Posts Tagged ‘JR’

Experience counts for something in JR embezzling incident

Tuesday, April 3rd, 2012

JR ticket office

On March 16, JR West pressed charges against a 50-year-old employee who allegedly embezzled ¥86 million. The unnamed worker, who was hired by the railway company in 1980, when it was still part of Japan National Railways (JNR), worked in the ticket office of Akashi Station on the JR Sanyo Line. He has been accused of printing out fake teiki (commuter passes) for which he gave out equally fake refunds that ended up in his pocket. All in all, he carried out this fraud 659 times and supposedly spent the money on gambling and other “entertainment” activities. But what’s more interesting is that he didn’t do it alone. He apparently enlisted the assistance of seven other staff members who confessed that they felt pressured into going along with the scheme because of the accused’s seniority.

The suspect first started the racket when he was working at Asagiri Station on the same line. He would issue fake passes and then dispense refunds for the passes after the imaginary customers who purchased them reported they were defective. Since these passes are issued by vending machines, the salesperson keeps the supposedly defective pass and refunds the money, which the customer uses to buy a new one. Under such circumstances the salesperson has to write a report for the refund and then later someone has to verify the refund report with the returned pass, but somehow the employee figured out that no one ever actually did this. In fact, he probably could have continued the scam indefinitely if another employee in JR Nishi Nihon who worked on the Takarazuka Line hadn’t been caught doing the same thing, thus causing management to look a little closer at records to see if it wasn’t more widespread. Apparently it was. Even before they caught the Akashi embezzler, investigators discovered an employee at Osaka Station who had pilfered ¥32 million.

But none of the other embezzlers used underlings to help them bring in more cash. A JR executive told reporters that the seven accomplices were contract workers in their 20s, meaning their employment was not guaranteed. When questioned about why they agreed to participate in the scam, they said the accused, who was their supervisor, made it impossible to refuse. They knew it was wrong, but believed that if they didn’t obey his orders they’d lose their jobs. After five years they are given the opportunity to become regular employees, but if they don’t they aren’t rehired, since contract workers are limited to four rehirings. One of the seven stopped working for JR before the incident came to light.

After JNR went private in 1987 and the company was split into several regional railways, many older workers were laid off. Some sued and are still fighting to get their jobs back, but in any case JR West didn’t hire many new graduates in the subsequent decade, which means there is a wide age gap in the company’s ranks. At Akashi Station, for instance, eight of the 41 employees are in their late 40s and 50s, while the rest are in their 20s. Most of these younger employees are contract workers who have to renew their employment every year. The hourly wage is about ¥1,000 (following a three-month probation period during which they earn ¥890 an hour). JR didn’t reveal what the accused employee’s salary was, but according to Nenshu Lab, a wage research group, the average salary for a full-time JR West employee, regular or not, is ¥6.73 million. In 2005, however, the average salary was ¥7.24 million, which would seem to indicate that more contract workers have been hired as older workers retire.

You can’t get there from here: Railway tries to bust “orikaeshi” riders

Sunday, December 18th, 2011

Two years ago, this blog talked about the Hokuso Line, which has been called the most expensive train in Japan. It runs between Keisei Takasago Station in eastern Tokyo and Inba Nihon Idai Station in northern Chiba Prefecture. Since that article was posted the Sky Access Limited Express opened between Keisei Ueno Station and Narita Airport. In Chiba this train, like the Narita Skyliner, runs on the Hokuso tracks. Consequently, a lot of commuters living in eastern Chiba who use the Hokuso Line to get to work in Tokyo were happy, since the Access adds an extra express train, making it faster to get to their jobs.

Unhappy returns: Hokuso Line poster saying you need an extra ticket if you double back

In October, the Chiba New Town Railway, which operates the Hokuso Line, started a crackdown campaign against patrons who do what is called orikaeshi josha (“doubling back”). When we first saw the posters for the crackdown campaign in Inzai Makinohara Station, we misunderstood the reason for orikaeshi. Because Inzai Makinohara is not an Access stop, we assumed passengers returning home from Tokyo would take the express to Inba Nihon Idai Station, which is one station further than Makinohara, and then transfer to a local train going in the opposite direction. However, when we checked train schedules it didn’t make any sense. Most times of the day the local train going west from Inba Nihon Idai leaves one minute before any Access train going east arrives there; which means anyone doing orikaeshi would have to wait at least ten minutes for the next local going west.

What we learned is that people don’t do orikaeshi at Inzai Makinohara when they return home, but rather when they leave for work in the morning. To catch the Access, which cuts up to 20 minutes from their commute, passengers can transfer at the next station going west, Chiba New Town Chuo, but by that time all the seats have probably been filled by people who got on at the previous Access station, Inba Nihon Idai. So by “doubling back” to Inba Nihon Idai from Inzai Makinohara they can get a seat on the express.

However, passengers are supposed to pay to do that, and many don’t. Considering that the fare between Inzai and Inba — one station — is ¥290, the operators of the Hokuso Line obviously believe they’re losing a lot of money. Even for commuters with monthly passes, the difference is more than ¥2,000, which explains the crackdown.

Continue reading about orikaeshi josha →

Annals of cheap: Tokyo Metro kaisuken

Thursday, March 4th, 2010

See that second button from the left? Press it. It won't hurt you.

See that second button from the left? Press it. It won’t hurt you.

The only thing I have against Tokyo’s two subway systems is that they don’t run 24 hours a day, though that may change for one of them. In almost every other aspect I think they’re pretty terrific, and since Tokyo Metro is cheaper than the Toei subway network, it’s even more terrific. Does that sound funny, calling something in Japan cheap? In terms of average fares, it’s actually one of the cheapest in the world. Of all the world capitals, only Mexico City, Beijing, Seoul and Moscow are cheaper. And considering how clean and reliable the Metro is, it’s even more of a bargain.

And because it’s cheap patrons may take it for granted. Since the advent of the PASMO rechargeable smart card, which enables mass transit users in the Tokyo metropolitan area to enter and exit stations, as well as transfer from one mode of transport to another, without the need for tickets, Tokyo Metro has increased the number of wickets in stations that don’t take tickets. PASMO and JR’s Suica card obviate the need to buy individual tickets, and thus save time and resources, but they don’t necessarily save money. If your PASMO is also a Tokyo Metro credit card you can earn points when you ride that can be used for discounts, but the discount comes out to less than one percent. However, if you buy tickets of the same value in multiples of 10 from either Tokyo Metro or JR, you get an 11th for free, meaning a discount of 10 percent. These multiple tickets are called kaisuken.

Continue reading about kaisuken →

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