Privatization of the Japan Highway Public Corporation: Policy Assessment

Unlike the expressway systems of the U.S. and Europe, where road use is largely free of charge, the Japanese expressway system consists mostly of toll roads. The toll expressway system was instituted after World War II to expedite construction of a nation-wide expressway network. Originally it was intended that the system ultimately become free of charge, as soon as the national expressway network was completed and construction debts repaid. Although expressway tolls are collected based on each individual route, tolls are included in the same budget and pooled for the construction of other routes, in what is called a pool system. However, problems have occurred in such a system. Expressway users have been required to continue paying expressway tolls along trunk expressways near big cities where construction costs have long been completely repaid. Furthermore, in rural areas where the demand for expressway use is low, the system continues to construct expressways simply because rural residents expect them to be constructed. Users have also been dissatisfied with the high price of expressway use, attributing the cost to what they have perceived as the monopolistic nature of the public corporation system, which, like the former Japan National Railway, had no competition. In this environment, Prime Minister Koizumi appointed a special committee to define the role of the Japan Highway Public Corporation and to determine whether or not it should be privatized, and the issue of highway privatization became controversial in Japan. Although there were effective arguments pro and con, it was decided that the corporation be privatized. In October, 2005, the Japan Highway Public Corporation was privatized and separated into three expressway companies, and the following companies were also privatized: the Metropolitan Expressway Public Corporation, the Hanshin Expressway Public Corporation, and the Honshu-Shikoku Bridge authority. The main purpose of this study is to assess the privatization policy taken by the government. The aspects which we will especially focus on are (1) ownership, (2) regional subdivision, (3) cost structure, (4) investment behavior, (5) pricing system, (6) management and incentive system of internal organization, (7) public regulations, and (8) political intervention. We will evaluate these aspects comparing the before-privatization and after-privatization periods of the Japan Expressway Public Corporation. As the performance results of the new organization are not available yet because privatization is quite recent, our conceptual outcomes will be based on theory and the lessons learned from the privatization of the Japan National Railway.

Privatization of the Japan Highway Public Corporation: Policy Assessment

Unlike the expressway systems of the U.S. and Europe, where road use is largely free of charge, the Japanese expressway system consists mostly of toll roads. The toll expressway system was instituted after World War II to expedite construction of a nation-wide expressway network. Originally it was intended that the system ultimately become free of charge, as soon as the national expressway network was completed and construction debts repaid. Although expressway tolls are collected based on each individual route, tolls are included in the same budget and pooled for the construction of other routes, in what is called a pool system. However, problems have occurred in such a system. Expressway users have been required to continue paying expressway tolls along trunk expressways near big cities where construction costs have long been completely repaid. Furthermore, in rural areas where the demand for expressway use is low, the system continues to construct expressways simply because rural residents expect them to be constructed. Users have also been dissatisfied with the high price of expressway use, attributing the cost to what they have perceived as the monopolistic nature of the public corporation system, which, like the former Japan National Railway, had no competition. In this environment, Prime Minister Koizumi appointed a special committee to define the role of the Japan Highway Public Corporation and to determine whether or not it should be privatized, and the issue of highway privatization became controversial in Japan. Although there were effective arguments pro and con, it was decided that the corporation be privatized. In October, 2005, the Japan Highway Public Corporation was privatized and separated into three expressway companies, and the following companies were also privatized: the Metropolitan Expressway Public Corporation, the Hanshin Expressway Public Corporation, and the Honshu-Shikoku Bridge authority. The main purpose of this study is to assess the privatization policy taken by the government. The aspects which we will especially focus on are (1) ownership, (2) regional subdivision, (3) cost structure, (4) investment behavior, (5) pricing system, (6) management and incentive system of internal organization, (7) public regulations, and (8) political intervention. We will evaluate these aspects comparing the before-privatization and after-privatization periods of the Japan Expressway Public Corporation. As the performance results of the new organization are not available yet because privatization is quite recent, our conceptual outcomes will be based on theory and the lessons learned from the privatization of the Japan National Railway

Estimation of Social Costs of Highways in Japan

The main purpose of this paper is to estimate and evaluate the social costs of highways in Japan. In general, with more people concerned about protecting the environment at both local and global levels, dependence on vehicular transportation in cities has brought about problems. Too much dependence on autos causes air pollution, which has detrimental health effects. Furthermore, traffic congestion wastes time, money, and energy. The most concerning issue related to continuing dependence on car use is global warming. In order to implement transport policies conducive to creating a sustainable environment, it is necessary to measure correctly the social costs of vehicular transport such as traffic accidents, air pollution, noise, global warming, and traffic congestion. By using a data set from Japan, this paper aims to estimate the social costs of vehicular transport on highways and to evaluate how extensive these social costs are by comparing, for example, highway fares relative to GDP. Our study has several distinguishing characteristics. The most important point is that we estimate each individual highwayfs social costs by considering average speed at the peak period, total traffic volume, types of vehicular transport and so on. Second, this study distinguishes five kinds of social costs of vehicular transport for individual highways in Japan: 1) traffic accidents, 2) air pollution, 3) noise, 4) global warming, and 5) traffic congestion. Third, by using a data set of over 50 individual highways in Japan in 2005, we analyze the relationship between the social costs of vehicular transport and traffic volumes in general. Last, by comparing highway fares, the degree of GDP, the fuel tax level, and other factors, we assess the magnitude of social costs, for the purpose of creating prudent transport policy. In order to attain the objectives mentioned above, we organize our study as follows. First, we summarize previous studies, with special attention to the kinds of social costs used, the kinds of sub-items considered in estimating social costs, the aggregate level, the method of estimation, and the magnitude of the social costs of vehicular transport. Second, we explain our method for estimating social costs. In this section, we describe specific equations for the five main categories of highwaysf social costs. Third, based on these equations, by using a data set for highways in Japan, we estimate the social costs of vehicular transport on highways. Last, by comparing highway fares, and GDP and so on, we evaluate how extensive highwaysf social costs actually are. In this section, we also summarize our major findings

Application of Scan-less Two-Dimensional Confocal Microscopy Based on a Combination of Confocal Slit With Wavelength/Space Conversion

Confocal laser microscope (CLM) has been widely used in the fields of the non-contact surface topography, biomedical imaging, and other applications, because the confocality gives two-dimensional (2D) optical-sectioning or three-dimensional (3D) imaging capability with the depth selectivity. Combination of line-focused CLM with one-dimensional (1D) spectral encoding CLM enables us to obtain the 2D confocal image without the need for the mechanical scanning. So-called scan-less 2D CLM is a unique imaging modality, however, there are no attempts to apply for practical application. In this paper, we constructed scan-less 2D CLM with the image acquisition time of 0.23 ms, the lateral resolution of 1.2 µm, the depth resolution of 2.4 µm, and apply it for different kinds of application to evaluate its practical potential

Scan-Less, Kilo-Pixel, Line-Field Confocal Phase Imaging with Spectrally Encoded Dual-Comb Microscopy

Confocal laser microscopy (CLM) is a powerful tool in life science research and industrial inspection, and its image acquisition rate is boosted by scan-less imaging techniques. However, the optical-intensity-based image contrast in CLM makes it difficult to visualize transparent non-fluorescent objects or reflective objects with nanometer unevenness. In this paper, we introduce an optical frequency comb (OFC) to scan-less CLM to give the optical-phase-based image contrast. One-dimensional (1D) image pixels of a sample are separately encoded onto OFC modes via 1D spectral encoding by using OFC as an optical carrier of amplitude and phase with a vast number of discrete frequency channels. Then, line-field confocal information of amplitude and phase are decoded from a mode-resolved OFC amplitude and phase spectra obtained by dual-comb spectroscopy. The proposed confocal phase imaging will further expand the application fields of CLM

Scan-Less, Kilo-Pixel, Line-Field Confocal Phase Imaging with Spectrally Encoded Dual-Comb Microscopy

Confocal laser microscopy (CLM) is a powerful tool in life science research and industrial inspection, and its image acquisition rate is boosted by scan-less imaging techniques. However, the optical-intensity-based image contrast in CLM makes it difficult to visualize transparent non-fluorescent objects or reflective objects with nanometer unevenness. In this paper, we introduce an optical frequency comb (OFC) to scan-less CLM to give the optical-phase-based image contrast. One-dimensional (1D) image pixels of a sample are separately encoded onto OFC modes via 1D spectral encoding by using OFC as an optical carrier of amplitude and phase with a vast number of discrete frequency channels. Then, line-field confocal information of amplitude and phase are decoded from a mode-resolved OFC amplitude and phase spectra obtained by dual-comb spectroscopy. The proposed confocal phase imaging will further expand the application fields of CLM

The Implementation of a 2/4/8 Antennas Configurable Diversity OFDM Receiver for Mobile HDTV Application

Two pre-FFT adaptive array (AA) antenna combiners and a post-FFT carrier diversity (CD) combiner are integrated with a Japan Terrestrial digital TV (ISDB-T) OFDM receiver using 90 nm 7M1P CMOS process. A 2/4/8-antenna diversity receiver can be configured and a low-cost 4 antenna diversity reception system can be realized in one LSI by making use of the AA-CD two-stage diversity combining method. Mobile reception performance is increased by 1.63 times using a denoise filter circuit and SPLINE interpolator under urban 6-path Rayleigh fading (TU6) model with 2-antenna post-FFT carrier diversity (2CD) combing mode. The die area is 49 mm2 and the power consumption is 310 mW

Improvement of dynamic range and repeatability in refractive-index-sensing optical comb by combination of saturable-absorber-mirror mode-locking with intracavity multi-mode interference fiber sensor

Mode-locked fiber comb equipped with multi-mode-interference fiber sensor functions as high-precision refractive-index (RI) sensor benefitting from precise radio-frequency measurement. However, its dynamic range and repeatability are hampered by inherent characteristics in nonlinear-polarization-rotation mode-locking oscillation. In this article, we introduce saturable-absorber-mirror mode-locking for RI sensing with wide dynamic range and high repeatability. While the RI dynamic range was expanded to 41.4 dB due to high robustness to cavity disturbance, self-starting capability without the need for polarization control improves the RI sensing repeatability to 1.10×10-8 every mode-locking activation. Improved dynamic range and repeatability will be useful for enhanced performance of RI sensing