と工学における論争)

改軌論争 : 国鉄の軌間は狭軌か広軌か(<特集>科学と工学における論争)

Japanese National Railways' Wartime Human Resources Management, 1937-1945

Japanese National Railways' Wartime Human Resources Management, 1937-1945