Japan Railways Group
, Named Japan Railway JR, is an umbrella term for the seven independent legal successor companies of the privatized on 1 April 1987 Japanese National Railways ( JNR ).
- 2.1 Topography and network utilization
- 2.2 railway infrastructure
- 2.3 Specifications
Privatization and structural
As part of the privatization of JNR was divided into nine successor company. Six of these are today the existing passenger transport operators, summarized in the JR Group, are their own trains and infrastructure both in possession, as well as ensure their operation. The national freight is covered by a single company (JR Freight ) which, although has its own trains and station facilities, but will charge you for resorting to the route network of the other sub companies. The Shinkansen high speed rail network was initially leased to the three most important people mover owned by the Shinkansen Holding Corporation and was. Meanwhile, the network is owned by four part JR companies. Immediately after privatization a settlement company took on all surplus employees.
Overall, the privatization of the Japanese National Railways is considered successful. However, financial legacy for the development of high-speed rail network and other routes by a government rescue company were significantly reduced. Measures for the partial financing of new lines or to compensate for financial losses of public paths are still paid from the state treasury.
Prices and policies are set by the JR Group for all sub- companies the same. In order to ensure the interoperability of the regional network operator, the JR Technical Research Institute engaged in research and development of common network and rail technology. The JR Systems Company takes care of the IT infrastructure and a uniform timetable information and reservation system.
Reasons for privatization
Before privatization, JNR suffered mainly due to inefficient investment, high labor costs and financial deficits. For this purpose, there are three main reasons to call:
- After the Second World War, the Japanese economy recovered rapidly. This meant that the road rising steeply. Then lost the JNR to high market shares.
- As a further consequence of the Second World War JNR had to hire 250,000 veterans. This led to an enormous financial burden and of preventing any reform measures by the political radicalization of the workers.
- Rates of JNR were strictly controlled by politicians. A reduction in the number of employees was therefore not possible to a sufficient extent. In addition, capital was invested in otherwise political projects.
In the late 70s, the reform of JNR, an annual deficit of about U.S. $ 15 billion and liabilities of 250 billion U.S. dollars was absolutely necessary. For the reestablishment of the successor company of JNR 1987 stabilization fund has been set, and provided massive government aid. The JR group had amassed by 1993 debt at a height equivalent to 450 billion D-Mark. The new companies bought by the JNR while the Shinkansen high-speed lines for a total of about 70 billion marks.
Subsidiary companies
The JR successor companies, JR East, JR Central and JR West, so the three companies on the main Japanese island of Honshu, today operate profitably and are traded on the stock exchange. The other companies will be floated on the stock market with the help of state infrastructure.
Although old liabilities are still not fully repaid, the Japanese government is benefiting now from incoming tax payments. The quality of services offered has increased noticeably. In addition, also the increased investment in infrastructure and trains can be reported.
The RTRI dedicated to the research and development of common network and rail technology and JR system is responsible for the IT infrastructure, as well as a uniform timetable information and reservation system.
Besides that, there common smaller companies for advertising, travel office, lobby activities.
Route network
Topography and network utilization
The topography of Japan and the geographical arrangement of densely populated metropolitan areas have led to a linear structure of the national rail network. The technical Erschließbarkeit Japan by the railway is thus very limited from the outset. While Germany is populated with 229 people per square kilometer, 337 inhabitants share the same area in Japan. Per train kilometer more than 46,000 passengers travel daily. In Germany there are only about 5,000 passengers. A very high utilization of the rail network is guaranteed in general.
Railway infrastructure
In addition, there has never been in Japan a monopoly of the former state railway. For over 100 years, there are private and public railway operators next to each other and operate their own rail networks. Regional JR companies operate about 80 percent of the national rail network. The rest is covered by 16 major private rail operators, 14 subway operators and smaller local lines. The Shinkansen express train network is operated by four of the JR - part companies.
Specifications
The Japanese route networks has two special technical features. For one, it consists of two different gauges. While the conventional rail network uses the so-called Cape gauge ( 1,067 mm), the high-speed network called Shinkansen to standard gauge ( 1435 mm) was built.
Even more differences are there in the electrification used, in addition to non -electrified lines, there are five different power systems.