Private Railway Research Articles

Coordination between node, place, and ridership: Comparing three transit operators in Tokyo

Balancing network accessibility (node value) and station-area land use (place value) has been an important research topic for transit-oriented development, but little was known about how node and place value should coordinate with ridership. Using Tokyo as a case study, we develop a node-place-ridership model to evaluate coordination between these three facets and compare different transit operators, namely subway in central area, private railway in suburban area, and Japan Railway (JR) in both central and suburban area. An indicator framework is established to measure the node value by accessible opportunities, network centrality, and train service, and measure the place value by density, design, and diversity. Using open-source urban data, we generate a series of node and place indicators for each station and develop a composite node value index and place value index with information entropy weighting. The results show that node value and place value have positive impacts on ridership and node value’s impact is five times higher than place value. Stations balanced between node and place value can be uncoordinated with ridership, while stations unbalanced between node and place value can coordinate with ridership. JR has better node-place balance and ridership coordination than subway and private railway. Several implications are drawn for ridership coordination with node and place value, including planning for a more mixed urban structure and using through trains to connect central and suburban transit networks. The results of this study would inform transport planners of better organizing transit network, land use, and ridership in urban space.

Vykup chastnyh zheleznyh dorog v Rossijskoj imperii v epohu imperatora Aleksandra III

Vykup chastnyh zheleznyh dorog v Rossijskoj imperii v epohu imperatora Aleksandra III

Engineering Value: The Transandine Railway and the ‘Techno-Capital’ State in Chile at the End of the Nineteenth Century

AbstractBy the end of the nineteenth century, railway expansion had led to the formation of a technocratic bureaucracy in Chile and other countries in Latin America. Central to this formation were the engineers who oversaw and regulated both public and private railways. Recently, historians have begun to re-examine engineers’ roles in this period. By employing methods and theoretical framings from the history of technology, this article argues that engineering was an important framework through which state–capital relations evolved, making engineers pivotal actors in the evolution of political economy at the time.

“Side-Business”Development in Japanese Major Private Passenger Railways: ― What can we learn from their experiences? ―

Railway privatization continues to progress in Japan and overseas, but progress was not always smooth and there have been cases of management failure following privatization. Therefore, it is important to establish appropriate business management policies and strategies. Major railway companies in Japan have been operating railway businesses together with a collection of side-businesses in a unique way. The term side-business in the context of Japan’s railway industry covers a wide range of businesses, including transportation, real estate, merchandise sales, tourism and leisure. These side-businesses are no longer on the side as they currently account for about 70 to 90% of Japan’s major private railway companies’ revenues, making them important sources of revenue. The process, factors and characteristics of diversification strategies used by Japanese major railways can offer useful background information and insights for the investigation of future railway privatization methods. This study examines the details and time periods of such side- businesses and provides a model for classifying them by era and according to their characteristics. The model developed highlights the variety of ways that companies diversified their business activities and historically maps the establishment of such side-business. Moreover, in recent years, six types of structures for operating revenue have emerged, which demonstrates that side- businesses are not incidental to the railway business in Japan, but are also a driving force that creates innovation and synergistic effects.

Railway systems and the ‘Universal Good of the State’: Technologies of government in the nineteenth-century Papal State

Informed by Foucault’s concept of governmentality, the article focuses on the nineteenth-century General Commissariat for the Railroad Industry in the Papal State. Unlike in liberal States, where government intervention in the affairs of railway companies was limited, the pressing need to reinforce the Pope’s pastoral power, strengthen the bond between the believers and the Holy See and ensure equity and the efficiency of the new infrastructure meant that the Commissariat acted as a governmental centre of calculation. Accounting technologies in the form of budgets, cost accounting systems and penetrating audits enabled the government to intervene in the operations of private railway companies. The study analyses the role of accounting and auditing practices in the pursuit of non-liberal goals in an industry which is traditionally perceived as critical to the development of a liberal economy, and when accounting was traditionally used to maintain investors’ confidence in the capitalist system.

Characteristic analysis of area along the Kansai private railway line using topic model

Characteristic analysis of area along the Kansai private railway line using topic model

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.

Introduction and Transition of Diesel Railcar into Japanese Rural Private Railways in Prewar Days

Introduction and Transition of Diesel Railcar into Japanese Rural Private Railways in Prewar Days

Історичний аналіз впливу діяльності С.Ю. Вітте на розвиток залізничного транспорту у Російській імперії

The article is devoted to the activity of Serhii Yuliyovych Witte (Vitte) (1849-1915) – an outstanding statesperson and reformer. The authors make an analysis and evaluation of the activity of S.Yu. Witte focused on the development of rail transport in the Russian Empire in general and of his activity on the post of Minister of Ways of Communication, in particular. The carried studies allowed the authors to systematize and critically assess the sources describing the impact of S.Yu. Witte for the development of rail transport in the Russian Empire, as well as to depict the stages of life and professional activity of S.Yu. Witte in this direction. The authors prove that the main achievements of S.Yu. Witte to develop rail transport in the Russian Empire should be considered the following: the purchase of private railways and the concentration of the main railways network in the hands of the state; the construction of new railways on public funds; the transformation of the railway industry into a stable, profitable one; the settlement and further development of customs and tariff systems; the beginning of the construction of the Great Siberian Route. The article traces the main achievements of S.Yu. Witte as the Minister of Ways Communication of the Russian Empire. In the article it is shown that as a result of the step-by-step introducing of railway control and financial reform, which lasted for a decade, S.Yu. Witte managed to create an effective system of control over the public and private sectors of railways. The scope of the influence of S.Yu. Witte for the economic and political development of the Russian Empire is determined. The literary sources analysis suggests that S.Yu. Witte's policy was subordinated to the sole goal of: the industrialization of the state, the successful development of the economy of the Russian Empire, without affecting the political system, without changing anything in the state administration of the country. The analysis allowed the authors to state that it was S.Yu. Witte who attained coordinated and clear actions of the two most important departments of the Russian Empire – the Ministry of Ways of Communication and the Ministry of Finance – since they were the most interested in the construction of rail transport. Only through the coordination of the activities of these governmental structures, attained by S.Yu. Witte, it became possible to overcome the unprofitability of rail transport, which ultimately helped to stabilize the financial situation of the Russian Empire in general.

К истории частного железнодорожного строительства в России в 60–70-е годы XIX века

К истории частного железнодорожного строительства в России в 60–70-е годы XIX века

일제강점기 사설철도 경남철도주식회사의 특징에 관한연구

일제강점기 사설철도 경남철도주식회사의 특징에 관한연구

ГЕОПОЛИТИЧЕСКИЕ ВЫЗОВЫ И МОДЕРНИЗАЦИОННЫЕ ОТВЕТЫ: ЖЕЛЕЗНОДОРОЖНЫЙ ТРАНСПОРТ ВОСТОКА РОССИИ В УСЛОВИЯХ ГРАЖДАНСКОЙ ВОЙНЫ

The article deals with the peculiarities of railway management in the Asian part of Russia in the days of anti-Bolshevist governments. The material is presented within the broad context of railroad construction history. The main railway lines constructed by the state before the revolution of 1917 in the Asian part of Russia led to the territory development. Private funds were invested in the warrantable projects. The Civil War mostly went along the railroads situated in the East of Russia. It is not unexpected that railway economy incurred substantial costs and, at the same time, railroads became a guide to the source of almost all the goods for the army and citizens. The state of the railway transport in the East of Russia was researched fragmentarily or formally and on the basis of fragmentary data. The author introduces documents of the Railway Department of the Ministry of Finance of the Russian Government and materials of periodical press into scientific use. The author considers it necessary to point out that laying train tracks in the Asian part of Russia was enhanced by private companies before the revolution. At the same time, the state recognized the importance of creation of a single plan of train tracks development, prioritizing and investments in laying train tracks. But the Civil War temporarily disorganized the unity of administration, and transfer of the railroads to railway committees made them unprofitable. Since the autumn of 1918, the Ministry of Railways of the Provisional Siberian Government and All-Russian Government managed to reconstruct the unity of administration and financing of all the state-owned and private railroads of the Urals, Siberia, the Steppe and the Far East. As shown in some sources researched by the author the Ministry used the sources of rail materials effectively, organized manufacturing of new carriages and spare parts in the Urals, which helped restore the damaged communications and build about 505 miles of new railway lines. The Ministry had to abandon the ambitious prerevolutionary plans of railway lines construction in the taiga zone of Siberia, but it continued construction of short railway lines that connected Siberian extractive industries with the Trans-Siberian Railway and the lines that delivered grain from Siberia. Construction of new railway lines and exploitation costs of private railway companies were paid from the funds of the Provisional Siberian and All-Russian Governments. The companies applied for a loan upon the security of the enterprises to the State bank, and it resulted in the transfer of private railroads of the eastern regions of Russia to the state. New railway construction continued within the frame of prerevolutionary directions and priorities. But the authorities had to put an end to the projects of the taiga and subarctic territories.

PRICE LIST 10-01: MECHANISMS FOR TARIFF REGULATION

[For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version)].ABSTRACT In the countries of the European Union and Russia, the owner of the railway infrastructure is the state, and the rolling stock is owned by private companies. With this model of organizing the railway industry, the main source of income for the owner of the public infrastructure is freight transportation. The main advantages of this model are the low level of monopoly power of the rolling stock owners and low probability of discrimination in access to infrastructure, and the disadvantages are low incentives for investing in infrastructure development. Consequently, the main problem for a monopolist is to attract cargo owners to transportation by rail. As it is known, the criterion of attractiveness of a particular mode of transport for a cargo owner is the cost of transportation (low tariff load), which is regulated on the Russian Railways by Price list 10-01 «Tariffs for transportation of goods and infrastructure services performed by Russian railways». Since reorganization of the tariff system in 2003, the car component of the railway freight tariff varies depending on the market conditions of the fleet of freight cars owned by the operator companies, and the infrastructure component is regulated by the infrastructure owner which is the the state. At the same time, the role of state antimonopoly regulation is of great importance, which directly affects the rail freight transportation market, and, as a consequence, the tariff. An alternative is the American model of railway organization (used in the US, Canada, some countries of South America), which has a high level of monopoly power of carriers, rolling stock operators and infrastructure owners, high probability of discrimination in access to infrastructure, high incentives to invest in infrastructure modernization. At the same time, several vertically integrated companies operate on the rail freight transportation market, and competition occurs both between private railway infrastructures and between carriers and rolling stock owners who can compete on each other’s infrastructure. State antimonopoly regulation is absent, which increases the importance of bilateral contracts between market participants. A consequence of this is the dependence of the tariff on rail freight transport exclusively on the market conjuncture. The article shows the sequence of evolution of the current Price list 10-01 «Tariffs for transportation of goods and infrastructure services performed by Russian railways» in market conditions. The foreign experience of state regulation of freight tariffs is considered at the example of two alternative models - American and European. The analysis of influence of demand and supply, formed on the domestic market by owners of cars, has been made. The structure of tariff classes and the principles of their formation are shown. One of the key features of the current system is the so-called «tariff corridor». The most significant problems are identified - cross-subsidization of lowyield cargo traffic and tariff construction by a cost principle in a state-regulated segment. Keywords: railway transport, Price list 10-01, freight transportation, tariffs, system principles.

Methodology for Tendering the Performances in Long Distance Rail Passenger Transport

A fundamental step in the liberalisation of the rail market has been the separation of the railway infrastructure from the railway operating. The partial liberalisation of the rail market in the European Union (EU) was already underway in 2010. Opening up the market to new private railway operators means that operators can compete for the performance of selected lines. The opening up process of domestic rail passenger transport markets according to the fourth railway package has a variety of levels in Member States. This process is requested to be performed not later than 2019, while making public tenders for transport service contracts compulsory in the public interest. The paper is focused on tender implementation steps for long-distance rail passenger transport and shows the legislation requirements for the tendering process. There is a need to analyse the technical and other obstacles and threats to the operation of long-distance rail services entering competition. The idea is to meet the objectives of the EU White Paper on transport and The Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) No. 1191/69 and 1107/70.

Position of railway passenger transport companies on current liberalized transport market

Market liberalization is a great contemporary trend in many fields of economy. Liberalized transport market, where the transport demand is meeting with transport offer, is evolving dynamically. Private railway passenger operators want to increase their market share together with national railway passenger transport companies therefore the quality of passenger transportation is getting higher, which positively influences the attractiveness of railway passenger transport. The article is focused on these current trends of liberalization in railway passenger transport market. From operational and economical point of view, there are described some ways, how to make the railway passenger transport system more effective and make the entire transport system more attractive for traveling public.

近代大都市の郊外行楽地と私鉄 : 大阪住吉を中心に( 第32回大会共通論題「都市と交通II-観光・行楽・参詣-」)

近代大都市の郊外行楽地と私鉄 : 大阪住吉を中心に( 第32回大会共通論題「都市と交通II-観光・行楽・参詣-」)

Analysis of Foreign Education Policy in Japan in the Light of the Educational Experience of Korean Residents in Japan

본 연구는 조선학교 교육을 받았던 재일조선인들의 구술을 통해 일본 외국인 교육정책의 특징을 분석한 것이다. 일본 외국인교육정책의 전개과정을 시기별로 구분하고, 시기적 변화의 특성에 따른 재일조선인들의 인식을 살펴본 것이다. 구술자들은 일본 외국인교육정책의 전개과정과 조선학교 교육의 관계성은 느낄 수 없었다고 한다. 이들은 일본 외국인교육정책이 조선학교에 대해서는 “배제로 일관하였다”고 인식하였다. 그러나 일본 중앙정부와는 달리 지방자치체 차원에서는 조선학교 보조금 지원, 조선학교 졸업생에 대한 공•사립대학 입학 허용 등 중앙 정부와는 차별화된 정책이 실시되기도 하였다. 본 연구 결과를 기반으로 분석하였을 때 조선학교에 대한 일본 외국인교육정책 에는 일관된 배제와 동화정책이 적용되고 있다는 점이다. 일본 사회에서 조선학교 교육은 교육적 차원의 문제로 접근되지 않고 정치적 문제로 다뤄져 온 측면이 컸다는 것이다. 재일조선인이 일본 국민과 외국인 사이에서 이중 잣대의 적용을 받는 것처럼 조선학교 교육도 일본 교육과 다른 외국인학교 사이에 모호한 경계선에 있다는 것이다. 이는 조선학교에 대한 교육정책이 다른 외국인교육정책과는 달리 이중적 구조로 존재해 왔다는 것을 드러낸 것이다. 재일조선인 교육은 정치적 상황이 아닌 세계보편적인 인권차원에서 일관성 있게 보장될 필요성이 있다.The purpose of this study is to analyze the meaning of Joseon school or Korean school (hereafter, Korean school) education in the context of Japanese foreign education through oral history of Korean residents in Japan. I focused on how educational experience of Korean residents who were born and raised in Japan formed through the Korean school education was implemented and applied in Japanese society. Participants were 7 Korean residents in Japan who were educated at Korean school. They all grew up in Kansai region including Osaka Prefecture and Hyogo Prefecture. The oral data was collected three times from September 17, 2014 to February 29, 2016. The oral interviews were conducted two times, two hours per session. As to the analysis of oral data, we first prepared the classification table according to the detailed themes and then cross-checked between the history of Korean residents in Japan as well as related literatures and the memories of the oral interviewees. The results of this study are as follows. The oral interviewees recognized that there was no relation between the development process of foreign education policy in Japan and Korean school education. They said that the education of foreigners in Japan was “consistent with the exclusion of Korean schools.” However, unlike the Japanese central government, local governments implemented the policies such as providing subsidies to Korean schools, accepting the graduates of Korean schools in public and private universities, and providing fare discounts for students of Korean schools in local private railways.

일제 강점기 사설철도의 변화와 특징에 관한 연구

본 연구에서는 그간의 연구를 참고하여 연구가 미진한 부분인 조선에 있는 사설철도의 법과 제도 그리고 인력, 보조금의 변화와 함께 사설철도가 가지고 있는 특징을 분석하여 일제강점기의 사설철도의 성격을 살펴보았다. 본 연구를 통해 일제강점기의 조선의 사설철도의 특징은 조선 내에서의 사설철도는 조선 내에서의 간선철도를 보조하는 역할을 하는 국책사업성격의 사설철도의 역할이 컸다는 것이다. 변화과정을 보면 관련법의 개정에 의해 보조율이 증가하였고 일본의 철도정책에 따라 좌우되는 양상을 보였다. 조선의 사설철도 특징은 일본 본토 보다 보조금이 높았으며, 외부자본의존형의 자본조달과 사철종사 임원의 경우도 조선철도국 출신이 많았다. 수익은 국유철도보다 낮아 이는 보조금으로 보전하였다. 이러한 사실을 근거로 조선내의 사설철도는 국책사업과 연관성이 깊은 철도회사였다고 볼 수 있다. 조선 내의 사철회사는 지역의 산업과 연관이 깊었다. 사설철도의 노선 분포를 보면 거의 간선을 보조하는 노선 혹은 산업개발지역과 일치하고 있다. 아울러 사설철도의 성격상 다양한 부대사업을 운영하여 일본국내의 사철의 부대사업으로 수익을 창출하고 철도운영을 해 나가는 사설철도본래의 기능도 가지고 있는 이중적인 성격의 철도라고 할 수 있다. This paper analyzes the under-researched field of the characteristics of th Chosun private railway, such as laws, systems, human resources, and subsidies associated with this railway, in an effort to increase our understanding of these characteristics. It was found that the private railway shared strong identity resemblance with a national project, as it served to assist the roles of the main national railway. General patterns of change of the company indicate that the private railway received increased subsidies consequent to the amendment of a related law and that it was strongly influenced by Japan's railway policies. The private railway system during the Chosun period more subsidies than those administered by Japan, and they tended to depend on fund raising for external capital. A tendency of many board members to be from the Chosun bureau was also noted. Profits in the private railway system were relatively low compared to those of the national railway such that the deficits were supplemented by the subsidies redeived. Based on corroborating examples, the private railway system can be said to have been an organization that had strong connections with national projects. It was especially related to regional industries according to an examination of the distribution of lines, which shows that most assisted the main railway or coincided with regions undergoing industrial development. Typically, northern areas were for resource development while southern areas were for agricultural production and/or passenger transportation. The company carried dual traits as it operated as a subsidiary enterprise for peripheral profit while also playing a role in transportation.

Deutsche Bahn AG: a former monopoly off track?

Synopsis Deutsche Bahn AG (Deutsche Bahn hereafter) was the former German railroad monopolist until deregulation in 1996. It was a well-known company that operated in worldwide markets for transport and logistics at the time of the case (late 2013). The case “Deutsche Bahn AG: a former monopoly off track?” focuses on the opportunities and challenges faced by Deutsche Bahn with regard to its position in the German individual transportation market. On the one hand, Deutsche Bahn is facing external problems. Increasing competition in short- and long-distance traffic threatens its strong business position. The competition emerged from a growing long-distance bus market and the increase in private railway companies. During the last few years before 2013, Deutsche Bahn has lost several public tenders for individual passenger travel in Germany. On the other hand, Deutsche Bahn has internal problems that endanger its image as a service company. A lack of service quality and the technical condition of its trains has led to rising numbers of customer complaints. In addition, staffing and punctuality problems have exacerbated the situation. One of the main technical issues the company faces is that ordered trains have not been delivered on time. Given the focus on Deutsche Bahn’s domestic challenges, its international business activities are tackled only briefly. While regulatory and political events have an impact on Deutsche Bahn, these are not the main subjects of the case. Research methodology This case has been written from public sources. Consequently, no company release is provided. None of the information has been disguised in any way. Relevant courses and levels The case is intended for use in a 90-minute strategic management class attended by students at the end of their undergraduate studies or in postgraduate study. Although the case relates to issues in strategic management, the special regulatory environment and some of the issues covered could make the case a useful complement in other classes as well, such as classes in supply chain management (procurement) or the management of public companies. Therefore, students should have basic knowledge in developing strategies, management, marketing, human resource management, and finance. Theoretical bases Strategic Analysis and Strategic Management, Railroad Logistics, Deregulation of a former Monopoly, Stakeholder Theory.

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.