著者

呂 寅満

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.40, no.2, pp.3-25,98, 2005-09-25 (Released:2009-11-06)

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The purpose of this article is to study the process and features of the so-called 'military transition' of the Japanese automobile firms during the wartime. 'Small vehicle' manufacturing sector and automobile sales sector were then repressed by the military government, for they were thought to be unfitted to military use. Therefore, these sectors were compelled to change their product item, otherwise to be closed and to supply their labor forces to the military sector. In the meanwhile, the vast amount of capital for constructing and enlarging the factories was required by firms in order to transit the product item. The main focus of this article lies in the analysis of financing the capital for restructuring by the firms concerned.Nihonnainenki established in 1932, was the 3rd manufacture of small vehicles for civil use. In the initial phase, the management of this firm possessed to the Nihonjidosha. But, in 1936, it was transferred to Terada Zinkichi who was the top management of Terada Zaibatsu. Because he was the active manager for the military production, Nihonnainenki rapidly enlarged the production capacity. Since 1938, on which wartime economy began, up until 1942, production focused to small vehicle for military use. However, since 1943, it shifted to airplane parts under the financial support by the Nihon Kogyo Ginko (Industrial Bank of Japan).Nihonjidosha established in 1909, was the largest automobile sales firm in the inter-war Japan. It was originated as a division of the Okura Zaibatsu, but Okura's influence to this firm became weaker and weaker. Initially, Nihonjidosha was reluctant for transiting the business and enlarging the capacity, although automobile sales sector was repressed. However since late 1943, the firm also started to produce tornado parts for navy, under the financial support by the Senji Kinyu Kinko (Wartime Finance Fund).In conclusion, the transition of Japanese automobile companies during the wartime from civil to military production could be performed only under the financial aegis of the public banking institutions. And, nothing explains better than the firm's managerial strategy that makes a distinction between Nihonnainenki and Nihojidosha.

著者

呂 寅満

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.52, no.3, pp.27-38, 2017 (Released:2019-12-30)

著者

呂 寅満

出版者

経営史学会

雑誌

経営史学 (ISSN:03869113)

巻号頁・発行日

vol.36, no.4, pp.25-51, 2002-03-25 (Released:2010-11-18)

被引用文献数

1 1

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Until the 1950s, the three-wheel truck, primarily used for transporting small goods, constituted the largest sector in the Japanese automobile industry. The long-term and large-scale production of this vehicle can be regarded as a Japan-specific character in the history of the world automobile industry. The object of this paper is to delineate the reasons for the growth of three wheelers through an analysis of the factors in the market situation and technology and managerial strategy of manufacturers.Until the mid-1950s, the largest demand for vehicles was the truck, especially with a carrying capacity of from 1-ton to 2-tons. However, the four-wheel truck primarily produced at that time had a 4-ton carrying capacity. Therefore, three wheelers that had produced 0.75-ton carrying trucks since the 1930s enlarged the models to fit such a demand. Furthermore, the three-wheel truck was so cheap that small businesses could purchase it, and production of three wheelers rapidly increased.In the late 1950s, four-wheel 1-ton carrying trucks also began to be produced and were competitive with three-wheel trucks in price. The technological disadvantage in the driving comfort of the three-wheel truck and the narrow price gap between the three-wheel and four-wheel trucks resulted in the decline of the three-wheel truck during this phase.However, in order to overcome this situation, three-wheeler manufacturers developed a light truck with a 0.5-ton carrying capacity, intending to explore a new market. Because this strategy was a great success, and three wheelers' financial performance improved, the top three-wheeler manufacturers, Mazda and Daihatsu, were able to change to four-wheeler production in the 1960s.