Why can't the Shinkansen be laid all over Japan?

With the popularization of automobiles, the decrease of Japanese railway passengers and the increase of labor costs, Japan's state-owned railways started from 1964 (Showa 39), and the Tokaido Shinkansen turned from profit to loss. The government suppressed the fare increase to prevent inflation, making the deficit even bigger. The failure of the productive upward movement in the second half of Showa in the 1940s made the labor-capital relationship worse, which led to continuous strikes and dealt a great blow to the freight industry. On the other hand, represented by Prime Minister tanaka kakuei's theory of Japanese island reconstruction, until the new construction was frozen in 1975 (50 years of Showa), Japanese railways were forced to undertake the construction of many local railway lines that could not recover the cost. Although with the establishment of 1964 Japan Railway Construction Company, the construction cost of local lines was transferred to the state, but the operating deficit was still borne by Japan Railway, and the huge cost of building Shinkansen directly became the debt burden of Japan Railway. Since the 1950s in Showa, Japanese railways have substantially increased their fares in an attempt to make up for their losses, but their customers have lost and their income still cannot be increased.

As a result, the debt and interest accumulated by Nippon Steel snowballed and fell into a vicious circle. In order to reduce the debt burden, the Ministry of Transport decided to stop recruiting new employees in the annual appropriation budget of June 2 1982. Later, there was only 1985, and only college graduates were recruited as "cadres candidates after privatization"; The following year, even college graduates stopped recruiting.

When Japanese railways were privatized, the accumulated deficit reached 37 trillion yen. Among them, Japan's state-owned railway clearing enterprises are responsible for repaying 25.5 trillion yen, and the remaining 65.438+0 1.6 trillion yen is shared by JR East Japan, JR Donghai, JR West Japan, JR Cargo and Shinkansen Railway Holding Company (dissolved in 19 1), which is expected to be difficult to operate.

Although the biggest purpose of the national railway reform is to repay huge debts, it is not successful. One is that the interest accumulated in the huge deficit can regenerate interest. If the government helps in time when the deficit is still small, things will not get worse. Although it is only a single year, Nippon Steel 1984 has turned a profit in the last year. But from the perspective of debt repayment, it is only a drop in the bucket, and even the interest is not paid.