SS Ferny Witary History instiimte THE oment OF A TRANSPORTATIon, 4 \0' Fre on REGULATING GROUP 4 IN JAPAN OF US ARMY APRIL 1956POREWORD The purpose of tht per is to show various phases in the develop- ment of Bolcth Amy Unit, 7: ortation Traffic Regulating Group fron 25 January 1950 to 31 March 1956. This study clearly demonstrates tht initially in a theater of ope- rations there my not be a clear lino of doma: on between operations end traffic functions in transportation. This may be due either to military necessity or local cond: 8, a8 well as practical limitations in the field. However, as the indigenous transportation facilities are improved and the movement capability increased, the necessity for super- vision over operations decreases ani omphasis is placed on movement cont rol and tra! ment. The operational responsibilities were gradually dropped in this ‘theater through contractual arrangements with transportation operators. Consequently the organization of TTRG did not remain static but reflected changes in emphasis through its development until at the present time this organization Ins emerged more nearly in RD PAABTCHAM JR, Golonel, T. Ce 1 April 1956ACKNOWLEDGEMENTS Colon le "Organi » whose art: ing a Tranéporta- the Nationsl Defense tion Traffic Regulating Group in Japan" ation J June, 195; which provided the frame tation Asso work and mich of the The Japanese National Railways who mde available a wealth of mater- e@ tat oo depos Specialist Third Class Philip R. Tu the map which comprises the Annex , who conducted most of the research on the main body of tle paper; and especially Lieutemnt Colonel James $. Hollingsworth, whose composition, editing and overall supervision and perseverance brought tle paper to a successful conclusion. iW @PREFACE ‘The TTRG 8010th Army Unit evolved from the 3rd Transportation Military Railway Service more or less concurrently with the restoration of sovereignty in Japan. The 3rd MRS had been transferred to Japan in August 1945, where it performed a Phase III operation, The functions of this unit were included in a unit designated the €010th Transportation Military Railway Service 25 January 1950. See appendix A. Immediately following hostilities started in Korea, this unit furnished on 1 July 1950 a cadre of 19 officers and 90 enlisted which later became the 3rd TRS in Korea. aeGENERAL UNTT DATA The 010th TMRS was redesignated the Transportation Traffic Regulating Group, 6010th Army Unit 20 January 1953. See appendix A. Its coumanders to date are listed in appendix B. Through the combined efforts of its parent unit and the present unit, it has received the Meritorious Unit Commendations. See Appendix C. In addition to its operating responsibilities, the TTRG is required to train and maint: @ provisional infantry platoon on alert basis from its headquarters platoon placed so high in its 1955 field tests that it was comended by the Commanding General, Central Command. See appendix D, = ili =O TABLE OF FOREWORD... PREFACE... oe GENERAL UNIT DATA... TABLE OF CONTENTS . CHAPTER I The Third MRS Influence... . CHAPTER IT The Group Develops (20 Jan 53 - 31 the Rail and Highway Divi The Air Movements Division . ans and Management Functions Zones of the TIRG ... CHAPTER III ‘The End of a Phase... New Table of Distribution . . Relocation of TIC Headquarters BL Dy al Information B. ‘the Island of Hokkaido... . «- The Island of Honshu . CONTENTS Dec aii 10 13 20 23 2 2 33 36 bd 39 40 65TABLE OF CONTENTS (Continued) Page fn se 2, Paeaetienas 36 Sete 4 oe oOo 5 San! 6 Se oteee q oe 26 8. ++ 30 woCHAPTER I in order to fully apprecdatedth:, developaing of a -Trans~"- portation Traffic Regulating Group, it is necessary to consider the many varying factors that were present in the parent organization - the Third Military Railway Service. To a large extent, the functions of traffic regulation and management were gradually acquired rather than being inherent in a newly- organized unit. With the advent of the atomic era and the subsequent signing of the truce, the 34 MRS was staging in the Philippines, ready to move into the Japanese home islands. Upon its arrival in Japan it found that the damage to the rail net was not extensiv |, and that it was possible to go into a modified phase III operation. (In thie phase, the railroads are operated by civilians, with only a minimum amount of military supervision to make sure that necessary military rail movements are not stopped or delayed.) Work was started toward adjusting operations of the then Imperial Japanese Government Railway to handle ocoupation force personnel and freight. The mission assigned to the 3d IMRS wes fulfilling the transportation requirements of the Occupation Forces, ‘This was Limited primarily to rail transportation, since a first-class highway net does not exist. ‘The 3d TMRS found an excellent rail- that road syst: had been developed ty the Imperial Government primarily along the eastern coastline of the main islands, with connecting privately-owned feeder lines for a total of about 25,000 miles of track. They also fomd that the rugged terrain of Japan makes for an exceptionally large number of tunnels,o bridges, switchbacks, spirals and other special features of The 3d TMRS reilroad construction and operati on a division basis that corresponded to the Imperial Japanese Gavernment Rails division structure. Although nominally a phase III operation, a number of operational factors were still in evidence. For 2 number of oe works of the Japanese yeers, construction and minten railroads and its facilities were handled by the Ingineering Department of the 34 ‘ways also had a RS. The Japanese smell roundhouse operation performed on eight (6) 45 ton diesel locomotives logistically supported by the 3d TMRS. The 3d TMS also operated a troop mess car service with ration breakdown points at Sapporo on Hukkaido end Hakata on Kyushu. However, there were no operating battalions, and no shop or waintenance of way personel. The 3d JKRS also was responsible for four onkee exclusively Allied trains, the Al ded Limited, the Limited, the Dix Limited, and the Osaka Express, for wh: they supplied the conductors, the mess stewards, the car boys, the hostesses, and the military police. Further, it supplied all of the personnel stationed at the numerous portation Offices throughout Japan which handled all of the official and nonofficial travel of passengers, expedited the movement of freight for post, camp and station transportation fficers, and manned the rati m breakdown points for the mess cars. Thus, the 34 TMRS began and grew during the Occupation of nts of Phases I, iI, and III rail- apan, combining some e road operations end gradually acquiring regulatory functions. In January of 1950, the 34 TMRS ceased to exist, and was re— placed by the 010th Transportatica ki tary Railway Service. =The outbreak of hostilities in Korea spotlighted the work of the unit since it became obvious that priorities would have to be assigned in the dling of troops and supplies to ports of en barkation and redeploying units throughout Japan. In January 1951, the unit was redesignated the ‘Transportation Military Reilway Service, 010th Army Unit. ‘The mission and functions t1 sferred were basically the same as those previous- ly assigned to the 3d TMRS. At this time, the services per- formed were obteined by means of Procurement Demands placed @irectly upon the Japenese Ministry of Transportation. With the drafting, signing, and subsequent ratification of the Peace Treaty, it became apparent that the basis of securing trans- portation services would shift to coumercial procurement rather ‘than the simplo expedient of a procurement demand. Bactly where, in point of time, the varied functions of the organiza~ tion were acquired is unlmown at this writing, but in the fall of 1952, an opportunity was presented to organize a ‘Transportation Treffic Regulating Group. It was felt that an appreciable savings in transportation costs could be effected, as well as accomplishing more economical use of equipment, by adapting sound principles of traffic management to the existing traffic pattern, The original concept included rail, air, highway and ocean traffic, but in order to test out the feasibility as applied in the Far Hast Command, it was decided to start by ap- plying the idea to rail traffic within Japan. With the foregoing factors considered, the functional statement of the TMRS, 800th AU becomes somewhat more under- standable. The primary functions of the organization dated 22 October 1952, were:o cnd pro- county of services required of and cluding the ssary tion, minimm turn around commen- delivery to destin ison agenci e of United States military populat a. Coordinating with local trensportation offienrs ar tails incident to special and emergency move~ rail carriers, ‘sonnel. oe and United J sions cargo and p* e. Arrenging for mover chartered or U. 8, owned rail equipment, f, Maintaining information on re copen. 6 to passer freight rates. bh cerriers and instellation commandere with respect to tion or mintenance military sidings. 4. Privisioning troop mess cars. , where space + On Japanese regula: rees and reserved primarily for use of meters of the Security United Nations (trains formerly designated Allied trains): (2) Providing United States rations on 4 field mess (2) Making joint use of dining car facilities, with wheNippon Dining Car Company being permitted to prepare and serve other food from the same facilities to commercial travelers. (3) Providing and supervising a mess steward to over- see preparation and serving of meals by Nippon Dining Car Company, to maintain necessary ration records, end to collect and account for meal and service charges for such rations. (4) Supervising military police personnel assigned for maintenance of-law and order. The functions listed above are herdly the functions thet could be attributed solely to a Transportation Military Railway Service. Thus, it is possible to note a traffic regulating group in its embryonic stage, for in three months after the publica- ion of the functional statement above, the mit was redesignated the Transportation Traffic Regulating Group, 80L0th Army Unit. The immediate problem presented was that of regulating rail freight traffic. Although mal-practices were knom to exist in freight traffic, lack of a clear picture of the then existing traffic pattern gave little indication of the corrective measures required, or where to start. In tackling the problem of control sfortune was rail freight, what was otherwise a un med to good account, In late December 1952 and carly January 1953, a coal strike in Japan forced the Japanese National Rail- ways, the successor to the Imperial Japanese Government Railways, to sharply curtail freight schedules, Although this reduction was never so severe as to interfere materially with Security Forces traffic, the throat was sufficient to aid in the insugu- ration of a 1/S (Transportation Symbol) Release System, since the switch to @ comercial basis of transportation had been made just a few months prior. Once initiated, it has been maintained sewo for all carlosd shipments in Japan, by and through TIRG, This system, while not perfect, gives fairly good control over car- ade, load shipments before they are Another control feature of the Transportation Traffic Regulating Group was its division into five (5) detachnents situated at key pointe in Japan corresponding both in location and area traffic control responsibility to the main Japanese National Railways operating divisions, (This same area organi zation exists at this writing. Detachments have become Zones. See Figure 1, page 7 ). At each of these detachments were stationed two or more officers, a varying nuuber of enlisted men and Japanese National employees. 1/8 Releases were issued by the detachments, where ipments were screened to provide maximm utilization of transport, most economical loading and avoidance of demurrege at destination, Shipments of ten or more ion at head~ cars inter-zone were cleared through the Rail Divi quarters in order to avoid congestion and demurrege at destins— tion. This pre-shipnent screening prevented much haphazard shipping with consequent savings in transportation costs. ‘Tis, we have seen the development of traffic regulation that, was not pure in any of its respects - its regulation wes Limited to reil, and it also retained some of its Phase TI and dons, even though it ves no longor designated a ailway service. So far, it has been like Topsy, it Just growed./ wangg BNe>ab CHAPTER II Introduction ‘The changes in the Group had been very gradual, and the ant regulatory functions were becoming more and more the par: f mission, in Decam activity of the group. ‘The next statement ber 1953, reflected this change: "To exercise for the Commanding Officer, S0l0th army Unit, by means of local lieison teams located at selected points, sur- ance of the United States Japan reil activities in a specific vei! geographical o ineure that the agreements of the Master Agreomont are met; arrange for and coordinate movement of special trains and leased or reserved equipment for United States Forces personnel; provision troop mess cars and diners and pro- vide food service for United States Forces personnel when required," ‘The functions under the changing situation of the Master Pricing Agreomont in Japan are evident in the organisation) izing the gradual changes in the overall functional statement of the organization.TRANSPORTATION TRAFFIC REGULATING GROUP, SOLOTH ARMY UNIT ORGANIZATION CHART Commanding Officer | Deputy 6. 0. i anal farmesatoeoee Exccutive Officer d Z 7 1 = 1 Adninistrative ‘Traffic ] HQ8 | trattic fir Traffic | Division y] Division Company Analysis Regulating Adjutant, | Division Sereceoee eT Freight |Breignt Passenger Docunent LY || Broneh Braneh [Civilian ‘Special | ‘Track Central Haneda | Personnel Movenent | | ctearance Freight Liaison 4} Lo | | [survey Division| Tre ‘Team 7 i eee ol : — mudit & | shiva, B Liaison Bra ‘Team Administrative | | | Booking | Breneh H | Office : | Toky. | Booking L Office Zama ah i a = = 1 [Osaka “Zone | [Yokohama Zone] Sendak Zone] Sapporo Zone] 7 - Lo 1 cet 1953 [Ration Point]Treffic Analysis Division One of the basic problems facing the Regulating Group was an effort to determine the existing traffic pattem. Although tissue copies of Bills of Lading were recoived by TTKG, the volume was £0 great that intelligent analysis appeared imprac- tical due to manpower limitations, ‘To overcome this, the documents were coded manually by Japanese Nationals, who assembled the information in the form of 2 machine records mit report. This report showed: Car Number ‘Type and capacity of car Kilometers shipped Consignor Zone of origin Cost in yen Consignee Weight in pounds B/L Number Commodity 1/8 Release Nunber Day and Month shipped Technics Service Cube in feet ese items were key-punched into IEM cards and could be arranged by machine to highlight any phase which was under study by the traffic manager. In this manner, faulty traffic practices were guickly picked out. Where susceptible to improveneat, correc- tive action was promptly taken, Other eases, not susceptible to ready improvement, were at least known and, as changing conditions permitted, corrections were nade, ‘These reports in~ cluded the monitoring and analysis of the following: transporte- tion coste - rates; utilization of leased equipment; utilization of units of transport ~ weight and speces requirements and ubili- zation of leased fixed facilities; surcharges - high, wide and heavy shipments and equipment; reconsignments; diversions; switching charges; and va: other accessorial charges. ne of the most important results of this report was the anelysis and monitoring of the utilization by weight, since in £19Japan, the rate is determined by the rated capacity of the car, i.e., if a thirty ton gondola is used, and only five tons of cargo are loaded aboard, the rete is still thirty tons times the number of kilometers traveled. Economies in car loadings have been studied from these reports and charts comparing various installations and services have been published to the field. As a result, a marked improvement has been noted in the efficiency of loading with a corresponding saving of the tax payers! dollars, (See Figure 3, page 12). ‘These reports like~ wise furnish information to the contracting officer to assist him in determining the basis for negotiating the military freight rate in Japan, This in itself proved to be quite a prob- len, for experience had shown that it would be quite impossible to use the Japanese freight classification tables, Although the Japmese had classified seventy-five different types of bamboo with appropriate rates, they only had two categories for spare parts for air planes. Valuable data and statistics are computed from these reports to support budgetary requirements and to assist the Transportation Office, army Forces Far East in the determination of fiscal policies in regard to trans~ portation funds, ‘The Division is broken dow into three branches - the Coding, Document, and Analysis Branch, One of tho additional functions performed by this unit is one inherited from the for~ ner Track Clearance Survey Division, that of maintaining tracings on military side-tracks and information on tunnel clearances, for both technical and intelligence purposes, one