商机往往暗藏在困境中。近畿日本铁道公司(简称近铁)社长佐伯勇就是一位在困境中取胜的决策者。他带领近铁两次摆脱困境,使其发展为日本铁路业老大。佐伯勇第一次遇到困境是在1959年,当时伊势湾台风袭击日本中部地区,近铁名古屋线被严重毁坏。修复线路的预算金额高达20亿日元,对于近铁公司无疑是伤筋动骨的巨额数目。公司领导层为此愁眉不展,左右为难。但是,佐伯勇却认为这次危机是千载难逢的良机,困扰公司许久的难题可以迎刃而解。因为,当时近铁所属的名古屋到大阪的线路分为两段,分别为名古屋线(名古屋——中川)和大阪线(中川——大阪)。但是,由于两段铁路的轨道宽度不同,因此近铁虽然拥有名古屋到大阪间的交通大动脉,却无法开通直行列车。这次正好可以利用修复线路的机会,将全部轨道统一为大阪线的宽轨。近铁公司终于在名古屋大阪之间开通了直行列车。很快,该铁路的乘客数量发生飞跃性的增长,4年后名古屋到大阪之间有70% Business opportunities are often hidden in difficulties. Sai Yo-kai, president of the Kinki Nippon Railway Corporation (KCRC), is a decision-maker who won in a difficult situation. He led the Kintetsu twice to get out of the predicament so that it will develop into the leader of the Japanese railway industry. Sai Beyong first encountered difficulties in 1959, when Ivan the Typhoon hit central Japan, Kintetsu Nagoya line was severely damaged. The repair budget of the line up to 2 billion yen, for the Kintetsu is undoubtedly a huge number of bones. The company’s leadership for this frown, so dilemma. However, Saeki Yong did not think this crisis was a golden opportunity. The troubles that plagued the company for a long time can be easily solved. Because, at that time, Kintetsu Nagoya to Osaka line is divided into two sections, namely the Nagoya line (Nagoya - Nakagawa) and Osaka line (Nakagawa - Osaka). However, due to the different track widths of the two sections of the railway, Kintetsu is not able to open a direct train though it has a traffic artery between Nagoya and Osaka. This time we can take advantage of the opportunity to repair the line and unify all the tracks into the wide-gauge rail of Osaka Line. Kintetsu finally opened a direct train between Nagoya and Osaka. Soon, the number of passengers on the railway has skyrocketed, with 70% between Nagoya and Osaka four years later