日本子弹头列车出口为何失败？

@user123cmadsheerr-ok6tj
The main reason Taiwan chose a Japanese train set was its earthquake-resistant design, though this factor may not be a primary consideration for all potential buyers.

台湾（地区）选择日本列车组的主要原因在于其抗震设计，不过这一因素未必会成为所有潜在买家的首要考量。

@bngnyc
I remembered back in the mid 70's, Japanese products were rated as inferior, much like Chinese's products were a decade ago. Quality evolves, and it needs to be maintained. Case in point, Geman's car used to be the standard, not so much nowadays, at least not in my book.

我记得上世纪70年代中期，日本产品曾被视为劣质品，就像十年前中国制造给人的印象一样。产品质量是逐步提升的，更需要持续维护。以德国汽车为例，它们曾被视为行业标杆，但如今已不复当年，至少在我看来是如此。

@letsgowalk
As a lifelong California resident, I'm just hoping I'll be able to ride our much maligned HSR before I croak.

作为一个土生土长的加州人，我只希望能在有生之年坐上我们那饱受诟病的高铁。

@jamesau4296
I do think the Japanese signalling system(non-wireless ATC) are much more sophisticated for safety than European one(Wireless ERTMS). But they are too sophisticated that vendor lock-in is a concern especially when Japanese played the vendor lock-in game for Taiwanese high speed rail second batch rolling stock sale.

我认为日本信号系统（非无线ATC）在安全性上确实比欧洲的无线ERTMS更为精密。但正是由于过于精密，反而容易造成供应商锁定问题。在台湾（地区）高铁第二批列车采购时，日本厂商就玩过供应商绑定的把戏。

@theinfralix6598
It's not just the high cost of Japanese HSR, it's also the very slow construction compared to China. Had Indonesia gone with Japan, it would still be "constructed" or may be not started yet. That's the difference.

日本高铁不仅成本高昂，建设速度也远慢于中国。如果印尼当初选择日本，现在可能还在建设中，甚至根本还没开工。这就是差距。

@RovinTan
People need to understand public infrastructure is to serve the community, not to generate profits for the shareholders.

民众需要明白，公共基础设施的本质是为社区服务，而非为股东创造利润。

@riowhi7
California has similarly mountainous and earthquake-prone geography to Japan, as a Japanese living in California I would love to see a partnership happen.

加利福尼亚州与日本有着相似的多山地形和地震频发的地理特征。作为一名生活在加州的日本人，我十分期待双方能就此展开合作。

@ah5878
Indonesia high speed train deal is not exactly what you said. Both Japan and China offered financing, however Indonesia decided to borrow money not with government backing which Japan couldn’t accept and Japan also denied technology transfer. Hence, China won the deal with partnership. Indonesia HSR is in operation for a couple years now and Japan is still working on India HSR.

印尼高铁项目并非如你所说。日本和中国都提供了融资方案，但印尼决定选择无政府担保的借款，日本无法接受这一点，同时日本也拒绝技术转让。因此，中国通过合作赢得了这笔交易。如今印尼高铁已运营数年，而日本参与的印度高铁仍在建设中。

@reddragon2k6
The good news is that India's bullet train project is making good progress in construction. Unfortunately the land acquisition hellscape wasted a lot of time

好消息是印度子弹头列车项目的建设进展顺利。遗憾的是，征地过程中的重重阻碍已造成了大量时间损耗。

@Trackandshield
Just look at japanese financing of indian HSR, 80% of project's cost will be financed by Japanese loans with interest of 0.1% over 50 years!! Now compare that to indonesian hsr loans, which were 75% through china with an interest of around 3.5%.

只需看看日本为印度高铁提供的融资方案：项目总成本的80%将通过日本贷款覆盖，利率低至0.1%，还款期长达50年！再来对比印尼高铁的融资条件：中国提供的贷款占比75%，利率却高达3.5%左右。

@kenster1998
There are "mini" Shinkansen lines in Japan that share their standard gauge track with conventional lines. For example, Yamagata Shinkansen shares its track with the conventional Ou Main Line. These "mini" Shinkansen also has lower loading gauge (trains are narrower like the conventional 1067mm trains). From Tokyo to Fukushima, Yamagata Shinkansen is attached to the Tohoku/Hokkaido Shinkansen and runs at high speed. At Fukushima, Yamagata Shinkansen separates from the Tohoku/Hokkaido Shinkansen and runs at a lower speed to Shinjo. Stuff like this makes "train spotting" in Japan so interesting!

日本有一种"迷你"新干线系统，可与传统线路共享标准轨距轨道。比如山形新干线就与奥羽本线的传统轨道共用部分路段。这类"迷你"新干线的装载限界较小（列车宽度更窄，类似于传统1067毫米轨距列车）。从东京到福岛区间，山形新干线会与东北/北海道新干线并轨高速行驶；到达福岛后则分离转向新庄方向，转为低速运行。正是这种独特的运营模式，让日本的"火车观察"活动充满趣味！

@dnauy7
Technology transfer, especially concerning advanced technologies, represents an extremely critical decision in inter-state cooperation.
However, looking at Indonesian public opinion, there's a tendency to undervalue this significance. They criticize not only Japan regarding the Shinkansen deal but also South Korea over fighter jet development, claiming that these nations were unwilling to transfer technology.
As reiterated, technology transfer is a rare decision that is only possible when there's a deep relationship of trust between the two countries involved. While Indonesia's foreign policy is fundamentally neutral, it sometimes shows a tendency to prioritize its relationship with China, occasionally creating tension with Japan. This can be one factor making it difficult for Japan to fully trust Indonesia when it comes to technology transfer in critical infrastructure sectors.
In this respect, China's strategy has been quite skillful. They understood Indonesia's needs and successfully differentiated themselves from Japan a nation that emphasizes careful processes by proposing to provide technology.
However, Japan's refusal to transfer Shinkansen technology to Indonesia and China's transfer of high-speed rail technology are both part of a major national strategy.
It's not just business.

技术转让，尤其是涉及先进技术时，是国家间合作中极为关键的决定。
然而，从印尼的舆论来看，他们往往低估了这一点的重要性。他们不仅批评日本在新干线交易中不愿转让技术，还批评韩国在战斗机开发上的类似态度。
重申一次，技术转让是一种罕见的决定，只有在两国之间存在深厚信任关系时才可能实现。尽管印尼的外交政策本质上是中立的，但有时会表现出优先发展与中国关系的倾向，偶尔会与日本产生紧张关系。这可能是日本在关键基础设施领域难以完全信任印尼的原因之一。
在这方面，中国的策略相当巧妙。他们理解印尼的需求，并通过提议提供技术，成功将自己与注重谨慎流程的日本区分开来。
然而，日本拒绝向印尼转让新干线技术，以及中国转让高铁技术，都是两国重大国家战略的一部分。
这不仅仅是商业问题。

@Potatoes-starch
Signalling system contract in india is now provided to Siemens as of now. So the indian HSR will be similar to taiwan model where they use japanese train sets and European signalling system

目前印度高铁项目的信号系统合同已确定由西门子提供。这意味着印度高铁将采用与台湾（地区）模式类似的混合方案，即使用日本列车组搭配欧洲信号系统。

@mehulgohil7538
As an Indian, looking forward to riding on a Shinkansen on the MAHSR. Godspeed to us!

作为一名印度人，我期待着在孟买-艾哈迈达巴德高铁上乘坐新干线。祝我们好运！

@rj6404
Japan ran a similar project with India in the 80's with motor cars, suzuki motor company introduced its basic 'model' but suzuki had a problem it did not trust if it could sell cars in Indian market so the govt of India came up with a solution, a 20% deposit to book the car (paid 7% interest until car was delivered) in days it got the booking for 1yr's production (it had to stop accepting bookings), fast forward 40yrs, suzuki's bread n butter is India (3rd largest car market in the world), close to 50% cars sold in India is suzuki, ford, gm, toyota, honda none could compete, Japan is hoping the same with Shinkansen, India has the largest railway network in the world, Indian railways is worlds largest employer & its the fastest growing economy in the world, all bets are on India & its bullet train.

日上世纪80年代，日本曾与印度开展过类似的汽车产业合作。铃木汽车公司当时仅引入基础车型，由于对印度市场缺乏信心，印度政府创新性地推出解决方案：要求消费者支付20%订金（在交车前可获7%利息）预订车辆。结果短短数日就收到相当于一年产量的订单（不得不停止接单）。四十年后的今天，铃木在印度市场如鱼得水（印度是全球第三大汽车市场），近50%的汽车销量来自铃木，福特、通用、丰田、本田均无法与之竞争。日本希望新干线项目也能复制这一成功。印度拥有全球最大的铁路网络，印度铁路公司是世界最大雇主，加之印度作为全球增长最快的主要经济体，这场关于子弹头列车的豪赌，胜负手尽在印度

@ramonching7772
Japan didn't lost. They chose a lousy partner.
They lose their good reputation because the partner with a pure talker. And that talker happens to be in charge as well.

日本没有输。他们只是选错了合作伙伴。
由于与一个只说不做的空谈家结盟，日本赔上了自己的良好声誉，糟的是，这个空谈家还手握实权。

@waterdragonclan9108
I lived in Texas for long time and keep wishing for the bullet train. All those years, I don't see much change in Texas, but the population grows. The reason China successful operate bullet train is for the future. They are planning ahead. Not like our USA, we care about profit now. When I traveled for 2 months in China, I was so scare riding on several empty buses through remote areas for 2 yuan (around 30 cents), but I was safe riding alone to my destinations. The bus drivers told me that is normal. The buses operate to ensure people can get to places, not for profit. We will never see empty buses operate in the USA, because profit. Where I live, you must have a car or paid uber to go anywhere.

我在德州生活多年，一直期盼能有子弹头列车。这些年，德州变化不大，但人口却在增长。中国成功运营高铁是因为他们着眼未来，提前规划。不像我们美国，只在乎眼前利润。在中国旅行的两个月里，我曾忐忑地乘坐票价2元（约30美分）的空荡公交车穿越偏远地区，但最终安全抵达目的地。司机告诉我这很正常。公交车是为了保障人们的出行，而非盈利。在美国，我们永远不会看到空车运营，因为利润至上。在我住的地方，没有车或网约车就寸步难行。

@plameniontchev3681
I have lived in Japan for 5 years and yes the Shinkansen is a marvel of engineering. One of the most impressive journey was between Sendai and Kagoshima where 60km is made in 10-11min. A normal train travels about an hour. And it is not true that Shinkansen technology exist only in Japan. I had travelled in with a bullet train in both Korea and China. They were not so luxory as the Japanese one but roughly the same speed. I have even ridden the French TGV train. The problem with wide spread is that they are expensive. They need smooth tracks not very curvy. In Japan this imply a lot of bridges and tunnels. But respect to Japanese - if this serves the society they do it regardless of the cost.

在日本旅居五年间，我深刻体会到新干线堪称工程奇迹。最令人惊叹的是仙台至鹿儿岛路段，60公里仅需10-11分钟，而普通列车需行驶约一小时。
事实上，新干线技术并非日本独有。我曾体验过中国和韩国的高铁，虽不及日式服务奢华，但速度基本相当。法国TGV列车我也曾乘坐。高铁普及的瓶颈在于成本：它需要平直少弯的轨道，这在日本意味着要建造大量桥梁隧道。但不得不佩服日本人的精神，只要对社会有益，他们从不在乎投入成本。

@bjoon
Having used all of them out there, China has the best product with the Fuxing series, especially those running between Beijing and Shanghai, and specifically in business class and beyond, there's nothing like that anywhere else in the world, and none go as fast and smoothly as those trains. The only thing it lacks it's the catering, in that aspect Japan is the clear winner. The Freccia in Italy also has good catering as well as some TGV lines, but still nothing comparable to Japanese trains, which have truly delicious food and hospitality

在亲身体验过全球高铁后，我认为中国的"复兴号"系列，尤其是京沪线上的商务座及更高级别车厢，堪称世界顶尖水准，其平稳性与速度无出其右。唯一稍逊的是餐饮服务，这方面日本仍是当之无愧的冠军。意大利列车和部分法国TGV线路的餐食虽也不错，但比起日本新干线精心制作的美食和极致待客之道，仍稍逊一筹。

@emi1609
While Japanese "bullet trains" are not introduced to many countries, Japanese both train vehicles and train control systems are being introduced in many European countries in the past decade, including Italy, UK, and Denmark. Hitachi Rail acquired an Italian company, AnsaldoBreda S.p.A., in 2015, and proved its values: technological precisions, meeting schedules as in contracts, enhancing safety issues among local workers, and more. The advantage of Japanese trains are not only speeds, but also continuous safety maitenances and low defect rates in a long run.

虽然新干线未广泛出口，但过去十年日本列车和控制系统已进入意、英、丹等欧洲国家。2015年日立收购意大利安萨尔多百瑞达公司后，充分展现了其价值：技术精密、严格履约、提升当地工人安全意识等。日本列车的优势不仅在于速度，更在于长期保持的安全维护标准和低故障率。

@Trackandshield
If japan can replicate what Suzuki has done in india, it would be irreplaceable in indian context, given that suzuki india has twice the market cap of suzuki global, which is quite insane to think about 

若日本能复制铃木在印度的成功模式，其将在印度市场获得不可替代的地位，考虑到铃木印度公司的市值竟是铃木全球总市值的两倍，这一设想绝非天方夜谭。

@00ta
It’s not a matter of business—it’s a matter of human safety. Japan should adhere to its safety standards. I believe that, in the long run, the Japanese approach will be recognized as the more ethical path.

这绝非单纯的商业考量，而是关乎人命安全的根本原则。日本理应坚守其安全标准。我深信，从长远来看，日本的做法终将被证明是更负责任的抉择。

@anir2286
In India the Mumbai - Ahmedabad will be extended to New Delhi and then onwards to Pune, Nagpur, Hyderabad, Bangalore, Kolkata Chennai and Mysore.

印度正在规划将孟买-艾哈迈达巴德高铁线路延伸至新德里，并进一步扩展至浦那、那格浦尔、海得拉巴、班加罗尔、加尔各答、金奈和迈索尔等主要城市。

@EnzYYBruHH
As a Indian, we are getting SHINKASEN LATEST VARIANTS AND ALSO WE WILL GET WHAT WILL COME IN NEAR FUTURE.
TRACKS BUILDING PROCESS IS GOING ON RIGHT NOW.
FULL TECHNOLOGY TRANSFER + EVERY TRAIN WILL BE BUILT IN INDIA ONLY EXCEPT 2 UNITS WHICH ARE BUILT IN JAPAN ACCORDINGLY TO INDIAN REGION CHALLENGES LIKE HEAT AND OTHER THINGS.
THANKS JAPAN .

作为一名印度人，我们即将获得新干线最新车型及未来迭代技术。
目前轨道建设正在全面推进，并实现全技术转让，除首批2列试制车在日本本土针对印度高温等特殊工况完成适应性改造外，所有列车都将在印度本土制造。
感谢日本！

@jacku8304
The Hitachi Class 800 series trains experienced body shell cracking in UK. This led to a number of trains being temporarily taken out of service for inspection and repairs. While the cracking was not considered a safety risk that would cause a crash, it was a serious matter that required addressing.
Imagine what other cracks could have developed elsewhere that could endangers, worries many.

日立800系列列车在英国运营期间出现车体开裂问题，导致多列列车暂时停运检修。尽管这些裂纹尚未构成可能引发事故的安全风险，但问题严重性仍不容忽视，更令人担忧的是，其他潜在部位的隐性裂纹可能带来未知风险。

@yuyij6703
The main criteria for Japanese companies building bulletin trains are government guarantees. Chinese companies went for less. Hence the victory

日本企业承建高铁项目的核心条件是政府担保，而中国企业则降低了此项要求，这正是中方胜出的关键所在。

@Qiushishuo
When you calculate the incidence rate, you need to consider the running hours and total length.

计算事故率时，必须考虑运行时长和总里程数。

@fauzirahman3285
Taiwan went with the Japanese technology in the end because it happened soon after a disastrous accident in Germany, the Eschede derailment.

台湾（地区）最终选择日本技术，很大程度上是因为决策恰逢德国埃舍德列车脱轨事故（Eschede derailment）这一重大灾难事件后不久。

@ecoexplorer955
Incorrect claims about India’s bullet train project. All rolling stock, signaling systems, and core components are being manufactured in India through technology transfer. There's no official confirmation yet about Shinkansen train set manufacturing location. Please do proper research — the National High-Speed Rail Corporation Limited (NHSRCL) is the official body handling this project.

关于印度高铁项目的说法有误。根据国家高铁公司（NHSRCL）官方信息，所有列车组、信号系统及核心部件正通过技术转让在印度本土生产。但需说明的是，新干线列车组的最终制造地点尚未获得官方确认。建议查阅NHSRCL官方渠道获取准确信息。

@thegrandlord2914
The reason why japan lost to china in compete to win Jakarta-Bandung high speed rail is because japan didn't want to listen to indonesia's need on why this HSR were build to begin with. Japan insisted with their own plan. Moreover, japan didn't want to let indonesia to manage the hsr independently and must relying heavily on japan. Meanwhile for china, they make "customer's satisfaction first" policy where they will listen to indonesia's need in designing the rail, plus they willing to share some information and technology about the HSR to let indonesia managing the HSR independently without Chinese involvement, except when the rail or the train suffer from heavy damage

日本在雅万高铁项目竞争中落败于中国，根源在于未能充分倾听印尼的实际需求。日方坚持己见，执意推行原有方案，且要求运营阶段必须长期依赖日本技术支持。反观中方，其"客户至上"原则体现在：根据印尼方要求定制化设计线路；共享部分高铁技术信息，确保印尼能独立运营；仅当轨道或列车严重受损时提供技术支持。

@aramalluninja
Japan is a fantasy world that actually came true for a few decades.

日本是一个真实存在了几十年的梦幻国度。

@KanchanSonker-u5m
Mumbai Ahmedabad #HSR is 508 km long, extending it till #Delhi is on cards which will increase it's length to almost 1400 km.

孟买-艾哈迈达巴德高铁全长508公里，延伸至德里的规划已在筹备中，届时总长度将增至近1400公里。

@jameschang4583
I used to own my business with the highest quality among the industry. However, I was not willing to get involved in the price war and lost my business. The lesson I learned is to have good quality is great, but need to survive first.

我曾经营着一家在业内以最高品质著称的企业。但我不愿卷入价格战，最终导致生意失败。这次经历让我明白：追求卓越品质固然重要，但首先要确保生存。

@michaelturner4457
Every time I take the train from Bristol to London, it's a Hitachi train.

每次从布里斯托到伦敦坐的都是日立列车。

@gchwee83
Taiwan High Speed Rail were operating on a loss in it's infant years primarily due to higher depreciation rates used based on the lease of the infrastructure more so than the useful life of the assets. An accounting loss more than actual loss. The demand now is actually very high.

台湾（地区）高铁在运营初期出现亏损，主要原因是其基础设施采用租赁方式导致折旧率过高（远高于资产实际使用寿命的折旧标准）。这种亏损更多是账面上的会计处理结果，而非实际经营亏损。事实上，目前高铁的需求量非常旺盛。

@IanMackellen77
Really? I am Indonesian, who said without Indonesia's money? In fact, in the end...Indonesia money has been taken. From only $ 6 billion inflated to $ 8 billion, not included with the interest, paid by the Indonesian.
Looks can be deceiving.

真的吗？我是印尼人，谁说没花印尼的钱？实际最终造价从60亿飙到80亿美元(不含利息)，全由印尼承担。表面光鲜罢了。

@vedantsingh1902
Because how Japanese are presenting the package deal . India developing its own HSR train set . So after gaining experience in making Mumbai Ahmedabad line . India would build its own system.

因日本提供的整体方案，印度正在借此发展自主高铁列车组制造能力，待通过孟买-艾哈迈达巴德线路积累足够经验后，将建立完全自主的高铁系统。

@Tom123754
India will be next home for shinkansen

印度将成为新干线的第二故乡。

@ZK5120A1
Personal view: Japanese railway technology is mainly focused on the special conditions of Japan. They're obviously not bad, actually they works very well in the Japanese local environment.
But European railway manufacturers are more focused on a bigger market, so their designs are more or less like platforms (for example Siemens Velaro), they can adapt to customers' needs easier. But Japanese solutions probably work better in more complex conditions

个人见解：日本铁路技术主要针对本国特殊条件研发。这些技术本身非常出色，在日本本土环境中表现优异。但欧洲厂商更注重广阔市场的通用性，其设计多为平台化方案（如西门子Velaro系列），更易适配不同客户需求。不过在更复杂的情况下，日本方案可能更具优势。

@josephlai9759
The cost factor is real even at the level of domestic use of Shinkansen at home in Japan. How many of its people can comfortably afford the high fares?

即便在日本国内，新干线的高票价也是问题。多少普通民众能够轻松承担这样的出行成本？

@Guy-Zero  
If its just about the rolling stock: Because it would need to be heavily modified to work in Europe for example. First of all, get rid of the long nose. They did that in order to reduce the sonic boom when entering tunnels but in Europe we changed the tunnel portals themselves to reduce that effect. Longer noses would be a huge problem especially in terminus stations. It would take up a lot of space where there cant be any passengers. It doesnt matter in Japan because the infrastructure is exclusively built for the Shinkansen. Second, crash regulation. Shinkansen trains can be really light compared to other high speed trains because they run on their own infrastructure with no crossing at all and therefore dont need to adhere to certain crash norms. Thats also why the Mini-Shinkansen which run on Japans older but upgraded lines and therefore have level crossings are heavier than the normal Shinkansen. This would need to change too when exporting to Europe for example. Also, like you mentioned, the width of them would need to change since the loading gauge in Europe is different to the one on the Shinkansen tracks. Im pretty sure there are even more aspects to it too but those are the main ones I know of.  
I always thought of Shinkansen as specifically designed for Japan and not really for export. Im sure the manufactures could build high speed trains for the European market if they wanted to.  

若仅就车辆本身而言，新干线列车需经过大幅改造才能适配欧洲运营环境。首要改动就是缩短车头长度，日本采用长鼻设计是为缓解列车进入隧道时的音爆现象，而欧洲选择通过改造隧道入口结构来解决这一问题。过长的车头在欧洲终点站将造成严重空间浪费，这些区域本可用于载客。但在日本这不成问题，因为其基础设施专为新干线建造。
其次涉及碰撞标准：得益于完全独立的路权（无平交道口），新干线列车可比其他高铁减重许多，无需满足某些防撞规范。这也解释了为何迷你新干线（运行于改造后的既有线，存在平交道口）比标准新干线更重。若出口欧洲，此项也必须调整。如您所言，列车宽度也需修改，因为欧洲的装载限界与新干线轨道不同。相信还存在其他需调整的细节，但以上是主要技术难点。
我一直认为新干线是专为日本量身定制的系统，本质上并非出口导向产品。当然，若日本制造商有意进军欧洲市场，完全有能力专门开发对应车型。

@hyounie1457  
The india HSR route is being built. When i was there, i literally saw it being built lol i think its promised completion at 2028  

印度高铁线路正在建设中。我实地考察时亲眼见证了施工场景（笑），按计划将于2028年建成通车。

@balanirohit  
Indian project is near completion  

印度项目已接近完工。  

@PILMAN  
Ive ridden trains in Chicago, Nyc, Dc, Tokyo, Madrid, Medellin. I used to think the south was backwards when i moved to Florida being from Chicago area with all the trains...then i went to Medellin and noticed even South America has more fancy advanced rapid transit, then Madrid experiencing not only the mass transit but taking Renfe high speed rail to Toledo and Granada, by the time I flew to Japan and experienced shinkansen, i realize how so far behind we are. I wish the US could have this but its becoming more doubtful. US has been cutting funding for projects and im pretty sure new CRRC projects are banned in the US only the existing contracts can be honored.  

我曾乘坐过芝加哥、纽约、华盛顿、东京、马德里和麦德林的列车。最初从芝加哥搬到佛罗里达时，我还觉得南方落后，毕竟芝加哥有发达的铁路系统。但当我来到麦德林，发现就连南美都拥有更先进的城市快轨；在马德里不仅体验了地铁，还乘坐西班牙高铁前往托莱多和格拉纳达；直到飞往日本亲身体验新干线后，我才真正意识到美国的差距有多大。我多希望美国也能拥有这样的系统，但现实越来越令人悲观，政府不断削减基建拨款，而且据我所知，中国中车（CRRC）的新项目已被禁止，仅能履行既有合同。

@ashishpatel350  
auto workers unx wont allow any high speed rail to get built in the US. they do everything they can to make them cost alot and take forever to be built.  

汽车工人联合会绝不会允许美国建设高铁。他们千方百计抬高成本，拖延工期。  

@yahyaadib62  
Hoax. It turns out that Indonesian Government Funding is needed because the investment costs for the Indonesia-China high-speed train project have ballooned to US$7.27 billion. Ironically, China's prices and interest rates are much more expensive than Japan's.  

骗局。事实证明，印尼政府需要提供资金，因为印尼-中国高铁项目的投资成本已飙升至72.7亿美元。讽刺的是，中国的价格和利率比日本高得多。  

@chadsofty3679  
Because the increased cost of increased speed has rarely worked in the real world. Look at high speed ferries and concord both have numerous failures. Chinas own high speed rail has proven that revenues are not nearly enough to pay for operations much less construction loans.  

因为提速带来的成本增加在现实中很少奏效。看看高速渡轮和协和飞机，两者都有多次失败案例。中国自己的高铁也证明，收入远不足以覆盖运营成本，更别提偿还建设贷款了。