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Public transport such as railways and buses has an immeasurable bearing
on stabilizing the livelihood of people. The people's stance toward living has
shifted from quantity to quality, and industrial structures have become complex.
These have combined to point out the need for upgrading transportation services.
For passenger transportation, faster and more comfortable transit systems
are demanded, and more reliable and faster service for freight transportation.
In recent years, the mounting concern about environmental preservation and
rapid depletion of natural and energy resources favor public transport, because
it is being safer, lower in environmental pollution, and more efficient than
other modes of transport. Motorization has spread to fill the country with private
car owners, however, and public transport has suffered from the resultant pressure
since around the mid-60s. Although efforts have been made to improve the constitution
of public transport, such efforts have thus far been of little success in the
face of fast changing socioeconomic changes.
Public transport cannot recover from its many problems as long as it must
offer a convenience to the public.
A tight financial situation under a retarded economic growth, dwindling availability
of traffic space, and other factors have delayed the commencement and commissioning
of rapid transit projects such as new trunk lines.
This increases the disparities in traffic service availability between the
developed and undeveloped areas.
The travel time by railways from each local city (prefectural center) to
the central cities (Tokyo or Osaka) is one of the most important indicators
of interregional traffic service availability.
Its transition from 1970 to 1975 is shown in Figure
3.
According to Figure 3 , in five years the mean travel times to Tokyo or Osaka
were reduced by 17% and 24% respectively. It should be noted that the travel
times from some prefectural centers to the central cities were reduced even
more, Sanyo, Shikoku, and Kyushu districts which benefitted most from the Sanyo
Shinkansen (opened in March 1975) directly or indirectly, apart from the Tokai,
Kinki and Hanshin districts, for which the New Tokaido line was already available
in 1970. The disparities between those for which new trunk lines have been available
and those without have widened. On the other hand, regional transport is facing
problems: In cities, commuter trains and buses for workers and students are
heavily congested, and the operating efficiency of buses has deteriorated. Because
of the low efficiency of loading and operation of public transport, the guality
of service is inevitably low. In sparsely populated areas, it is difficult to
maintain a minimum level of traffic convenience necessary for the people. Maintenance
of public transport has become a national demand not only from the viewpoint
of providing a means of transport for those who do not have private means such
as private autos, but also from the viewpoint of energy and realizing a type
of transport that as is safer, less polluting, faster, more punctual and more
comfortable. (See Figure 4.) Demand
is strong for a breakthrough in the situation by promoting effective measures
for realizing sound public transport systems which meet the above requirements.
To establish desirable public transport systems, the first requirement is
to revamp and strengthen the management foundation of transport industries.
In the past, transport industries could pay off increases in operating and
capital costs to a certain extent due to the natural growth of traffic demand
and by streamlining their operations. We have now entered an age of low economic
growth in which demand for transportation is lower than before, and streamlining
has nearly leveled out. Although the circumstances are hard, the transport industries
must make more efforts: Tariffs should be suitably revised at appropriate times
and long-term loans at low interest rates should be given, as well as government
subsidies, in order to support their physical strength and management foundation.
Because of its significant role in the national traffic system, JNR, whose financial
status is extremely bad, must be reconstructed so that it can provide the public
with traffic services of good quality.
In FYI 977, although the transport industry increased operating revenues,
its profitability was no better than in the past because its operating costs
also increased sharply. JNR increased revenues from both passengers and freight
by revising tariffs in November 1976. The increased revenue was not sufficient
to meet the increases in personnel costs and operating expenses, because traffic
demand was sluggish, reflecting the slow economic recovery, and because JNR
faces fierce competition in transport circles.
Its total deficit, though slightly reduced from the preceding fiscal year,
reached Y833,900 million. Except the Metropolitan Rapid Transit Traffic Corporation,
most private railway companies closed accounts with a reduced operating profit
as they failed to cover the increases in operating expenses due to increases
in power rates and personnel costs.
As for motor vehicles, business was no better or worse than in the preceding
fiscal year since demand for passenger and freight transportation remained stangant,
however, there were slight differences in business conditions of the different
companies depending on the effects of tariff verision, etc.
While domestic shipping and long distance ferries improved slightly in terms
of traffic volume, their managements still remain in a tight situation. (Oceangoing
shipping will be discussed later.)
In contrast to other transport modes, the aviation industry enjoyed better
operating and current profits. Domestic aviation companies had a steady increase
of passengers, while international aviation companies profited from the Asian
routes and European routes. (See Figure
5.)
To enable public transport to provide safe, comfortable and rapid transportation
services for people and goods, the foundation of the transport industries must
be consolidated. For the domestic transport industry, however, the picture is
not so optimistic, because transport demand is stagnant as already discussed
and because their operations have been streamlined to such degree that little
remains to be changed.
The operation of a transport enterprise is predicated on the principle that
it should be supported by the revenues from freight and passengers which defray
reasonable costs, reflecting efficient management, and it is necessary to review
tariffs occasionally to cover personnel costs and other expenses which remain
after streamlining and improving production. While a transport enterprise is
required to spare no effort in improving its foundation and services through
constant streamlining, its users should also pay a due share. In reality it
is difficult for users to bear all the costs and it is necessary for the government
to assist in the improvement of the transport industry through proper administrative
guidance and financial aid.
At present, the government is extending aid for the upkeep of local lines
which are indispensable for the livelihood of people living in sparsely populated
regions, and for the construction of new lines and improvement of existing urban
traffic systems which are necessary for the development of the socioeconomic
infrastructure. (See Table 11.)
Although fiscal measures have been playing an important role in the stabilization
and repletion of the livelihood of the people, it still needs consistent and
planned measures for maintaining and upgrading public transport, centered on
land traffic means which has been left to care for itself, in order to fulfill
the growing national needs.
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