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HOKKAIDO UNIVERSITY

FACULTY OF ECONOMICS AND BUSINESS ADMINISTRATION

POLICY IMPLEMENTATION AND NATIONAL DEVELOPMENT:

A STUDY OF JAPAN AND NIGERIA RAILWAY POLICIES.

BY

EZUGWU CHIGOZIE MICHAEL.

SUPERVISOR:

PROF. NOBUHITO SUGA.

FEBRUARY 2013.

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APPROVAL PAGE

This project has been submitted and approved by PROF. NOBUHITO SUGA of

the Faculty of Economics and Business Administration, Hokkaido University,

Sapporo, Japan As an Independent Research.

By

EZUGWU CHIGOZIE MICHAEL.

STUDENT No: 17127717

……………………….. ……………………………………..PROF. NOBUHITO SUGA. PROF. PETER FIRKOLA(PhD). (RESEARCH SUPERVISOR) (DIRECTOR OFHUSTEP)

DATE……………. DATE……………………..

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DEDICATION

This work is dedicated to the Almighty God, my strength and fortress and to

my beloved parents, Mr. and Mrs. John Ezugwu, my siblings who all contributed

tirelessly and enormously both financial and in other aspects to make this work a

success. And to my mentors and friends who gave me the courage and faith to

push through.

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ACKNOWLEDGEMENT

All glory and honour go to the Almighty God for making this dream come

true and seeing me through the period of this study.

My special thanks go to my amiable project supervisor, Prof. Nobuhito Suga

for guiding me through this work. His encouragement and guidance enabled me to

complete this research work. Prof. Peter Firkola, (my mentor), I am really grateful

for your inspiration. Prof. Fab. O. Onah, daddy, you have been a father to me all

this while. Ven. Ogbochie, my supervisor at UNN, I am grateful to you. My

indebtedness also goes to all my lecturers in Public Administration and Local

Government, University of Nigeria who have been instrumental to my attainment

of this academic height.

Of course, sincere thanks and appreciation also go to my parents, Mr. and

Mrs. John Ezugwu, who took my education as a responsibility and whose

relentless prayers gave me a sense of protection. Mr and Mrs. Ikechi Nzemechi

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have been wonderful too. Big thanks to my siblings, Eby, Too, Onyii, Peter and

Annie, who contributed in their own ways. May the good Lord continue to bless

them all. Worthy of thanks are all my friends too numerous to mention.

Finally, I owe my gratitude to my course mates, both here in Japan and in

Nigeria. I will always be grateful to God to have you all as mates. God bless you

all.

Ezugwu Chigozie Michael,Faculty of Economics and Business Administration,Hokkaido University,Sapporo,Japan.

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RESEARCH SUPRVISOR`S REMARKSPROF. NOBUHITO SUGA.

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REMARKS BY PROF. PETER FIRKOLA.DIRECTOR, HOKKAIDO UNIVERSITY SHORT TERM EXCHANGE PROGRAMME

March 6, 2013

Ezugwu Chigozie Michael is currently a student in the Hokkaido UniversityShort-Term Exchange Program (HUSTEP), of which I am the Director, and was alsoa student in a course that I taught in the previous semester on ContemporaryJapanese Society. Chigozie is an excellent student. He is bright, responsible,actively participates in class and displays good writing and presentation skills.

The following comments are based on my review of his independent studyresearch project which is titled “Policy Implementation and NationalDevelopment: A Study of Japan and Nigeria Railway Policies.” Although Chigozie isstill an undergraduate student, the overall structure and quality of this researchcan be considered graduate level. I would consider this research to be one of thebest compared to other independent study research from students who haveparticipated in this program in the past.

Most impressive in my discussions with Chigozie and which is reflected in thisresearch paper is his strong desire to learn more and to use his knowledge andskills in order to help improve the situation in his home country, Nigeria. Based onmy interactions with Chigozie as well as this research, I feel Chigozie has thepotential to excel in his future research studies.

Peter Firkola, MBA, Ph. D.

Associate Professor of International Management

Director, Hokkaido University Short-Term Exchange Program

International Student Centre

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Hokkaido University.

ABSTRACT

This study examines the nature of railway and their policies in Nigeria and Japanwith a focus on finding out the factors that have hindered successful policyimplementation in the Nigerian railway sectors and how these processes haveaffected national development. It has the objective of finding out the strategiesthat enabled success of the Japanese railways and how these strategies can beapplied in Nigeria to rescue the current dilapidated railway sector. The researcherused primary and secondary methods of data collection to gather the neededdata. The data obtained through questionnaires were presented in tables andanalyzed using the simple percentage. The findings have also shown that factorswhich militate against successful policy implementation in Nigeria include lack ofcontinuity and multiplicity of policy by different administrations in Nigeria,inadequate resources, non involvement of the local people in policyimplementation and corruption. It also discovered that the low level ofimplementation has been responsible for the low level of development in Nigeriaand that the success of the Japanese railway system is as a result of the strategicrestructuring of the system in 1986 and that this has been responsible for thecountry`s high level of development. The researcher therefore recommended thatfor policies to be successfully implemented in Nigeria, there must be a politicalwill by government, local people must be involved, resources must be adequatelymobilized and corruption should be strictly avoided. Others include policyrestructure and privatization of the rail sector, decentralization of railways intoregional or state based, separation of passengers and freight railways etc. Andthat the money realized from the sectors should be deployed in developing othersectors. These ensure efficiency of the implementation process of policies andthat of the railway system and consequently enhancing national development.

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TABLE OF CONTENTS

Approval Page - - - - - - - - - iDedication - - - - - - - - - - iiAcknowledgement - - - - - - - - - iiiResearch supervisor`s remarks - - - - - - vRemarks by Prof. Peter Firkola - - - - - - - viAbstract - - - - - - - - - - viiTable of contents - - - - - - - - - viii

CHAPTER ONE1..1 Background of the Study - - - - - - - 11..2 Statement of the Problem - - - - - - -

31.3. Objectives of the Study- - - - - - - - 31..4 Significance of the Study - - - - - - -

41.5. Scope and Limitations of the Study - - --- - - 4CHAPTER TWOLiterature Review and Research Methodology - - - - 52.1 Literature Review - - - - - - - - 52.1.1 The Concept of Policy Implementation; - - - - 52.1.2 Meaning of National Development - - - - - 82.1.3 Issues on Policy Implementation and National

Development In Nigeria - - - - - - - 102.2 Hypotheses - - - - - - - - - 122.3 Operationalization of Key Concepts - - - - - 132.4 Research Methodology - - - - - - - 142.4.1 Method of Data Collection - - - - - - 142.4.2 Research Design - - - - - - - - 142.4.3 Sources of Data - - - - - - - - 142.4.4. Data Gathering Instruments - - - -- - - 15

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2.4.5 Population of Study - - - - - - - - 152.4.6. Sampling and Sampling Procedures - - - - - 152.4.7. Validity and Reliability of the Instrument - - - - 162.4.8 Method of Data Analysis - - - - - - - 172.4.9 Theoretical Framework - - - - - - - 18

CHAPTER THREECountry Overview - - - - - - - - - 233.1.1 Japan; Brief History - - - - -- - - - 233.1.2 Japan: Location and Size - - - - - - - 243.1.3 Population and Demography - - - - - - 243.1.4 Government and Politics - - - - - - - 243.1.5 Economy - - - - - - - - - 24

3.1.6 The Geographical Map of Japan - - - - - - 25

3.2.1 Nigeria: Brief History - - - - - - - 25

3.2.2 Location and Size - - - - - - - - 26

3.2.3 Population - - - - - - - - - 26

3.2.4 Government and Politics and Administration - - - - 26

3.2.5 Economy - - - - - - - - - 26

3.2.6 The Geographical Map of Nigeria - - - - - 27

3.3 The Nature of Railways and Its Policies in Japan and Nigeria - - 27

3.3.1 The Nature of Railways and Its Policies in Japan - - - 273.3.2. Major Reasons for the Failure of the Japanese

National Railway Company - - - - - - 293.3.3 The Process of Restructuring and Privatization Options - - 293.3.4 Policy Strategies and Features of the Japanese

Railway Restructure and Privatization Approach - - - 303.3.5 Outcomes and Performances of the JRS after the

Restructuring and Privatization - - - - - 313.4 The Nature and Current State of the Nigeria Railways - - - 32CHAPTER FOUR Data Presentation and Findings - - - - - - 344.1 Data Presentation - - - - - - - - 434.2 Findings and Analysis - - - - - - - - 544.3 Discussion of Findings and Their Implications - - - - 54

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CHAPTER FIVE5.0 Summary, Recommendations and Conclusion - - - 605.1 Summary - - - - - - - - - 605.2 Recommendations - - - - - - - - 615.3 Conclusion - - - - - - - - - 63

Bibliography - - - - - - - - - 64 Appendices

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CHAPTER ONE1..1 Background of the study

In the contemporary world of today, the problem of translating plans,policies and legislative, executive and judicial orders into concrete actions thatwill lead to the realization of the planned objectives and consequently to nationaldevelopment has become increasingly challenging and difficult, making manydevelopmental initiatives of many nations unrealistic. These challenges whichhave bedevilled many nations across the globe cut across national and continentalboundaries and have become increasingly worrisome in the developing worlds.Paki and Kimiebi (2011). At its basic understanding, policy implementation is the process wherebyactions are taken to execute some specific plans in order to accomplish someobjectives, produce some results that will fulfil some targets and consequentlysolve some problems. Theodoulou and Kofinis (2004). It is the stage in thepolicy process whereby policy actions occur to address recognized nationalproblems or needs. At this stage, the design of policy proposal is put into effect and executedby respective government agencies. Selected instruments are applied reflective ofthe legislative mandate. Bureaucratic interpretation is carried out and the specifictargeted populations experience the tangible effect of policy implementedleading to national development. Wayne H. (2009). What this suggests is thatwithout policy implementation, problems and needs will not be solved and theobjectives for which policies are initiated will not be realized, meaning that nodevelopment can occur. National development is often referred to as the ability of a nation state toimprove the social welfare, technology and economic status of its citizens. This ismostly achieved by the provision of the basic and necessary social andtechnological infrastructures like quality education, portable water, efficienttransport system, sound Medicare etc. and is measured by the quality of theabove factors and their ability to solve the exiting needs and problems of thesociety. Okolie (2004). However, while there are different policies and plans undertaken by anation in its efforts towards actualizing its developmental goals, the mostimportant factor in these processes of development as stated by Tolu &Oluwatoyin (2011), is the implementation of policies. This is because implementation stage of the policy process is the operationalstage where the original goals of the policy are actually translated into concreteactions and results. Tolu & Oluwatoyin (2011).

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Hence, the above analysis has brought to the fore, the unique andimmeasurable importance of policy implementation as a vital tool andprerequisite to national development. This is why it is stated that no matter howsound a policy might be, if not adequately implemented, that policy will neveryield desired result and the public needs and problems intended to solve willremain unresolved meaning that no development will take place. This has been responsible for the low or high level of developmentexperience in different nations today. For while some countries initiate andimplement their developmental policies, others initiate but do not implementthem. For instance, while it is stated that 90 percent of the policies made in thedeveloped world, e.g. Japan, are fully implemented, in contrast, about 90 percentof the policies made in the developing world, e.g. Nigeria, are not fullyimplemented. Tolu & Oluwatoyin (2011). This is mainly due to inadequate finance,lack of continuity due to changes in politics, poor policy evaluation, lack ofinvolvement of the local people, negative political dispositions towards policiesand corruption. As a result, even though sound policies are made in most of the developingcountries, no meaningful development is achieved as the objectives of policies arenot realized due to poor implementation. The above issues as they relate to the place of policy implementation tonational development have underscored the importance of this research project.This paper within its capacity tries to examine the role of policy implementation innational development using the railway policies of Japan and Nigeria as casestudies. In its attempt to critically measure the impact of policy implementation tonational development, a comparative study of two nations, Nigeria in developingnations and Japan in developed nations will be undertaken. The importance ofthis comparative and analytical approach stems from the fact that Japan has beenable to attain a miraculous success in the history of world development within theshortest possible time and this is generally attributed to the high level ofefficiency with which it implements its policies. Again, the railway system of Japanbeing one of the best in the world also straightened the reason for the choice ofJapan and its railway policy as the best choice in an attempt to find out thereasons policy implementation has become a major challenge to the developingnations including Nigeria. This is especially, judging from the fact that the Nigerianrailway system has been in a sorry situation for many years with a number ofabandoned, half implemented and multiple yet unimplemented policies. In this regard, an examination of the various railway policies in Nigeria andJapan will be appropriate in an attempt towards showing the role of policy

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implementation to national development and making recommendations on thebest approach in an effort to enhance policy implementation and nationaldevelopment in Nigeria.

1.2 Statement of the problem

Most developing countries face challenges of policy implementation. InNigeria, railways and their policies do exist but the issue of implementationremains the major problem. This has in a number of ways deterred and sloweddown the development efforts of Nigeria as an emerging nation. It is therefore against this backdrop that the research intends to investigatethe relationship between policy implementation and national development usingJapan and Nigeria railway policies as cases. The research intends to find out themajor factors militating against policy implementation and how it affect nationaldevelopment. In the course of this investigation, the following specific questions will beaddressed.

1. What factors or constraints have made the implementation of railwaypolicy impossible in Nigeria?

2. What are the implications of poor implementation of railway policy tonational development?

3. What strategies and factors have enabled the successfulimplementation in railway policy in Japan and how it contributed to thedevelopment of the country?

4. What lessons can be learned from the Japanese experience and how canthese be replicated in the developing countries especially Nigeria?

1.3. Objectives of the study

The aim of this study is divided into two: the general and specificobjectives. The general objective is to find out the major challenges to policy implementationand how they affects national development.Specific objectives however, will be to:

1. To investigate the factors hindering the successful implementation ofefficient railway system in Nigeria.

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2. To examine the implications of this poor implementation to nationaldevelopment.

3. To find out the strategies and factors responsible for the success ofrailway policies and systems in Japan and its impact on nationaldevelopment.

4. To outline the lessons that can be taken from the experience of Japanand recommend how they can be replicated in Nigeria.

1.4 Significance of the study

This research will be of great significance to the Ministry of Works andinfrastructure and the Railway Corporation of the Federal Republic ofNigeria and even other developing nations.

It will be also a document that will be of great importance to research andother studies in institutions of higher learning.

The study will also suggest and make recommendations on how policies canbe efficiently implemented in the developing nations.

1.5. Scope and Limitations of the Study

This research will focus on examining the nature and challenges of railwaypolicy implementation and its consequences to development in emerging nationsespecially Nigeria. It also aims at finding out the factors and strategies that aid itssuccess in Japan and how this can be applied in Nigeria. This research is constrained by so many factors:The distance to the study area makes it difficult for investigation. Financial andother logistical inadequacies also constitute some constraints. However, the researcher overcame these huddles by relying heavily onalready published literatures both hard and soft copies, questionnaires,interviews and other data were conducted and gotten both offline and onlineusing various social networks, emails and through other convenient method ofdata collection.

CHAPTER TWO

LITERATURE REVIEW AND RESEARCH METHODOLOGY

2.1 Literature Review

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This section shall review some of the relevant literatures on this topic thatrelate to the subject matter of this research work. For a clearer overview of thevarious literatures on this study, the section will be divided into sub themes asfollows;

2.1.1 The Concept of Policy Implementation;

According to Parki and Kimiebi (2011), policy implementation is a sub partand a stage of the general public policy process. hence for a meaningfulunderstanding of this concept to be achieved, a basic knowledge of the termpolicy or public Policy is required. In this regard, attempt will be made towards theexplanation of the concept.

Surprisingly, as stated by Wayne (2009), a generally accepted definition ofpublic policy has been elusive. According to him, this is because authors tend todefine it from varying perspectives and in most cases, they tend to define it fromboth their individualistic, national, environmental and other varying backgrounds.

However, one of the widely quoted but simple definition of public policy isthat given by Dye (1975: 1), where he defined public policy as what governmentchooses to do or not to do. He went further to explain that government doesmany things; they regulate conflict within society, they organise society to carryon conflict with other societies, and they distribute great varieties of symbolicrewards and material services to members of the society and extracts moneyfrom the society, most at times in the form of taxes. Thus, policies may regulatebehaviour, organize bureaucrats, distributes benefits, and extracts taxes or all ofthese at once.

One crucial point to be noted from this conceptualisation as analysed byPaki and Kimiebi (2011:3) is the concept of “non decision”. The reason is that, adecision by government to ignore a problem is in a sense a public policy because ittends to favour the perpetuation of the status quo. Secondly, there may bedivergence between what government decides to do and what it actually does.

However, according to the Institute for the Study of Public PolicyImplementation, American University, Washington D.C (2012), public policy is the

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result of congressional legislation, presidential executive orders, and actionstaken to solve some public problems or issues.

Again, the Companion Website for The American Government (2012), alsodefined public policy as purposive, goal- oriented action that is taken bygovernment to deal with societal problems. Similarly, Egonmwan (2004) seespublic policy as a government program of action which stands for various degreesof goal articulation and normative regulations of government activities, that iswhat government intends to do or achieve and how it intends to do it. In othersense, Henry (1999) categorically stated that public policy “is what publicadministrators execute”.

The analysis of the various definitions connotes that public policyincorporates the goals and aspirations of the government and how it intends toexecute them. It involves the following stages as categorised by Paki and Kimiebi(2011: 5) as follows;

Problem identification

Policy initiation

Policy adoption

Policy implementation and

Policy review

Policy Implementation: As seen above, the fourth stage of the policy process is“implementation” is the executionary stage and involves the concrete realizationof the intended plans and this forms the object of this research.

The Standard Dictionary definition of the term implementation is simply “toput into effects according to some definite plan or procedure”. In this regard, wecan think of policy implementation as a deliberate and sequential set of activitiesdirected towards putting a policy into effects or making it occur.

Paki and Kimiebi (2011: 5), defined public policy implementation as the actsand process of converting a policy into reality or simply enforcing it. In theiropinion, implementation is the process of transforming policy mandates into

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actions, and policy goals into reality. Hence, policy implementation here is theaction taken to accomplish the intents, objectives and desired outcomes of apolicy.

In the above definition, there are some basic and striking elements of policyimplementation that can be noticed. Some of which are;

A) That Policy Implementation is an activity not a theory;

Henry`s (1999) definition of public policy, is “what the public administratorsexecute”. He went on to further state that this execution is what is referred to asimplementation.

B) That this execution is a process and not a one day act;

Paki and Kimiebi (2011), also stressed the fact that policy implementation is aprocess when they stated that implementation is never a one day act, but involvesa series of process leading to the realisation of the planned objectives.

C) Policy implementation is done in relation with the provision of law and policymandates;

In the above definition, we also saw that policy implementation is doneaccording to the provision of the general policy. Hence, implementation isdone according to the provision of the law, executive and legislative directivesand policy mandates as designed and formulated by the government throughthe bureaucrats.

D) It is specifically carried out to solve some perceived public problems and

E) It has a specific targeted population. Pressman and Wildavsky (1984).

From a varying perspective, Sharkansky and Mater (1977:71-81), alsostated that the implementation process consists of the intents of theimplementing organisation, the socio-political and economic environment, thepolicy target group, the policy objectives and designs, enumerated methods ofimplementation and the policy resources. In their opinion, by focusing and making

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sure that the above implementation processes are adequately and completelyadhered to, we should be able to increase the probability that policy promises willbe realised.

However, this is not always the case; policy implementation is affected byso many factors which most often, hinder its success. Hence, Pressman and Mater(1984) states that paradoxically, implementation is in many ways a slipperysubject as it is affected by so many factors. For instance, vague and contradictorypolicies are difficult to implement and in most cases, various factors makes policyvague. Again, various laws and multiplicity of decision making points also affectspolicy.

In his own contribution, Taiwo (2011), stated that policy implementation ismostly affected by environment, resources, culture and external factors of timedimensions.

Summarily therefore, policy implementation can be seen as a concrete actand process of converting the policy mandate into tangible realities with theobjective of solving national needs in accordance with the policy guidelines by thebureaucrats.

2.1.2 Meaning of National Development:

National Development cannot be meaningfully conceptualised without firstunderstanding what development is; hence we must first define and understanddevelopment. Development as a concept has been regarded as a victim ofdefinitional pluralism. Tolu and Oluwatoyin (2011: 23) stated that even thoughdevelopment is difficult to be defined, attempts have been made by eruditescholars to define development and mostly, their definitions have always beeninfluenced by their academic, social, cultural, political, environmental andeconomic backgrounds.

Gboyega (2003), captures development as an idea that embodies allattempts to improve the conditions of human existence in all ramifications. Hewent further to explain that this definition implies the improvement in both

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social, economic, educational, political and technological aspects and ability of thepeople to improve their skills and solve their problems.

Chrisman (1984) views development as a process of societal advancement,where improvement in the well being of the people are generated through strongpartnership between all sectors, corporate bodies and other groups in the society.The above definition suggests and shows that development is not only aneconomic exercise, but embodies the general socio- economic and political issuesand pervades all aspects of human life.

Having seen the meaning of development, National development cantherefore be more appreciated.

According to the Longman Dictionary of Contemporary English, the term“national” means a phenomenon that embraces a whole nation, or country.National development can therefore be seen as “a development that takes intoaccount, the overall development or collective socio-political as well as culturaland economic advancements of the society.

Indicators of National Development

Okolie (2003), provides the five basic and comprehensive indicators of NationalDevelopment and went on to completely explain how they are measured:

Below are the indicators and their measures:

(1) Economy;

This can be measured by

(i) Gross Domestic Product,

(ii) Average Annual Growth Rate in Agriculture, manufacturing and naturalservices,

(iii) Average Annual Growth,

(iv) Important natural resources in the country

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(v) Role of agriculture in employment and contribution to GDP,

(vi) Dominance of petroleum sub-sector in the area of government revenueand foreign exchange earnings,

(vii) Total external debt and debt service,

(viii) Infrastructure, transportation, road and waterways ,electricity, andcommunications

(ix) Major impediment rapid industrialization.

(2) HEALTH;

This is measured by

( i) Life expectancy both for male and female in the country,

(ii) Rate of infant mortality in the country,

(iii) Percentage of population provided with health services in the country,

(iv) Types of communicable diseases in the country.

(3) EDUCATION;

This is measured by

(i) Percentage of age group enrolled in primary, secondary and tertiaryInstitutions

(ii) Enrolment in vocational institution,

(iii) Adult literacy rate (male and female).

(4) POLITICAL;

This is measured by

(i) Quality of governance (accountability and transparency)

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(i) Level of popular participation.

(5) SOCIAL;

This is measured by

(i) Child welfare

(ii) Women empowerment

(iii) Security(safety of lives and property)

2.1.3 Issues on Policy Implementation and National Development in NigeriaIt is pertinent to examine some dominant issues on policy implementation

and national development in Nigeria since there is claims from different quartersthat public policy implementation has not adequately affected nationaldevelopment as expected. Tolu and Oluwatoyin (2011:238), believe strongly that any meaningfulexamination of the poor state of the national development objectives of Nigeriamust first start with the analysis of the effectiveness and adequacy of theimplementation strategies, tools and processes employed by the bureaucrats inthe execution process and how efficient this strategies are in achieving thenational goals and objectives. Paki and Kimiebi (2011:6), further stated that “wemust reiterate the fact that Nigeria is presently swimming in the ocean of poverty,absence of basic infrastructure and excruciating underdevelopment, not becausethere are no good public policy to ameliorate the situation, but because policyimplementation is the “Achilles heel of the Nigeria state”. In their view, anhistorical excursion into the annals of public policy in Nigeria reveals that if all thepolicies formulated in the country over the years were implemented accordingly,Nigeria, no doubt, would have been on a fast lane of development. As provided by both Tolu and Oluwatoyin (2011) and Paki and Kimiebi(2011:6), there are many factors that deter and influence effective policyimplementation that are necessary for speedy national development in Nigeria.Some of such factors outlined by these groups of scholars are that: lack of politicalwill/attitude to public policy implementation of the government has greatlyaffected the country.

Supporting this view, Egonwan (2004), states that implementation is veryimportant because no matter how sound a policy might be, even with the highest

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resource ready for execution, if that policy is not fully implemented, the originalgoal and desired outcome of such policies will never be realised and the expecteddevelopment will not occur. Hence, it will not be an overstatement for us to statethat without concrete and sufficient policy implementation, no development willoccur. Paki and Kimiebi (2011) believe that public policy implementation in Nigeriais negatively affected by the behaviour of both the government andimplementers. Hence it has been stated that the Nigerian state is privatised,dependent, weak and lacks autonomy. Therefore, despite the availability of publicpolicies that stand to better the lots of many Nigerians, the Nigerian stateunfortunately, lacks the political will to positively realise such policies` objectives. On the other hand, Tolu and Oluwatoyin (2011), highlighted thatinadequate financial and human resources have also been major challenges to thesuccess of policy implementation in Nigeria. Paki and Kimiebi (2011), supportedthis position by saying that it is not as if Nigeria is a poor country, but theformulation of wrong policies at the right time, multiplicity of policies anddiscriminative funding of some policies that lead to lack of resources. Another major issue affecting policy implementation in Nigeria ismultiplicity and lack of continuity in policy administration due to incessantchanges in government. Egonwan (2004) stated that duality of policies bydifferent administrations in Nigeria has led to egocentrism and lack of continuityin policy implementation, hence leading to abandonment of policies in thecountry. He opined that, instead of continuing with policies that are advantageousto the masses, every administration would want to formulate and implement itsown policy. And this has always led to multiplicity of policies and abandonment ofexisting ones. Another vital issue highlighted by scholars as regards policy implementationin Nigeria is the nature of policy design, conception and evaluation carried out bybureaucrats in Nigeria. Ikelegbe (2005: 183), described the nature of policies inNigeria as “poor”. According to him, implementation planning is of greatimportance no matter whatever one ventures into. In his words, the conceptionand design of the modes and methods of implementation of policies in Nigeria arevery poor and always affect policy implementation negatively. He lamented that,“the Nigeria state in most cases, downplay the crucial issues of methodologicaldesign, conception and evaluation in implementation”. These trends surely, havetranslated to the advent of public policies without clear-cut modalities andmechanisms of implementation, making most public policies` objectives to bemisinterpreted at the implementation stage leading to implementation failure.

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2.2 Hypotheses:

For the purpose of this research, the following hypotheses have beenformulated to guide this study;

Hypotheses one: there is a significant relationship between lack of continuity,multiplicity of policy by different administration, inadequate resources, noninvolvement of the local people in policy implementation and corruption on theone hand and poor policy implementation on the other hand.

Hypotheses two: there is a significant relationship between poor policyimplementation and national development.

Hypotheses three: there is a significant relationship between the strategicrestructuring of the Japanese railway system and its overall success.

Hypotheses four: there is a significant relationship between the success of therailway system in Japan and the country’s high level of development.

2.3 Operationalization of key concepts

The operationalization of key concepts captures the technical usage ofterms or concepts used in this study. These concepts will facilitate theunderstanding of the content of this study. They are;

Policy;

Policy is a government program of action or guideline that seeks to realise whatgovernment chooses to do. It is that decision, roadmap and guidelines set by thegovernment on how to solve any need or problem in the society.

Policy Implementation;

Policy implementation is the concrete act and or process of carrying out someactions in order to put into effects those decisions and policies made by the

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government. It is also the realistic activities of putting policies into concreteactions by converting the made policies, laws and orders into tangible realities.

National Development;

National Development refers to the continuous improvement of the social,economic, educational, political, technological and cultural aspects and ability ofthe people and the entire nation in meeting their needs and solving theirproblems as a nation. It is also the process of attainment of certain level ofeconomic development considered as developed.

Railway Policies:

These are specific laws, guidelines, acts, and principles guiding and controlling theoperational system of railways in different nations or towns. It is the official laiddown principles, mode of operations, management and administrative systemsapplied in the running of railways in order to produce the desired results andachieve development and sustainability of the system.

2.4 Research Methodology:

Here, the methodological underpinnings which this research will follow willbe declared, explained and reasons will be given for the choice of any methodapplied or used.

2.4.1 Method of Data Collection.

This sub-section of the research deals with the ways, procedures or steps tobe followed in carrying out this study.

Methodology, according to (Odo 1999) is the authority base for a research. Hencethe following steps were taken in this research.

2.4.2 Research Design:

Research design according to Nwana (1985) results to the general approachadopted in executing a research. This research is a descriptive study, designed to

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investigate the effects of poor policy implementation to national development. Asa fact finding and transnational study, this research is meant to proffer solutionsto the current dilapidated state of the railways situation in Nigeria from theanalysis of the strategies responsible for the success of the Japanese Railwaysystem.

2.4.3 Sources of Data:

In this study, there are two basic sources of data:

Primary Sources;

The primary sources of data used for the analysis of the study are those collectedfrom the respondents through the designed questionnaires and oral interviewsadministered both in Nigeria and Japan, either manually or through email,Facebook, twitter, yahoo etc.

Secondary Sources of Data;

The secondary data were information gotten from already written books, Articles,Journals, Newspapers , Magazines, Government Documents, past researches bothsoft and hard copies, published or unpublished.

2.4.4. Data gathering Instruments;

Questionnaires are the main data gathering instrument adopted in this study.Ordinarily, questionnaires are sets of questions and answers which can be mailedto respondent by post or carried by field workers or enumerators and researchersfor their responses. Both the close-ended and open-ended questions wereadopted in this study. The questions posted were related to the topic under studyand research questions and options were provided for respondents to selectfrom.

2.4.5 Population of study;

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The term population has been defined by Odoh (1992), as the entire number ofthings or people, objects or events that a researcher is interested in and that haveone or more characteristic of interest to a study.

The population of this study is drawn from both Nigerian and Japanese citizensdue to the subject of study and the transnational nature of the research.

2.4.6. Sampling and Sampling Procedures.

Sample and sampling

Samples are normally used in studies that involve large population. Thereasons for using sample includes: the desire to adequately manipulate theenormous population in order to avoid errors due to calculation of large numbersof population and the desire to reduce the cost of producing the questions thatwill cover the entire population.

Odoh (1992), defined a research sample as a proportion of the populationconsidered adequate to represent all existing characteristics within the targetpopulation and to any other population having similar characteristic with thetargeted population while sampling is the act or process of selecting sample.

To draw a sample size, the researcher selected 120 respondents, each fromNigeria and Japan.

Sampling Procedure:

The sampling technique or procedure used for the study is the StratifiedSampling to first divide the population into two, Japanese and Nigerians. Then,the simple random selection of 120 respondents from each country was made.

2.4.7. Validity and Reliability of the Instrument:

Odoh (1992), stated that validity is the extent to which a test measureswhat it is supposed to measure. Hence to ensure validity, instrument must becarefully selected and used so that they can measure what they are said tomeasure.

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In validating our instrument for data collection, we shall be concerned withestablishing their content validity to ensure that they measure what they areexpected to measure.

Hence, we shall be sure to maintain that questionnaires are well structured,clear worded and covers a wide representation of the population. And ultimately,we shall ensure validity by insisting that our empirical meaning of the conceptunder consideration is translated in the questionnaires.

On the other hand, William (2006), in Web Centre for Social Research,stated that reliability is the consistency or repeatability of measures. According tohim, it is this replicability of action that makes an instrument reliable.

To ensure reliability in this study, we shall use internal consistency method,whereby cross-checking questions are built into the questionnaires and oralinterviews. We shall further ensure reliability of instruments by cross-checkingour information against many sources and by ensuring that facts and figurescollected from various sources earlier stated shall not only be accurate andauthentic, but would remain same if the collection is repeated again and again. Inaddition, to the above measures aimed at ensuring validity and reliability of theinstrument used in the study and the study itself, we shall employ externalcriterion to check how correct the findings of a particular instrument are.

This will be done by comparing the results with existing knowledge as well as ourfindings from field work, questionnaires, oral interviews, participant`sobservations and contents analysis. With the above processes, the validity andreliability of the instrument as well as the study will be ensured.

2.4.8 Method of Data Analysis:

In analysing the raw collected data, the researcher will be guided by theobjectives of the study and the research questions. Also, items on thequestionnaires will be spread out in order to capture the qualitative andquantitative responses expected from the respondents.

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The study adopts the use of simple percentage statistical measurements topresent and analyze the data. However, in presenting the tabulated data, the useof descriptive content will be adopted. It is worthy to mention that the simplepercentage will enable us to access the proportional percentages of therespondents` opinions in the questions asked while the descriptive contentmethod will enable us to test the variables in our research questions. Hence, theresearcher will be guided by the following formula.

For the calculation of simple percentage, we shall use

n x 100——N 1

Where: n= Number of the respondents opinions in a particular options N= Total numbers of the respondents

100 = Percentage constant factor

12.4.9 Theoretical Framework

It is a tradition in the Social Sciences to adopt existing paradigms ortheories to analyze social research to enable us articulate our analysis. Theoriesare simply the foundations upon which explanations or predictions are made. In amore elaborate way, a theory is a guide to action and an aid in search for theessential meaning of occurrence. Haralambos (1980) defined a theory as, a set ofideas which provides explanations for something. An elaborate definition oftheory was however given by the Kerlinger (1973), he defines theory as “sets ofinterrelated constructs (concepts), definitions, and propositions that present asystematic view of phenomena by specifying relations among variables with thepurpose of explaining and predicting the phenomena. In the choice of a suitable theory for this study, the study inclined to the“Instrumentation Theory” because it places emphasis on the correctness ofimplementation, especially as it concerns the characteristics of the of the policyinstruments and their impacts on the target groups with great emphasis on theimplementation processes and the interactions between government officials andthe target population.

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The instrumentation theory in policy implementation developed by Klok(1987) and supported by Bressers (1988), Grimbergen et al (1987), Kraan- Jetten(1991) and got additional popularisation by Klok (1991) and Pullen (1992), andother scholars who have mostly studied the rote of policy implementation as acritical aspect of the general policy process which is seen as central todevelopment.

For maximum understanding of the application of this theory, we thereforepresent the basic elements and assumptions of the instrumentation theory aspublished by Klok (1987) and supported by Bressers (1988), in their originalversion. The central focus of the instrumentation theory is the policy mandatewhich is refered to as an instrument. According to Bressers et al(1998: 5),“the theory assumes that the policy implementation process is not only aboutachieving implementation, but also about attempts to prevent implementation orto change the character of what is implemented. The process involves activitiesand interactions between the implementing government officials and themembers of the target group. Often the same actors already maintain contactwith each other in connection with other matters. Moreover government andtarget group often exert influence on each other before the policy that is to beimplemented is introduced. The new policy does not replace this interactiveprocess, but adds a new element to it. Therefore, to assess the possibility of thenew instruments being applied and correctly applied, it is necessary first of all togain insight into the factors determining the nature of the interactive processbetween government and target group. We can then try to find out how thesefactors change due to the introduction of the new policy instruments” (Bressers &Ringeling, 1989, 1995).

Another basic assumption of the theory as stated by to Bressers et al(1998)is that the factors which influence the implementation process do not operate inisolation from each other (Mayntz, 1983). “The influence of the various factorscannot be simply added up. A factor that exercises a positive influence undercertain circumstances may exercise no influence, or indeed a negative influence,under other circumstances. The way in which these processes develop musttherefore be explained on the basis of combinations of the values of the variousdistinctive factors. A crucial point, therefore, is that this means that hypothesesabout the relationship between the dependent variable and only one independentvariable at the time, with a “ceteris paribus” assumption regarding otherindependent variables, are regarded as unproductive”.

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In their words, Bressers et al(1998 :6) aslo acknowledged that “though thisbasic assumption is undoubtedly more realistic, and makes the theory betterusable for practitioners who always face the complete set of circumstances, ratherthan isolated ones, it creates severe complexity problems for theory formulation”

According to them, “this complexity is made “manageable” bydistinguishing two sets of independent variables. These are “core circumstances”(that is, factors that have a direct influence on the development of the processes)and external circumstances (factors that have an indirect influence via theirinfluence on the core circumstances). The applied policy instruments can becounted among these “external circumstances.”

Bressers, J.Th.A. (1983), also explains that the theory shows how the“major issues” combine to determine the development and outcome of a process.External circumstances, including features of the policy instruments that are to beimplemented, are taken into account when estimating the value of the corecircumstances. Hence, many circumstances can be taken into account withoutincreasing the complexity of the theory. In this fashion, therefore, a theory that isboth deductive and also realistic – that is, it takes into account the complexity ofthe circumstances without being overwhelmed by the complications is produced.The number of settings remains limited as they are determined by a limitednumber of central circumstances. These central circumstances are the goals,information and sources of power of the actors involved. These three haveproved themselves to be exceptionally useful in explaining the dynamics of suchprocesses”, (Bressers 1983: 189-197).

Instrumental theory also went further to explain why objectives,information and power are the useful perspectives when examining the relationsbetween the five elements of the governance model. As indicated above, theinstrumental theory this has to do with the fact that the relations between theelements are brought about by processes of social interaction. These threeperspectives have proved themselves to be exceptionally important in explainingthe dynamics of such processes. Bressers (1983: 189-197), showcased why thesethree are essential. First, he looks at what is needed to make a relatively simpleobject: for instance, making a chair requires the carpenter to have an object inmind (a goal), and it requires expertise (information) and resources, such as toolsand materials (power – over the material here). In a multiple-actor process goalsalso relate to the position of the actor relative to other actors, as well asinformation on other actor’s positions and circumstances and resources that

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provide power in relation to other actors. Bressers also considers the longtraditions of thinking in terms of one or more of these perspectives (idem:352-328).

Another way of clarifying the three aspects is to link them to ideas on policyinstruments. Bressers, J.Th.A. (1983 :7), states that “Policy instruments are usuallyclassified into rules, incentives and communication”. According to them, “These,does not so much reflect different policy instruments but different ways in whichthey exert their influence. Regulations are not always couched in terms ofcompulsory rules but may also work by influencing the outcome of balancing thecosts and benefits of alternative patterns of behaviour (incentives) and ensuringthat attention is given to certain alternative forms of behaviour (communication)”Bressers, J.Th.A. (1983: 7).Another aspect of the Instrumentation theory which has been contributingimmensely to the understanding of the strategies in policy implementation is itsanalysis of Subsidies as not only an incentives, but are also linked to conditions(rules) and information (communication) as well. Bressers, J.Th.A. (1983) idea thatcommunication, that is, two-way communication, often leads to agreementsbeing made, such as covenants or voluntary agreements (rules) and the exchangeof concessions, for example acceptance of change in exchange for flexible timing(incentives). In other words, these are aspects of all policy instruments ratherthan separate groups of instruments. Have lead to a successful implementation indiverse ways. And the fact that this classification of instruments have been soimportant has more to do with their relationships with the perspectives based onsocietal interaction processes than with their usefulness for this purpose,Bressers, J.Th.A. (1983).

Application of the Theory

The instrumentation theory has so many significant justifications of theproblem under investigation or the topic of this research work. Basically, theproposition of the Instrumentation theory is that to gain insight into the newpolicy and access the possibility of the new instrument (policy to be implemented)being applied and correctly apply it, it is necessary first of all to gain insight intothe factors determining the nature of the interaction process betweengovernment and target group. And try to find out how this factor changes due tothe introduction of the new policy.

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Therefore, the message is that sufficient knowledge and understanding ofthe level of interaction between the people and government is needed in order tofully address the issue of policy implementation.

As a matter of fact, this theory conveys the central message on howimplementation can be effectively carried out, especially in Nigeria where therehas been a long acknowledgement of the fact that there are no involvement ofthe local people in policy implementation and that this has remained the centralfactor responsible for policy failure. Many scholars have pointed out the problems of policy implementation inNigeria to include: Lack of involvement of the local people Inadequate resources Lack of political will/attitudes Lack of continuity of implementation process and CorruptionIn this regard, a genuine understanding of the interaction principles as

proposed by the instrumentation theory, will not only solve the problem of thelack of involvement of the people in the policy implementation process, but willalso provide a positive attitude of the government towards the policyimplementation. This is because, government will truly understand the needs andproblems of the people through the genuine insight gained from their situations. Again, the problem of lack of continuity of the implementation process willbe greatly reduced as the bureaucratic government officials in their attempt tounderstand the interactions between the people and the government willdiscover where there has been outstanding projects and policies that might havebeen abandoned by other administrations which may have negatively affectedthe relationship between the people and the government and try to re-implementit or build the present policy on it. This way, continuity on implementationprocess will be restored. In the same way, an aspect of the instrumentation process talks about thecorrectness of the implementation process and this fits in well in the Nigerianenvironment where sub standard materials and non qualified employees are usedby contractors in the implementation of policies to reduce cost. As stated by theinstrumentation theory, a mere application of policy does not in any way guarantyits success or lead to the realisation of the envisaged changes in the targetgroups. Hence efforts at ensuring standard practices as recommended by the“correctness principle” of the instrumentation theory will help in tackling thisproblem and its negative effects on policy in Nigeria and in essence, ensuring that

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policies` objectives and mandates are realized. This also provides for thecheck-mating of corruption, that is mostly caused by the lacked of enforcement ofstandard in implementation. Having seen the workability of the instrumentation theory as discussedabove, in this regard, we therefore state that the problem of policyimplementation in Nigeria can be solved and policy mandates realized by acoherent application of the Instrumentation theory. This is because an effectiveunderstanding of the values, interactions and the relationships between andamong the people and the government will help in enhancing the effectivenessand efficiency of the implementation process, hence leading to policy success andto the overall development of the country.

CHAPTER THREE

COUNTRY OVERVIEW

3.1.1 Japan: Brief History.

According to John Whitney Hall, ed., (1993), Japan has had a long andvaried history going back to the ages which cannot be narrated in extensor giventhe limits of space and scope. However, a paleolithic culture around 3,000 BCconstituted the first known habitation of Japanese achipelago. This was followedby a mesollithic to Neolithic semi- sedimentary hunter gatherer culture whoconstituted ancestors of both contemporary Ainu and Yamato people. During

16th century, traders and Jesuit missionary from Portugal entered Japan for the

first time, opening Japan to the west and on the 31st March, 1854, commodore

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Matthew Perry and the Black ships of the U.S Navy force the opening of Japan tothe outside world with the Convention of Kanagawa.

It is pertinent to mention that modern Japan started in 1868 with MeijiRestoration. Ultimately, the shogunate got shoved aside and a new era with theascension to the throne of a young emperor that eventually signalled the Meijiera came in place. The Meiji phase was characterised by military conquest andexpansionism thus leading to Japan`s conquest of China, Southern Manchuria,Taiwan and Korea. Driving by ambition and greed, Japan was to engage in furtheracts of war that set her collapsing at the end of the pacific wars in 1945. It wastaken over by the Alien who set about altering her history and politics especiallywith the promulgation of the 1947 constitution at the instance of General DouglasMacArthur of the United States.

3.1.2 Japan: Location and size According to. (Gonhegue, 2011), Japan is an island in East Asia. It is located onthe eastern Korean peninsula. It has an area of 377,835 square kilometres. Japanis bordered by the Pacific Ocean on the north and east, on the south by PhilippineSea and East China Sea and on the west by Japan Sea. It has a coastline of 29,751kilometres. The major cities are Tokyo, its capital; Yokohama its major port, Kyotoits former capital, Osaka, its commercial hub, Nagoya, industrial hub and Sapporo,an emerging city. It has four major islands, Honshu, Kyushu, Hokkaido andShikoku. (Gonhegue, 2011).

3.1.3 Population and DemographyThe population of Japan is estimated at 126.5 million people in 2000, (Gonhegue,2011). In his words, Japan is considered as a zero population growth state; itspopulation is expected to drop by 2015 to 126 million. The estimated birth ratewas 9.96 per 1000 population and estimated death rate of 8.15 per 1000.TheJapanese population is very old, 17% of the population is 65 years old and isexpected to rise to 24.6 in 2015, (Gonhegue, 2011).

3.1.4 Government and Politics

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Japan is a constitutional monarchy, where the power of the emperor is verylimited. As a ceremonial figure-head, his power is defined by the constitution asthe symbol of the state and of the unity of the people. Substantial power is heldby the prime minister who is the head of government and other elected membersof the Diet while sovereignty resides with the people. Japan`s legislative organ isthe National diet, a bicameral parliament, the Diet consists of the of the House ofRepresentative with 480 seats, elected by popular votes of the people every fouryears and House of Councillors of 242 seats whose members serve a six yearsterm.

Administratively, Japan is divided into forty seven prefectures, eachoverseen by an elected governor, legislative and administrative bureaucracy. Eachprefecture is also further divided into cities, towns and villages.

3.1.5 Economy.

Today, is among the world`s most economically advanced nations. It has a largeindustrial capacity, and is home to some of the largest and most technologicallyadvanced products. Like motor vehicles, electronics, machine tools, steel etc.Agricultural business in Japan, take up 13 percent of Japan's land, and Japanaccounts for nearly 15 percent of the global fish catch, second only to China. Asstated by U.S State Department (2011), as of 2010, Japan's labour force consistedof some 65.9 million workers with a low unemployment rate of around fourpercent.

The World Factbook (2011) also stated that Japan's exports amounted toUS$4,210 per capita in 2005. Japan's main export markets are China (18.88percent), the United States (16.42 percent), South Korea (8.13 percent), Taiwan(6.27 percent) and Hong Kong (5.49 percent) as of 2009. Its main exports aretransportation equipment, motor vehicles, electronics, electrical machinery andchemicals. Japan's main import markets as of 2009 are China (22.2 percent), theUS (10.96 percent), Australia (6.29 percent), Saudi Arabia (5.29 percent), UnitedArab Emirates (4.12 percent), South Korea (3.98 percent) and Indonesia (3.95percent) while it main imports are machinery and equipment, fossil fuel,foodstuffs (in particular beef), chemicals, textiles and raw materials for itsindustries. By market share measures, domestic markets are the least open of any

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OECD country, OECD (2011), Junichiro`s administration began somepro-competition reforms, and foreign investment in Japan has soared, BBC (2011).

3.1.6 The geographical Map of Japan.

Figure 3.1 the geographical map of Japan

Source: Google search.

3.2.1 Nigeria: Brief History

Nigeria has a complex history. Modern Nigeria as presently constituted is acolonial creation in entirety thus prompting actors in early Nigerian nationalism tovariously refer to the country as one, a mere geographical expression; two, themistake and disaster of colonization and three, a lopsided amalgamation ofinequalities, diversities and heterogeneous entities.

First explored by the Portuguese around the 15th century, but it was theBritish that eventually took up Nigeria as her sphere of influence. By 1885, Britishclaim of Nigeria had gotten international recognition. Effective governancestructure was put in place on January 1, 1901. By 1914, the Northern andSouthern protectorates together with the Lagos Colony were pieced together inwhat has come to be known as amalgamation. By this, more than 300 ethnicnationalities came together to form Nigeria through an alien decree.

By October 1, 1954 the colony had got close to autonomous governance.And as the global wave of nationalism swept through and inspired by world war

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veterans and early educated elites strengthened the independence agitation

reaching crescendo in 1960 with the grant of independence on October 1st.

October 1st 1963 saw Nigeria attaining republican status thus severing theumbilical cord between Nigeria and Britain.

3.2.2 Location and Size

Nigeria is located in West Africa and shares land border with the Republicof Benin while its coast in the south lies on the Gulf of Guinea on the AtlanticOcean. The northern is shared with Niger republic and the eastern border withCameroon.

It has a compact area of 923,768 square kilometres. Abuja, the presentcapital replaced Lagos as the Federal Capital Territory. Other cities also in Nigeriaare Lagos, Enugu, Kano, Portharcourt, Ibadan, Aba, Onitsha, Calabar, Kaduna etc.

3.2.3 Population

Nigeria has experienced population explosion for at least the last 40 years,due to high fertility rate. According to the UN Human Development Report (2011),Nigerian population is estimated at about 170 million people. In their reports, theproportion of children below the age of 15 in 2010 was 42.8%; 53.8% wasbetween 15 and 65 years while 3.4 % was 65 and above. With 6,026,000 birth peryear and 2,246,000 deaths per year.

3.2.4 Government, Politics and Administration

Nigeria is a federal state, with a presidential system of government,modelled after the American system. The president is both the head of state andgovernment and also the Commander-in-Chief of all armed forces. It runs abicameral legislative system with the upper house, House of Senate comprising109 members while the lower house, House of Representatives having 360members. Each state`s number of members in the House of Representatives isdetermined by the population of the state.

Administratively, Nigeria is divided into 36 states and a federal capitalterritory located in Abuja, approximately, the centre of Nigeria. The states arefurther divided into 774 Local Government Areas. Geo- politically speaking, the

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country is divided into six geo-political zones on the basis of which rotation andsharing of posts are based.

3.2.5 Economy

According to the World Bank (2011), Nigeria is a middle income, mixedeconomy and emerging market, with expanding financial, services,

communication and entertainment sectors. It is ranked 30th in the world in termsof GDP (PPP) as of 2011. Currently, Nigeria is a major exporter of manufacturedgoods to other African countries and also a major supplier of oil in the worldmarket. Its major trading partner includes other West African countries, US, ChinaIndonesia, the UK etc.

3.2.6 The Geographical Map of Nigeria.

Figure 3.2 The geographical map of Nigeria

Source: Google Search.

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3.3 The Nature of Railways and Its Policies in Japan and Nigeria.

3.3.1 The Nature of railways and its policies in Japan

The history of railways and rail transport in Japan dates back to 1850s.However, in the 1860s, the Tokugawa regime issued a grant to the Americandiplomat, Anton L.C. Portman to construct a line from Yokohama to Edo, (thepresent Tokyo), Free (2009). As stated by him, “on September 12, 1872, the firstrailway between Shimbashi (Tokyo) and Yokohama was opened”.

The early construction and operation of railways in Japan were conductedby both the Japanese government and private sectors. Jiang (2009), states thatthe main route from Tokyo to Osaka-Kobe through Nagoya was built andoperated by the government, but other national routes were built as privaterailways. However, he stressed that most of the private railways werenationalized to form the Japanese National Railway in 1906. Since then theJapanese National Railway operated and continuously expanded until itsprivatisation in 1987.

It is also important to note that private railways again began to grow afterthe nationalization in 1906, until mid 1930s. This period featured theadvancement of industrialization and urbanization in Japan. Jiang (2009) alsostated that during this period, the nowadays so-called “Big (Scale) private”railways which are mainly commuting passenger railways had been established.Due to the positive economic activities after the war, there were huge demandfor both the passenger and freight transport in the 1950s. and in response to this,a high speed railway route from Tokyo to Osaka, the Tokaido Shinkansen, beganto be built in 1959 and completed in 1964 to meet this growing transportdemand.

In the words of free (2009), although this Shinkansen route was originallyplanned to carry passengers as well as freights, but the high demand of passengertransport after its completion had changed the plan and made the Shinkansen apure passenger railway. And as he stated, not all the opinions in the 1950ssupported the Shinkansen project.

Free (2009), also made it clear that “actually, the motorization that hadalready advanced in western countries also made some Japanese people to doubtthe future role of railways. But in Japan, road conditions in the 1950s were verybad, and highways were just beginning to be built. Due to inadequate public

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funding, highways in Japan have been built and operated based on the so-called“cost recovery principle”—meaning that the construction and maintenance costsshould be fully covered by toll revenues. As a result, railways have been remainingcompetitive in some regions even after motorization had advanced in Japan”, Free(2009).

However, Japan National Railway had to continue its operation in very lowdensity areas with deficit. At the same time, for reducing the congestion problemsin metropolitan areas like Tokyo, Japan National Railway had invested onexpensive urban line construction, Free (2009). For the private urban railwaycompanies, their investments on railways could generate profits not only throughthe transport sector, but also through the real estate sector. By legislation, JapanNational Railway could not do such profitable related business and its investmenton urban railways was not profitable especially compared with private railways.

According to (Matsuda, 2002), with the fiscal problem increasing, efficiencywas affected and labour problems became serious since the 1970s. And afterseveral unsuccessful rebuilding plans implemented by JNR itself, in 1987 JNR wasfinally divided to form the current JR companies: 6 regional passenger companies:JR East, JR Central, JR West, JR Hokkaido, JR Shikoku and JR Kyushu, and a freightcompany based on geographical location and all railway infrastructures wereassigned to the JR passenger rail firms as their property except the Shinkansenlines at the stage of 1987. Thus, a public “Shinkansen Holding Corporation” wasestablished to own the Shinkansen lines and lease them to JR companies (JR East,JR Central and JR West) in the mainland of Japan.

3.3.2. Major Reasons for the Failure of the Japanese National Railway Company According to Mizutani and Nakamura (2004), JNR (Japanese NationalRailway Company), began the process of privatization in 1986 when it waspartitioned into six regional passengers companies and one National Freightcompanies. In their words, as public corporation, the JNR encountered numerousorganizational problems, including complacency due to lack of a sense of crisismanagement, an antagonistic labour-management relationship, and politicalinterference. Hence, reforms were hindered by oppositions from the politicisedlabour union which were divided into several organisations. The repeated failureof nationalization produced ineffectual alterations between easy dependence ongovernment subsidies and half way reforms.

As a result of all these challenges mentioned above, financial problem set inand for the first time in 1964, JNR showed an operational loss. At this time, it

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became obvious that restructuring and privatisation would be necessary toreduce the huge government subsidies on JNR and to make it more efficient.

3.3.3 The Process Of Restructuring and Privatization OptionsOne vital fact about the JNR privatization was that it was accomplished not

all at once, but rather in a step-by-step approach. When railway reform began in1986, most stock of the newly established JRs continued to be held by the publicsector at Japan National Railway Settlement Corporation (JNRSC), this is atemporary holding company established for this purpose. Mizutani and Nakamura(2004). Satomi (2005) also observed that different prototypes of restructuring havebeen adopted to enhance the competitiveness of Japan railways and the followingare major options for assets restructuring of the railways;2 Geographical division,3 Vertical separation4 Functional distribution

3.3.4 Policy Strategies and Features of the Japanese Railway Restructure andPrivatization Approach.

The question of what would be the best general practice for therestructuring any railway remains a major issue. However, as stated by Mizutaniand Nakamura (2004), specific options are most suitable for achieving specificresults.

According to the General Guidelines and Laws on the Privatization andRestructuring of the Japanese National Railways, Law No 87 0f December 4, 1986as amended in Law No 45 of 1991 and Law No 136 0f 1998, these strategies areset out in the Chapter 1, Article 1-5 and also in Chapter 2, Article 6-8 which governthe Japanese railway restructuring and privatization policies. Below are the seven distinguishing features of and strategies of thisprovision as summarized:

1 Horizontal separation or vertical integration principle2 Functional distinction or separation between passengers- freight distinction3 Vertical integration proportion and infrastructural integration4 Lump-sum subsidies for low- density JRs5 The establishment of an intermediate for the management of the JNRCS6 Allowance of non railway services and7 A yard sticks Competition Scheme.

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As stated earlier, one of the major problems of the JNR was that it was toolarge to be properly managed, hence the problem of coordination. Mizutani andNakamura (2004), state that the basic and strategic aspect of this policy was itssuccessful division of the railway into six regional passengers railway companies.Each line would take control of and over decisions of which line to operate andwhich one to be closed. Again, because of the growth of the trucking industry andthe need for efficiency, JR freight was separated from JR passengers`. To ensureeffectiveness, a vertical integration was also enshrined in the policy. And in otherto stabilize the management situation for the smaller JRs, a lump-sum subsidyscheme was implemented through the management stabilization fund (MSF) withinterest revenue from the fund to cover the subsidies, this experts believe isresponsible for the success of the smaller JRs even till today.

Mizutani and Nakamura (2004), in addition, stated that JNRSC was set up as anintermediate institution to repay the debts of the JNR and to find new jobs for itsredundant employees. Also to ensure success of the privatization, JRs wereallowed to engage in non rail business like hotels, real estates and other servicesas private rail companies have been doing for decades. This also helps in boostingthe economy. And finally for efficiency of services, a yardstick competitionscheme was introduced. Under this scheme, rail companies compete with eachother to improve performances.

3.3.5 Outcomes and Performances of the JRs after the Restructuring andPrivatization.

Here we shall attempt to evaluate the overall performance of the JRs afterprivatization. Mizutani and Nakamura (2004), stated that the overallperformances of the JRs after privatization have been rapidly improving sinceprivatization and restructuring in 1987. This was also confirmed by Satomi (2005)who evaluated the performance of the JRs and stated that there has beenimprovement in the following areas:

I. A stable increase in income and steady reduction of long term debt.II. Improved safety operations.III. Increasing transportation capacity.IV. Increase speed.V. Convenience and user friendly stations.VI. Improved transportation network in metropolitan areas.These points have really been appreciated by the overall increasing efficiency

and labour productivity witnessed in the reform.

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Satomi (2005), also stated that JNR used to received government subsidiesaveraging 600 billion yen a year between fiscal years 1977 and 1986. However,after the reform, the seven JRs companies have paid taxes at the annual averagerate of 270 billion yen between fiscal years of 1987 and 2003. Hence compared with the days of JNR, the JRs companies have reduced thegovernment`s fiscal burden by about 870 billion yen per year. Satomi (2005). Thisis just a tip of the iceberg of the many benefits and achievements emanating fromthe reform of the JNR to JRs in Japan.

3.4 The Nature and Current State of the Nigeria railwaysAccording to Omodele (2008), the Nigeria Railway System officially came

into existence in October 1912, when Frederick Lugard merged the pre-existingLagos Government railway and the Baro-Kano railway to become the Nigeriarailway. The railway line ran on two principal lines, North and South tracks; onefrom Lagos to Nguru and the other from Portharcourt to Maiduguri throughEnugu with both tracks having branch extensions. Dele and Ebenezer (2011), state that in the 1950s, as Nigeria prepared forindependence, the Nigeria Railway Corporation took over the coordination andmanagement of the railways. According to them, in 1964, 11,288,000 passengersand 2,960,000 tonnes of freight were carried by the NRC growing to about 16 to25 million passengers in 1984 with over 46,000 workers. Be that as it may, recentstatistics show that only about 1.6 million passengers were carried by the NRC in2003 with less than 6000 workers. While current situation shows that the systemhas finally broken down with only about 4000 passengers in a year and 4000employees. Nwankwo (2010) described the current situation of the Nigeria railway asdilapidated, stating that the system is suffering from lack of political will bygovernment to enhance the system. Hence from the above descriptions, it isevident that the NRC needs a serious review, restructuring and completeprivatization as it had left many dependent on roads and highways.

CHAPTER FOUR

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DATA PRESENTATION AND FINDINGS

4.1 Data Presentation

This chapter deals with the presentation of data collected in the course of

the study which is quantitative in nature. In analyzing the data collected, tables

were used in the presentation of data. To make the analysis more practical,

pragmatic and authentic, tables will be used in illustrating the total number of

responses to each question with the aid of the tables. Therefore, the analysis will

be self explanatory.

The Distribution

No of questionnaires distributed 133 each

No of questionnaires returned 120 each

No of questionnaires not returned 13

Source: Research Data, 2013.

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For the analysis, the researcher will be making use of the number of

questionnaires returned which are 120 each and the calculation will be based on

120 for each country.

The presentation is as follows:

Section A: Preliminary Question:

Preliminary Question one

How would you rate your knowledge about the issue of Policy Implementation inNigeria?This question was asked to find out how much the respondents know about theissue of Policy Implementation in Nigeria.

Table 4.1.1

Distribution of question one

Options Frequency Percentage (%)

Very High 80 66.6

High 30 25

Undecided 2 1.7

Very low 2 1.7

Low 6 5

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Total 120 100

Source: Research Data, 2013.

Table 4.1.1 above shows that out of 120 respondents 80 or 66.6% out of the 120

respondents have a very high knowledge of the implementation situation in

Nigeria. 30 or 25% of them have high knowledge of it. On the other hand, only 2

or 1.7% have a very low knowledge of it and 6% have low knowledge while 2 were

undecided.

Preliminary Question two

How would you evaluate the policies and strategies in the Nigeria Railwaysystem?This question was asked to determine the nature, efficiency and effectiveness ofthe policies and strategies in the Nigeria Railway system.

Table 4.1.2

Distribution of question two

Options Frequency Percentage (%)

Highly satisfied 5 4.2

Satisfied 6 5

Undecided 4 3.3

Highly dissatisfied 90 75

48

dissatisfied 15 12.5

Total 120 100

Source: Research Data, 2013.

Table 4.1.2 above shows that out of 120 respondents 90 or 75% out of the 120

respondents evaluated the policies and strategies in the Nigeria Railway system to

be highly dissatisfying, 15 or 12.5% of the respondents supported that the system

is dissatisfied. On the contrary, only 5 or 4.2% of them said that the system is

highly satisfied and 6 or 5% supported the system to be satisfied while 4 or 3.3%

were undecided.

Preliminary Question Three

How would you evaluate the policy implementation situation in Nigeria railwaysystem?This question was asked to find out how successful and efficient are the policyimplementation situation in Nigeria railway system.

Table 4.1.3

Distribution of question Three

Options Frequency Percentage (%)

Highly satisfied 1o 8.3

Satisfied 6 5

49

Undecided 4 3.3

Highly dissatisfied 70 58.4

dissatisfied 30 25

Total 120 100

Source: Research Data, 2013.

Table 4.1.3 above shows that out of 120 respondents 70 or 58.4% out of the 120

respondents evaluated the policy implementation situation in Nigeria railway

system to be highly dissatisfying, 30 or 25% of them supported that the system is

dissatisfied. On the contrary, 10 or 8.3% of them said that they are highly satisfied

and 6 or 5% supported the system to be satisfied while 4 or 3.3% were undecided.

Research Question Four

Do you think lack of political will and negative attitudes of the government have

been responsible for policy implementation failures in the Nigeria Railway

system?

This question was asked to find out the level of policy failures as a result of thelack of political will and negative attitude of the government.

50

Table 4.1.4

Distribution of question Four

Options Frequency Percentage (%)

Strongly Agree 60 50

Agree 49 40.8

Undecided 6 5

Strongly Disagree 3 2.5

Disagree 2 2.7

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.4 depicts that out of 120 respondents 60 or 50%of the respondents strongly agree that lack of political will and negative attitudesof the government has been responsible for policy implementation failures in theNigeria Railway system. 49 or 40.8 agree while 6 or 5% of them neither agree orstrongly agree, nor strongly disagree or disagree. On the other hand, only 3 or2.7% strongly disagree and 2 or 2.7% disagree.

Research Question Five

Do you think that lack of involvement of the local people in policy implementationhas been responsible for the failure of the implementation process in Nigeria?

The question was structured to find out the level of policy implementationfailures as a result of non involvement of the local people in the implementationprocess.

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Table 4.1.5

Distribution of Question Five

Options Frequency Percentages (%)Strongly Agree

60 50

Agree30 25

Undecided10 8.3

Strongly Disagree15 12.5

Disagree5 4.2

Total120 100

Source: Research Data, 2013.

Table 4.1.5 above shows that out of 120 respondents 60 or 50% said that the high

level policy implementation failures is as a result of non involvement of the local

people in the implementation process. 30 or 25% of the respondents agree, agree

while 10 or 8.3% of them neither agree or strongly agree, nor strongly disagree or

disagree. On the other hand, 15 or12.5% strongly disagree and 5 or 4.2% disagree.

Research Question Six

Lack of adequate resources has hindered successful implementation of railwaypolicies in Nigeria?

52

The question seeks to find out if inadequate resources have been responsible forthe failure of policies implementation in Nigeria.

Table 4.1.6

Distribution of Question Six

Options Frequency Percentages (%)Strongly Agree

40 33.3

Agree35 29.1

Undecided10 8.3

Strongly Disagree20 16.7

Disagree15 12.6

Total120 100

Source: Research Data, 2013.

From the above table 4.1.6, it was very obvious that out of 120

respondents, 40 or 33.3% of the respondents strongly agree affirmatively that

poor resources allocation is contributing to policy implementation failures, while

on the other hand, 35 or 29.1% agree that poor resources allocation is

contributing to policy implementation failures, On the contrary view, 20 or 16%

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respondents strongly disagree and 15 or 12.6% disagree, while only 10 or 8.3%

were undecided.

Research Question Seven

Has corruption been a major factor responsible for implementation failures inNigeria?The question was constructed to find out if corruption in the forms of

embezzlement, bribery, stealing, non compliance etc has been a major factor

responsible for unsuccessful policy implementation in Nigeria.

Table 4.1.7

Distribution of Question Seven

Options Frequency Percentages (%)Strongly Agree

90 75

Agree15 12.5

Undecided5 4.2

Strongly Disagree6 5

Disagree4 3.33

Total120 100

Source: Research Data, 2013.

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From the above table 4.1.7, it was very obvious that out of 120respondents, 90 or 75% of the respondents strongly agree affirmatively thatcorruption has been a major factor responsible for implementation failures inNigeria while on the other hand, 15 or 12.5% also agree that corruption has beena major factor responsible for implementation failures in Nigeria., On the contrary view, 0nly 6 or 5% respondents strongly disagree and 4 or 3.33%disagree, while only 5 or 4.2% were undecided.

Research Question Eight

Questions for hypothesis twoDo you think that the non existence of efficient railways has hindered theeffective movement of goods, services and people in Nigeria?

Table 4.1.8

Distribution of Question Eight

Options Frequency Percentages (%)Strongly Agree

50 41

Agree40 33.3

Undecided10 8.3

Strongly Disagree15 10.3

Disagree5 4.2

Total120 100

Source: Research Data, 2013.

55

Table 4.1.8 shows that out of 120 respondents, 50 or 41% of the respondents

strongly agree that the non existence of efficient railways has hindered the

effective movement of goods, services and people in Nigeria.

40 or 33.3% of the respondents agree. On the contrary view, 15 or 10.3%respondents strongly disagree and 5 or 4.2% disagree, while only 10 or 8.3% wereundecided.

Research Question Nine

Questions for hypothesis two (these questions are for Nigerians )

Has the non existence of the efficient and effective railway system inNigeria increased transportation cost and slowed down economic activities in thecountry?This question was asked to determine if the high cost of the transportationsystem and slow rate of economic activities in Nigeria are as a result of the nonexistence of efficient railway system.

Table 4.1.9

Distribution of Question Nine

Options Frequency Percentages (%)Strongly Agree

52 43.33

Agree30 25

Undecided8 6.6

Strongly Disagree20 16.6

Disagree10 8.3

56

Total120 100

Source: Research Data, 2013.

Table 4.1.9 shows that out of 120 respondents, 52 or 43.33% of the respondentsstrongly agree that the non existence of the efficient and effective railway systemin Nigeria has increased transportation cost and slowed down economic activitiesin the country. 30 or 25% of the respondents agree. On the contrary view, 20 or16.6% respondents strongly disagree and 10 or 8.3% disagree, while 10 or 8.3%were undecided.

Research Question Ten

Questions for hypothesis twoDo you think that huge revenue and taxes are lost yearly by the government dueto ineffective and inefficient operations of the railway system?This question was asked to determine if the non availability of revenue anddiverse source of income to the Nigeria government is as a result of huge revenueand taxes lost due to ineffective and inefficient operations of the railway system

Table 4.1.10

Distribution of Question ten

Options Frequency Percentages (%)Strongly Agree

40 33.3

Agree30 25

Undecided10 8.3

Strongly Disagree20 16.6

Disagree20 16.6

57

Total120 100

Source: Research Data, 2013.

Table 4.1.10 shows that out of 120 respondents, 40 or 33.3% of the respondentsstrongly agree that huge revenue and taxes are lost yearly by the governmentdue to ineffective and inefficient operations of the railway system. 30 or 25% ofthe respondents agree. On the contrary view, 20 or 16.6% respondents stronglydisagree and 20 or 16.6% disagree, while 10 or 8.3% were undecided.

Research question Eleven

Do you think that the overall effect of the dilapidated state of the Nigeriarailway system has affected economic activities and slowed down Nationaldevelopment?This question was asked to find out the if the slow rate of economic and Nationaldevelopment is as a result of the dilapidated state of the Nigeria railway system.

Table 4.1.11

Distribution of question Eleven

Options Frequency Percentage (%)

Strongly Agree 45 37.5

Agree 30 25

Undecided 26 21.7

Strongly Disagree 15 12.5

Disagree 4 3.3

58

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.11 depicts that out of 120 respondents 45 or37.5% of the respondents strongly agree that the overall effect of the dilapidatedstate of the Nigeria railway system has affected economic activities and sloweddown National development. 30 or 25 agree while 26 or 21.7% of them neither agree or strongly agree, norstrongly disagree or disagree. On the other hand,15 or1 2.5% strongly disagreeand 4 or3.3% disagree.

Research question Twelve

Section C: Questions for Hypothesis Three.

These questions are for Japanese only.

Do you think that the strategic restructuring and privatization of the Japaneserailway system has been responsible for it success today?This question was asked to find out if the strategic restructuring and privatizationof the Japanese railway system has been responsible for its success today.

Table 4.1.12

Distribution of question Twelve

Options Frequency Percentage (%)

Strongly Agree 80 66.7

Agree 20 16.6

Undecided 5 4.2

59

Strongly Disagree 10 8.3

Disagree 5 4.2

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.12, it shows that out of 120 respondents 80 or66.7% of the respondents strongly agree that the strategic restructuring andprivatization of the Japanese railway system has been responsible for its successtoday. 20 or 16.6 agree while 5 or 4.2% of them neither agree or strongly agree,nor strongly disagree or disagree. On the other hand, 10 or 8.3% strongly disagreeand 5 or 4.2% disagree.

Research question Thirteen

Section C: questions for Hypothesis Three.

These questions are for Japanese only. The huge involvement of the private sector and decentralization of the JNR to sixregional based JRs has been central to the high level of efficiency andeffectiveness of the railway system in Japan?This question was asked to find out if the huge involvement of the private sectorand decentralization of the JNR to six regional based JRs has been central to thehigh level of efficiency and effectiveness of the railway system in Japan and for itssuccess today.

Table 4.1.13

Distribution of question Thirteen

Options Frequency Percentage (%)

Strongly Agree 40 33.3

60

Agree 35 29.1

Undecided 10 8.3

Strongly Disagree 20 16.6

Disagree 15 12.6

Total 120 100

From the above table 4.1.13, it shows that out of 120, respondents 40 or33.3% of the respondents strongly agree that the huge involvement of the privatesector and decentralization of the JNR to six regional based JRs has been centralto the high level of efficiency and effectiveness of the railway system in Japan andfor its success today. 35 or 29.1 agree while 10 or 8.3% of them neither agree orstrongly agree, nor strongly disagree or disagree. On the other hand,20 or 16%strongly disagree and 15 or 12.6% disagree.

Research question Fourteen

Section C: questions for Hypothesis Three.These questions are for Japanese only. Due to the efficiency of the services offer by the railway system in Japan,movement of goods, services and people has been easy and affordable?This question was asked to find out if the high level of efficiency and effectivenessin the railway system in Japan has resulted to easy movement of goods, servicesand people and it affordability.

Table 4.1.14

Distribution of question Fourteen

Options Frequency Percentage (%)

Strongly Agree 50 41.7

Agree 25 20.8

Source: Research Data, 2013

61

Undecided 4 3.3

Strongly Disagree 20 16.6

Disagree 21 17.5

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.14, it shows that out of 120 respondents 50 or41.7% of the respondents strongly agree that due to the efficiency of the servicesoffered by the railway system in Japan, movement of goods, services and peoplehas been easy and affordable. 25 or 20.8 agree while 4 or 3.3% of them neitheragree or strongly agree, nor strongly disagree or disagree. On the other hand, 20or 16% strongly disagree and 21 or 17.5% disagree.

Research Question Fifteen

Section C: Questions for Hypothesis Three.

These questions are for Japanese only. The effectiveness of the railway system has led to high level of economic

growth and increased government revenue and GDP in Japan?This question was asked to find out if the effectiveness of the railway system hasled to high level of economic growth and increased government revenue and GDPin Japan.

Table 4.1.15

Distribution of question fifteen

Options Frequency Percentage (%)

Strongly Agree 40 33.3

62

Agree 35 29.1

Undecided 10 8.3

Strongly Disagree 20 16.6

Disagree 15 12.6

Total 120 100

From the above table 4.1.15, it shows that out of 120 respondents 40 or33.3% of the respondents strongly agree that The effectiveness of the railwaysystem have led to high level of economic growth and increase governmentrevenue and GDP in Japan. 35 or 29.1% agree while 10 or 8.3% of them neitheragree or strongly agree, nor strongly disagree or disagree. On the other hand, 20or 16% strongly disagree and 15 or 12.6% disagree.

Research question Sixteen

Section D: questions for Hypothesis four. (These questions are for Nigerians)

Can any strategy and measures be adopted to enhance policyimplementation in the Nigeria Railway system?This question was asked to find out if there can be any strategy and measures tobe adopted to enhance policy implementation in the Nigeria Railway system?Table 4.1.16Distribution of question Sixteen

Options Frequency Percentage (%)

Strongly Agree 90 75

Agree 20 16.6

Source: Research Data, 2013.

63

Undecided 2 1.7

Strongly Disagree 6 5

Disagree 6 5

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.16, it shows that out of 120 respondents, 90 or75% of the respondents strongly agree that there can be some strategies andmeasures to be adopted to enhance policy implementation in the Nigeria Railwaysystem. 20 or 16.6 agree while 2 or 1.7% of them neither agree or strongly agree,nor strongly disagree or disagree. On the other hand, 6 or 5% strongly disagreeand 6 or 5% disagree.

Research Question Seventeen

Section D: Questions for Hypothesis four. (These questions are for Nigerians)Do you think adopting the strategies and policies applied in the Japanese

system will be effective in enhancing the railway system in Nigeria? This question was asked to find out if adopting the strategies and policies appliedin the Japanese System will be effective in enhancing the railway system inNigeria.

Table 4.1.17Distribution of question Seventeen

Options Frequency Percentage (%)

Strongly Agree 52 43.33

64

Agree 45 37.5

Undecided 3 2.5

Strongly Disagree 10 8.3

Disagree 10 8.3

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.6, it shows that out of 120 respondents, 52 or43.33% of the respondents strongly agree that adopting the strategies andpolicies applied in the Japanese system will be effective in enhancing the railwaysystem in Nigeria. 45 or 37.5 agree while 3 or 2.5% of them neither agree orstrongly agree, nor strongly disagree or disagree. On the other hand, 10 or 8.3%strongly disagree and 10 or 8.3% disagree.

Research question Eighteen

Section D: Questions for Hypothesis four. (These questions are for Nigerians)Privatization and breaking down of the Nigeria railway system into regional

based companies with active private sectors involvement will be effective inenhancing effectiveness of the Nigeria Railway system? This question was asked to determine if adopting the privatization policy andbreaking down of the Nigeria railway system into regional based companies withactive private sectors involvement will be effective in enhancing effectiveness ofthe Nigeria Railway system.

Table 4.1.18Distribution of question Eighteen

65

Options Frequency Percentage (%)

Strongly Agree 40 33.3

Agree 30 25

Undecided 10 8.3

Strongly Disagree 25 20.8

Disagree 15 12.5

Total 120 100

From the above table 4.1.18 it shows that out of 120 respondents 40 or33.3% of the respondents strongly agree that adopting the Privatization policyand breaking down of the Nigeria railway system into regional based companieswith active private sectors involvement will be effective in enhancingeffectiveness of the Nigeria Railway system. 30 or 25% agree while 10 or 8.3% of them neither agree or strongly agree, norstrongly disagree or disagree. On the other hand, 25 or 20.8% strongly disagreeand 15 or 12.5% disagree.

Research question Nineteen

Section D: questions for Hypothesis four. (These questions are for Nigerians)For effective implementation of policies on the Railway system and every

other sector in Nigeria to be effective, there must be political will by thegovernment, local people must be involved, there must be adequate resourcesand corruption must be avoided in the system?This is a confirmatory question. It was asked to determine if, for effectiveimplementation of policies on the Railway system and every other sector inNigeria to be effective, there must be political will by the government, localpeople must be involved, there must be adequate resources and corruption mustbe avoided in the system in the process.

Source: Research Data, 2013.

66

Table 4.1.19Distribution of question Nineteen

Options Frequency Percentage (%)

Strongly Agree 90 75

Agree 20 16.6

Undecided 2 1.7

Strongly Disagree 4 3.3

Disagree 4 3.3

Total 120 100

Source: Research Data, 2013.

From the above table 4.1.19, it shows that out of 120 respondents, 90 or75% of the respondents strongly agree that for effective implementation ofpolicies on the railway system and every other sector in Nigeria to be effective,There must be political will by the government, local people must be involved,

67

there must be adequate resources and corruption must be avoided in thesystem?. 20 or 16.6% agree while only 2 or 1.7% of them neither agree or strongly agree,nor strongly disagree or disagree. On the other hand, 4 or 3.3% strongly disagreeand 4 or 3.3% disagree.

4.2 Findings and Analysis

In this analysis, the data collected from the tables presented above wereused to concretely and truly analyze the data.

From the research questionnaire one, it was deduced from table one thatthe respondents have good knowledge about the issue of policy implementationin Nigeria.

In question two, the table also reveals that the policies and strategiesapplied in the Nigeria Railway system are inefficient, ineffective and inadequatepolicies.

From question three in table 4.1.3, we noticed that the implementationsystem in the Nigeria railway system is very poor. From the research question four, table 4.1.4 shows that lack of political willand negative attitude of the government towards policy implementation havebeen a major factor hindering implementation success in Nigeria.

Question five also revealed that the non involvement of the local people inthe implementation process have also been accountable for the failures in thesystem.

In question six, from the table 4.1.6, we discovered that inadequateresources have been contributing to implementation failures in Nigeria.

The research question seven shows in table 4.1.7 that corruption has beena major factor responsible for the unsuccessful implementation of policies inNigeria. Question eight, shows in table 4.1.8 that the non existence of the effectiveand efficient railway system has hindered the easy movement of goods, servicesand people in Nigeria.

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In table 4.1.9 of question nine, it was revealed by the data thattransportation cost in Nigeria increases due to non existence of railways and thatthis has also slowed down economic activities in the country.

While question ten shows in table 4.1.10 that huge revenue income in theform of taxes are lost always due to the weakness of the railway system inNigeria.

In question eleven, the tabulated data in table 4.1.11, attributed that theoverall effects of the dilapidated state of the Nigeria railway system has affectedeconomic activities negatively and slows down national development in thecountry. In question twelve as expressed in table 4.1.12 shows that the strategicrestructuring and privatization of the railway system in Japan has beenresponsible for the success of the system till today. In question thirteen, evidence of the analysis in table 4.1.13, shows that thehuge involvement of the private sector and decentralization of the JNR to sixregional based JRs has led to the effectiveness and efficiency of the railwaysystem in Japan. While question fourteen shows that due to efficiency and effectiveness ofthe railway system in Japan, there has been easy and fast and affordabletransport system for the Japanese citizens. Question fifteen also shows that the effectiveness of the railway system hasled to high level of economic growth, increased government revenue and GDP inJapan. From the research question sixteen, it was deduced that many factors canbe adopted to enhance the policy implementation process in Nigeria railwaysystem. In seventeen, the data collected reveals that adopting the policies andstrategies applied in Japan restructuring process will be effective in enhancing thesituation in Nigeria. The research question eighteen, shows in table 4.1.18 that privatizing andbreaking down of the Nigeria railway system into regional based railways withactive private sector participation will lead to effective and efficient railwaysystem in Nigeria.

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And finally, research question nineteen shows in table 4.1.19 that forultimate and effective implementation of policies on the railway system andevery other sector in Nigeria to be effective, there must be political will by thegovernment, local people must be involved, there must be adequate resourcesand corruption must be avoided in the system.

4.3 Discussion of Findings and their Implications

Hypothesis I:

There is a significant relationship between lack of continuity, multiplicity ofpolicy by different administrations, inadequate resources, non involvement of thelocal people in policy implementation and corruption on the one hand and poorpolicy implementation on the other hand.

Prior to the verification of the above proposition, the study assumed thata significant relationship exists between factors like lack of continuity andmultiplicity of policy by different administration, inadequate resources and noninvolvement of the local people in policy implementation, corruption and poorpolicy implementation, and the findings as recorded in research questionconfirmed the assumption.

For instance, in table 4.1.4, 4.1.5, 4.1.6 and 4.1.7 greater number of therespondents attested to this fact.

The implication of this finding is that policy implementation in Nigeria hasnot been successful due to factors like lack of continuity and multiplicity of policyby different administration, inadequate resources and non involvement of thelocal people in policy implementation and corruption.

70

Hypothesis II:There is a significant relationship between poor policy implementation and

national development.

Prior to the verification of the above proposition, the study assumed that asignificant relationship exists between poor policy implementation and nationaldevelopment and the findings as recorded in research question confirmed theassumption.

For instance, in tables 4.1.8, 4.1.9, 4.1.10 and 4.1.11 greater number of therespondents attested to this fact.

The implication of this finding is that National development in Nigeria hasnot been greatly achieved due to poor policy implementation.

We also discovered that there has been high cost of transportation due tonon availability of the railway services in Nigeria and that huge income andrevenue in the form of taxes are lost daily due to the non availability of thesystem.

Hypothesis III: There is a significant relationship between the strategic restructuring of

the Japanese railway system and its overall success.

Prior to the verification of the above proposition, the study assumed that asignificant relationship exists between the strategic restructuring of the Japaneserailway system and its overall success and the findings as recorded in researchquestion confirmed the assumption.

For instance, in tables 4.1.12, 4.1.13, 4.1.14 and 4.1.15 greater number ofthe respondents attested to this fact.

The implication of this finding is that the overall success of the Japaneserailway system has been as a result of the the strategic restructuring of thesystem in 1976.

Hypothesis IV:

71

There is a significant relationship between the success of the railwaysystem in Japan and the country`s high level of development.

Prior to the verification of the above proposition, the study assumed that asignificant relationship exists between the success of the railway system in Japanand the country`s high level of development. The above assumption was verifiedby the number of respondents whose responses were in favour of theproposition. For instance, in tables 4.1.16, 4.1.17, 4.1.18 and 4.1.19 out of the120 respondents whose responses were used in the data presentation stronglyagreed that the success of the railway system in Japan is responsible for thecountry`s high level of development. We also found out that the system and practices in Japanese railway

system can be successfully applied in Nigeria. That privatising the Nigeria railway system and dividing it into regional or

state based as did in Japan can lead to success. That for success of any policy in rail system or any other system in Nigeria

to be effective, there must be political will by the government, local peoplemust be involved, there must be adequate resources and corruption mustbe avoided in the system.

CHAPTER FIVE

5.0 SUMMARY, RECOMMENDATIONS AND CONCLUSION

In this chapter, the researcher presents the summary of the research,proffers recommendations based on findings and drew conclusion.

5.1 Summary

72

This research work is purely an investigation into policy implementationand national development, with emphasis on the Nigeria and Japanese railwaypolicies. While it has extensively investigated the nature, types, structures andfactors responsible for the failure of the railway policies in Nigeria, it has alsoachieved a remarkable success in finding out the strategies that rescued theJapanese railway system from a total collapse in 1976 and made it one of the bestin the world.

The existence of implementation factors such as the attitude ofgovernment towards policy implementation, the effect of the lack of continuitysyndrome and multiplicity of policies by different Nigerian governments were alsoinvestigated, the issues of inadequate resources and non involvement of the localpeople in the implementation process and how they affect policies success werealso investigated and attempts were also made at discovering the effect ofcorruption on policy implementation. Investigations and analysis were alsocarried out to show how these factors shape and reshape policies and how theymilitate and hinder policy success and national development efforts of the nation.

The findings from the investigations will be useful to Nigeria and the NigeriaRailway Corporation and other railway agencies in other countries if they reactpositively to the findings.

Many scholars share the view expressed by Paki and Kimiebi (2011), thatthe root of National development is the effective implementation of policiesmade in any country. And the researcher also ultimately believes based on thefindings of this research that the ultimate factor which will ensure the successfulindustrialisation and development of Nigeria and every other nation lies in itsability to develop and implement effective and efficient policies, most especiallytransportation policies for easy economic activities and adequate revenuegeneration.

5.2 Recommendations

Based on the findings, the following recommendations have been made;

73

The recommendations made in this research are divided into two phases;

Phase one of the recommendation:

This phase is concerned with the major issues that will ensure the successfulimplementation of public policies in Nigeria and even in other developingcountries.

As a basis for successful and efficient policy implementation in Nigeria andeven other developing nations, the following four factors must adequately beensured;

There must be a political will ( positive attitude of government towardspolicy implementation).

Policy implementation is not an individual affair, but a complex issue thatbrings together various interests. Hence a necessary first step towardsensuring its success is the development of a positive and willing attitude onthe part of government whether central, state or local government towardsthe policy. This when positively developed, will generally arouse theinterest of every other sector and provide a favourable atmosphere for theimplementation to succeed.

There must be the involvement of the local people or the target group inthe implementation process.

Another factor that must be present to ensure policy success is the fullinvolvement of the local people in the implementation process from thetime of the formulation of the policy through implementation to feedback.

The importance of this is that it will not only provide favourable conditionsfor the policy but will also ensure that suggestions, recommendations,security of materials and the general support of the local people areachieved and utilized.

Resources should be adequately provided.

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For implementation success, government and any other agency responsiblefor the financing and or implementing of the policy must ensure adequateand timely provision of financial, human and material resources needed forthe success of the project. This will help in ensuring smooth, efficient andeffective implementation.

Corruption must be strictly avoided.

The final basic recommendation which I will make is that in order to ensuresmooth and successful policy implementation, corruption must be strictlyavoided. Whether embezzlement of implementation fund, supply of fakematerials, utilization of cheap and insufficient workers, e.t.c all must beavoided if any success is to be recorded.

Phase two of the recommendation

This focuses on the revitalizing the Nigeria Railway system;

The Nigeria railway system is currently dilapidated and requires systemrestructure. However, to achieve any meaningful success in the process ofimplementing a policy that will adequately restore efficiency and effectiveness inthe system, the following recommendations need to be implemented:

There should be a policy restructure and privatization of the system;

Adopting the approach used by the Japanese government in restructuringand privatization of the Nigeria railway system will be helpful in removingsome of the obsolete policies and enhance the entrance of new ideasthrough the entrepreneurs in the system.

The system should be decentralized into regional or state based railwayswith huge private sectors participation. This way, efficiency of operationand easy management and coordination will be ensured.

Passenger railways should be separated from freight railways and thereshould be central institution responsible for the partial overseeing of theactivities of the railway companies. Like conduct of research, collection of

75

statistics, and provision of subsidies to railways companies in low denselypopulated regions to enable them carry out development activities andrebuilding of already broken and damaged lines.

Competition should be encouraged between the different rail companies aswell as the private sector. And railway companies should be allowed toengage in other businesses like real estate, hotels, bars etc. This way, theywill make up for their losses if any occurs.

Finally, income generated from the railways in the form of taxes andcharges should be used for the development of other key sectors of theeconomy to ensure national development.

5.3 Conclusion

On the whole, it is clear from the various aspects of this research that poorpolicy implementation has been the major factor hindering and militating againstthe developmental efforts of Nigeria. It is also clear that this has been worsenedby the dilapidated state of the Nigeria Railway system which has increasinglyworsened transportation situation, slowed down economic activities and loweredthe ability of the government to generate revenue for its developmentalpurposes.

This implies an urgent need for effective policy implementation in all nooksand crannies of the Nigeria society.

However, to meet this national need, it is not enough to make policies withoutproper implementation, hence, strategic approach and measures must beadopted to ensure overall success.

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Appendices

REQUEST FOR FILLING OF QUESTIONNAIRE

Faculty of Economics and BusinessAdministration,

Hokkaido University, Sapporo, Japan.Dear Respondent, The questionnaire you are about to fill is part of the cross national researchon Policy Implementation and National Development; A case Study of Nigerianand Japanese Railway Policies, Being carried out as an independent research inHokkaido University and also as part of the requirement for the award of thebachelor of science degree in Public Administration and Local Government of theUniversity of Nigeria. You have been selected as respondent due to your awareness on thenature, state and impact of the current railways situation of either Japan orNigeria and their guiding policies and impacts to National development. Please,answer the questions that follow honestly. All information supplied would beused in confidence and solely for academic analysis.

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Thanks for the anticipated co-operation.Yours Faithfully,

Ezugwu Chigozie Michael.

QUESTIONNAIRES

Section A: Preliminary Questionnaires for both Japanese and Nigerian citizens.Note; please tick ( ) were appropriate or write briefly where required.

(1) What is your sexMaleFemale

(2) Your age bracket isBelow 18 years18-2526-3536-above

(3) What is your academic qualificationNon – formalElementaryHigh or Secondary school graduateTertiary or bachelors degreeOthers, specify……………………………………………………………………………………….

Section B; questions on Policy Implementation and National development inNigeria. (These questions are address to Nigerians.)

Questions on general awareness of the system:(4) How much do you know about the issue of Policy Implementation in Nigeria?

(a) Very well(b) Well(c) Partially(d) No idea(e) Undecided

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(5) How would you evaluate the policies and strategies in the Nigeria Railwaysystem?(a) Highly satisfied(b) Satisfied(c) Dissatisfied(d) Highly dissatisfied(e) Undecided

(6) How would you evaluate the policy implementation situation in Nigeria railwaysystem?(a) Highly satisfied(b) Satisfied(c) Dissatisfied(d) Highly dissatisfied(e) Undecided

Core hypothetical questions;Questions for hypothesis one

(7) Do you think lack of political will and negative attitudes of the governmenthave been responsible for policy implementation failures in the NigeriaRailway system?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(8) Lack of involvement of the local people in policy implementation has beenresponsible for the failure of the implementation process in Nigeria?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(9) Lack of adequate resources have hindered successful implementation ofrailway policies in Nigeria?

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(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(10) Corruption has been a major factor responsible for implementation failuresin Nigeria?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

Questions for hypothesis two(11) Non existence of efficiency railways has hindered the effective movement

of goods, services and people in Nigeria?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(12) The non existence of the efficient and effective railway system in Nigeriahave increase transportation cost and slow down economic activities in thecountry?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(13) Huge revenue and taxes are lost yearly by the government due toineffective and inefficient operations of the railway system?(a) Agree(b) Strongly agree(c) Disagree

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(d) Strongly disagree(e) Undecided

(14) The overall effect of the dilapidated state of the Nigeria railway system hasaffected economic activities and slow down National development?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

Section C: questions for Hypothesis Three.These questions are for Japanese only.(15) Do you think that the strategic restructuring and privatization of the

Japanese railway system has been responsible for it success today?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(16) The huge involvement of the private sector and decentralization of the JNRto six regional based JRs has been central to the high level of efficiency andeffectiveness of the railway system in Japan?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(17) Due to the efficiency of the services offer by the railway system in Japan,movement of goods, services and people has been easy and affordable?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

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(18) The effectiveness of the railway system has led to high level of economicgrowth and increase government revenue and GDP in Japan?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

Section D: questions for Hypothesis four. (These questions are for Nigerians)(19) Can any strategy and measures be adopted to enhance policy

implementation in the Nigeria Railway system?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(20) Do you think adopting the strategies and policies applied in the JapaneseSystem will be effective in enhancing the railway system in Nigeria?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(21) Privatization and breaking down of the Nigeria railway system into regionalbased companies with active private sectors involvement will be effective inenhancing effectiveness of the Nigeria Railway system?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided

(22) For effective implementation of policies on the Railway system and everyother sector in Nigeria to be effective, There must be Political will by the

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Government, Local people must be involved, there must be adequateresources and corruption must be avoided in the system?(a) Agree(b) Strongly agree(c) Disagree(d) Strongly disagree(e) Undecided