本稿は、戦後の国鉄時代（1949-1987）における列車の読書行為をモビリティの観点から考察する。とは、列車の運行を定めたダイヤグラムを利用者向けに翻訳したもので、各線区のそれを網羅した月刊の書物を指す言葉でもある。その書物はほとんど数字と記号からなる情報誌であるにもかかわらず、日本では人気を博し多数の愛読者を作り出してきた。本稿は単なる利用とは区別されるの「読書」に着目し、それを「想像されたモビリティ」と「実現されたモビリティ」の2つの局面を行き来する「モビリティ経験」の過程として捉える。『』の読者欄及び「の読者」が書いた随筆や書籍に現れる読書の諸相に迫り、を読むことが単に「旅を計画すること／準備すること」だけではなくさまざまな他の行為を創造したり、またその諸行為との関係のなかで行われることを明らかにする。そうすることによって、複数の時制にわたってさまざまなモノや行為を媒介しながらそれらを連結させる旅のダイナミズムを浮き彫りにする。

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1. “An unavailable time” means the time between 24:00-6:00.
2. A train which moves during “the unavailable time” is generally called a night-train. A long distance day-train is somewhat local from the point of “an available time”, but the night-train has a charac-teristic of the long distance.
3. In our country, the night-train operates 71 times in going and returning. This in not conditioned by disance. For this reason the operation of the night-train suggests the degree of relation between both districts. Consquently the number of the Nitght-trains is a function of the relation degree.
4. The night-train has both available an I unavailable zones between operation sections. But these distributions are different according to an operation-route; and by these facts we can know the areal construction through the mutual communication on areas. The principal unavailale zones are Sanyo, Tokai, Fukushima, Taira, Kitakami, Joetsu districts. The available zones are great cities (Tokyo, Osaka), San-in, Shikoku (Matsuyama, Koshi) Ou (on the side of Japan Sea, the middle basin) Spporo, Otaru, Niigata, Hokuriku (Kanazawa, Toyama). The distribution reveals one side of the areal structure of Japan.
5. The night-train has a characteristic of long distant communication and at the same time the charac-teristic of locality, and is little available between too distant places.
6. Unavailable zones are distributed between great cities and they only have a local character. Moreover they have a weak characteristic of mutual communication in unavailable zones.
7. The district which can be reached in three hours from great cities is the one where we can make a day-trip from the point of view of an available-sojourn-time, but it is seldom different from he “available time” in a directional area of the night-train. Accordingly, in the inclination from great cities towards the districts exists a depressed area like a “Graben” just outside “the three hour area”, and the power of a city decreases in it and increases again in a directional area. I think this consequence would have an influence upon the distribution of cities on one side.
8. The operation of the night-train provides facility to the connection of a far distant district directly. It is impossible to return on the same day from those places as Gifu-Toyama, Sendai-Akita, but by the night-train we can have much more available-sojourn-time. Namely this is considerable matter to be thought for the benefit of the development of districts.

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