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7/26/2025, 3:24:02 AM
>>2049645
>>2049646
Your both right and wrong.
JNR failed for many reasons most of the them are political. It was overstaffed x3, it had to keep fares low and run unprofitable lines because of local politicians, it had compete with cars and airplanes, all that while existing in the bubble era when land prices were skyhigh, wages were astronomical and people wanted more and more.
If you're talking Shinkansen Strictly Joetsu was done by 1981. Hokuriku is the problem an offshoot of Joetsu that began building and it was incredibly tunnel heavy, then at the same time they had the Kyushu Shinaknen going and Tohoku was begin constructed.
Tohoku was sort of a California HSR type situation where the first part that opened was nowhere to nowhere Saitama to Sendai and then Morioka in 82. You had to board the 新幹線リレー号185系 much like you do now when you ride to Sapporo with the Super Hokutou.
https://www.youtube.com/shorts/TDmP3jcoYpQ
Then you had the start the Tokyo Northwards section to be used by all of them at the heights of the bubble era.
>>2049645
But my point is very simple Hokkaido Shinaknsen delays to 2038, Chou to Nagoya to 2032, Tsugurga to Kyoto ???, Nagasaki to Hakkata(Fukuoka) ???, Okayama to Shikoku (Takamatsu, Matsuyama, Koichi ) ????, literally no plans by JR West for a Sanin Shinkansen (Northen Sanyo), there no plans by JR Kyushu for a Higashi Kyushu Shinaknsen, the Sapporo–Asahikawa extention of the Hokkaido one is also shelved.
All the companies are fiscally responsible and not chasing dreams. They all delayed or scaled back projects to keep themselves profitable.
But out of all these JR Central is by far the most profitable and most "free riding" one as it controls the most profitable line and does very little for the local lines. This is why Nagoya is sadly mostly boring suburb car city that nobody visits. Yes they have strong private operators like Meitetsu, Kintetsu, Aonami Line but
>>2049646
Your both right and wrong.
JNR failed for many reasons most of the them are political. It was overstaffed x3, it had to keep fares low and run unprofitable lines because of local politicians, it had compete with cars and airplanes, all that while existing in the bubble era when land prices were skyhigh, wages were astronomical and people wanted more and more.
If you're talking Shinkansen Strictly Joetsu was done by 1981. Hokuriku is the problem an offshoot of Joetsu that began building and it was incredibly tunnel heavy, then at the same time they had the Kyushu Shinaknen going and Tohoku was begin constructed.
Tohoku was sort of a California HSR type situation where the first part that opened was nowhere to nowhere Saitama to Sendai and then Morioka in 82. You had to board the 新幹線リレー号185系 much like you do now when you ride to Sapporo with the Super Hokutou.
https://www.youtube.com/shorts/TDmP3jcoYpQ
Then you had the start the Tokyo Northwards section to be used by all of them at the heights of the bubble era.
>>2049645
But my point is very simple Hokkaido Shinaknsen delays to 2038, Chou to Nagoya to 2032, Tsugurga to Kyoto ???, Nagasaki to Hakkata(Fukuoka) ???, Okayama to Shikoku (Takamatsu, Matsuyama, Koichi ) ????, literally no plans by JR West for a Sanin Shinkansen (Northen Sanyo), there no plans by JR Kyushu for a Higashi Kyushu Shinaknsen, the Sapporo–Asahikawa extention of the Hokkaido one is also shelved.
All the companies are fiscally responsible and not chasing dreams. They all delayed or scaled back projects to keep themselves profitable.
But out of all these JR Central is by far the most profitable and most "free riding" one as it controls the most profitable line and does very little for the local lines. This is why Nagoya is sadly mostly boring suburb car city that nobody visits. Yes they have strong private operators like Meitetsu, Kintetsu, Aonami Line but
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