early in the morning of August 17. A passenger train loaded with 630 persons was derailed at
Matsukawa, in Fukushima Prefecture, 168 miles north of Tokyo. The engineer and his two
assistants were trapped in the wreckage and killed, while many passengers were injured, three
seriously. Someone had tampered with the tracks, removing the bolts and joining plates and
throwing them into a nearby field along with the tools that had been used.
Twenty persons were arrested, most of them acknowledged communists, after one of them had
confessed. At their trial, seven more defendants confessed. All of the defendants were found
guilty by the Fukushima district court, but after ten years of litigation and appeals, including a
retrial and a second hearing by the Supreme Court, all were acquitted on the ground that the
retrial had turned up important new evidence. This was Japan's most publicized postwar court
case, one that well illustrated the complexities of the judicial process in Japan.
Following the Shimoyama and Mitaka incidents, a struggle for control of the central committee
of the national railway workers union took place. The communist members had a bare majority,
but the national railways fired all seventeen of them, leaving in control the Democratic League
(Mindo) faction, which some Japanese thought was a tool of the occupation. The impression was
inescapable that the occupation and the Japanese government were taking quick and firm action,
in contrast to their hesitant reaction in January 1947 to the strike threat. The leftists also seemed
to be alienating public opinion, thereby making it easier for the Yoshida cabinet to isolate them
from moderate elements in the labor movement.[8]
Many companies had serious labor problems in those years. The Toyota Motor Company, for
example, had managed to rebuild itself after the war. It developed a small car, having decided
that the only hope for the Japanese auto industry lay in producing superior small vehicles, but
found by 1949 that it could not sell all the cars it produced. As a consequence it could not meet
its payroll. In April 1949, after Toyota started to make salary cuts and plans for dismissals, the
company union founded at the end of the war went on strike. Red flags waved from the top of
buildings, and workers demonstrated for an end to employee reduction proposals and delays in
wage payments. The company was on the edge of bankruptcy when agreement was reached in
June 1950. The union agreed to reduce the work force from 8,000 to 6,000, and the top
management of the company including founder Toyoda Kiichiro resigned. This was the only
strike in Toyota's history.[9]
Americans and Japanese, including MacArthur and Ikeda, agreed
― 232 ―
that the wages of government workers should be increased.[10] As in the case of the National
Public Service Law in 1948, MacArthur saw that a wage increase would assuage the workers'
bitterness. But it was not until the beginning of 1951 that a supplemental budget raised the
monthly base pay of government workers by 22 percent to the princely total of ¥9,000 ($22 a
month plus about $3 a month in allowances). Workers in the private sector continued to receive
substantially higher pay than those working for the government. One promising result of the
1949-1950 negotiations was the successful resort to the national personnel authority and to
arbitration procedures to settle pay issues. These mechanisms contributed markedly to labor
peace and stability in future years. The Labor Union Law was amended in late 1948 to
strengthen the hand of managers in several ways, notably by prohibiting full-time union officials
from taking salaries from the company.
On July 4, 1949, at the height of the labor violence, MacArthur made a statement referring to the
Communist Party and asking "whether any organization that persistently and publicly advocated
a program at variance with the aims of democracy and opposed established order should be