IHI Corporation - Company History

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Financial history 1955–2026 — revenue, cost structure, balance sheet, cash flow and key ratios, year by year →

Founded 1889
Founder Hirano Tomiji (平野富二) · Shibusawa Eiichi (渋沢栄一)
Founding location 東京都中央区佃
Core business at founding Building and repairing ships
Listed 1949
President Ide Hiroshi President since 2020 (age 65, as of 2026)
Current priority Selection and focus · Restoring trust Concentration on aero engines and rebuilding quality governance
Founding
In 1853, after Perry's arrival, the shogunate set up a shipyard on Ishikawajima at the mouth of the Sumida. In 1876 the marine engineer Hirano Tomiji took it over as a sole proprietorship under the name Ishikawajima Hirano Shipyard, and in January 1889 Ishikawajima Shipyard, Ltd. was established with capital subscribed by Shibusawa Eiichi and others. Having no zaibatsu behind it, the company had to supply everything from raw material to component itself, and as it localised the making of steamships, boilers, silk-reeling machinery, iron bridges and lifts, the range of machinery it handled widened. It became Tokyo Ishikawajima Shipbuilding in 1893, Ishikawajima Heavy Industries in June 1945, and changed its trade name to IHI in July 2007.
The Decision
Whatever equipment it lacked, it filled by taking in another company. The Tokyo works at the mouth of the Sumida could not build large ships, so in December 1960 it merged with Harima Shipbuilding, gained the large dock at Aioi and began building tankers of the 40,000 gross ton class. In March 1968 it merged in Kure Shipbuilding as well and took first place in the world in shipbuilding. But when the oil crisis thinned tanker demand structurally, 4,610 people took voluntary retirement in 1979, and the year to March 1987 carried a net loss of $146.6M (¥21bn). Rather than stop at cutting staff, the company shifted its business mix towards land-based and industrial machinery, and in July 2000 it acquired the aerospace business of Nissan Motor. The acquisitions piled up to fill out its facilities became, in time, the means of moving from ships to aircraft.
Today
Close to seven-tenths of profit comes from aero engines, and a quality problem in that same business put the whole company into the red. Of revenue of $10.4B (¥1.64tn) in the year to March 2026, Aero Engine, Space and Defence accounted for $4.1B (¥648bn), or 39 per cent, and of operating profit of $1.0B (¥166bn) that business supplied $710.7M (¥112bn). Yet in the year to March 2024 an anomaly was found in the high-pressure turbine section of the PW1100G-JM of Pratt & Whitney of the United States, in which IHI participates with a share of about 15 per cent, and its share of the burden turned the year into an operating loss of $462.7M (¥70bn) and a net loss of $450.2M (¥68bn). In April 2024 falsification of fuel-consumption data at IHI Power Systems came to light, with rewriting found on 4,215 marine engines, some nine-tenths of those shipped since 2003. The profit that concentration produced and the loss that concentration brought came out of the same business within two years.
Competition
The contest is settled not by winning orders for finished products but by the share taken in international joint development. In commercial aero engines IHI delivers no finished engine to an airframe maker; it participates in Pratt & Whitney's PW1100G-JM with a share of about 15 per cent. That share fixes both its burden of development cost and its future maintenance revenue at once, so a partner's quality problem became its own loss. It has stepped away from ships: shipbuilding was spun off into IHI Marine United in October 2002, and in April 2023 the two-stroke marine engine business was handed to Mitsui E&S. Having left shipbuilding and marine engines, it now takes 39 per cent of revenue from aero engines, space and defence, against 28 per cent at Mitsubishi Heavy Industries and 27 per cent at Kawasaki Heavy Industries.

Timeline

1853–1945A shipyard built by shogunate order, and a machinery base widened without a zaibatsu

  1. 1853By shogunate order, Japan’s first shipyard is built on Ishikawajima at the mouth of the Sumida
  2. 1876Hirano Tomiji takes over the yard; it becomes Japan’s first private shipyard
  3. 1889Ishikawajima Shipyard, Ltd. founded with capital of ¥175,000
  4. 1893Renamed Tokyo Ishikawajima Shipbuilding; Shibusawa Eiichi becomes first chairman
  5. 1921Escher Wyss tie-up brings the Zoelly marine steam turbine
  6. 1925Aircraft division separated (later Tachikawa Aircraft)
  7. 1929Motor vehicle division separated (later Isuzu Motors)
  8. 1936Ishikawajima-Shibaura Turbine founded jointly with Shibaura Engineering Works (Toshiba)
  9. 1939Second Works at Toyosu, Koto-ku, Tokyo begins shipbuilding operations
  10. 1945Five Ne-20 jet engines completed; renamed Ishikawajima Heavy Industries in June

1946–1964Rebuilding from crisis, and a merger that traded land for sea

  1. 1948Purge order brings in a young leadership under President Shimojima Katsuji
  2. 1949Back in profit; listed in May on the Tokyo and Nagoya exchanges
  3. 1950Doko Toshio becomes president one day before the Korean War begins
  4. 1954Doko arrested in the shipbuilding bribery scandal; no involvement found
  5. 1957Tanashi works opened; jet engine production resumes in March
  6. 1958Foundation ceremony for the Ishikawajima Brazil shipyard in Rio de Janeiro
  7. 1960Harima Shipbuilding merged in; renamed Ishikawajima-Harima Heavy Industries in December
  8. 1962Ishikawajima-Shibaura Seiki and Shibaura Sewing Machine merged in
  9. 1963Jurong Shipyard opened; Aioi ranked first in the world for tonnage launched
  10. 1964Nagoya Shipbuilding and Nagoya Heavy Industries merged in; Taguchi Renzo becomes president

1965–1998The fall from first in the world in shipbuilding, and two rounds of job cuts

  1. 1967Shibaura Kyodo Kogyo merged in
  2. 1968Kure Shipbuilding Co., Ltd. merged in
  3. 1969Yokohama First Works opened as a heavy-machinery plant
  4. 1970Mizuho works opened for aircraft jet engines
  5. 1973Aichi works opened; the oil crisis begins to thin tanker demand
  6. 1979Voluntary retirement programme draws 4,610 applicants
  7. 1987Second round of cuts removes 7,000; net loss of $146.6M (¥21bn)
  8. 1992Parent-company net income of $194.2M (¥25bn), the highest to that point
  9. 1993Parent-company sales reach $9.3B (¥1.04tn)
  10. 1998Soma jet-engine works opened; aggressive investment in aerospace decided

1999–2026Cutting loose the founding trade, and the price of concentrating on aero engines

  1. 2000Aerospace business acquired from Nissan Motor, becoming IHI Aerospace
  2. 2001Agreement to integrate ship and offshore businesses with Kawasaki collapses after five months
  3. 2002Ship and offshore business spun off as IHI Marine United; entry into the Toyosu 2-chome land readjustment project
  4. 2003Prime mover and rolling stock businesses taken over from Niigata Engineering
  5. 2007Renamed IHI Corporation in July; operating profit cut by $658.9M (¥78bn) in December
  6. 2008SESC recommends an administrative surcharge of about $15.4M (¥2bn) for false statements
  7. 2013IHI Marine United and Universal Shipbuilding become Japan Marine United
  8. 2014Steinmüller Engineering GmbH of Germany acquired
  9. 2019Plant business transferred to IHI Plant
  10. 2023Powder-metal anomaly in the PW1100G-JM disclosed on 25 October
  11. 2024Record net loss of $450.2M (¥68bn); IHI Power Systems fuel-data falsification comes to light

Founding Story

1853–1945A shipyard built by shogunate order, and a machinery base widened without a zaibatsu

IHI is the oldest of Japan’s heavy engineering houses, and it began not as a private venture but as a defence measure: a yard raised on the island of Ishikawajima at the mouth of the Sumida in 1853, in the year Commodore Perry’s ships appeared off Japan. Privatised in 1876 and incorporated in 1889, it had no zaibatsu earnings to draw on, and the habit of making everything in-house that this forced on it produced both the breadth later nicknamed the “department store of machinery” and a stream of businesses — aircraft, motor vehicles, turbines — that were spun out of it as fast as they grew.

The yard at the mouth of the Sumida, and Hirano Tomiji’s privatisation

When the American commodore Perry arrived in 1853, the ban on building large ships that had stood for two hundred years was lifted in the ninth month of that same year, and in the twelfth month, by order of the shogunate, Japan’s first shipyard was built on the island of Ishikawajima at the mouth of the Sumida river. This was the beginning of Ishikawajima[1]. In 1876 the yard passed into the sole proprietorship of the marine engineer Hirano Tomiji (平野富二) and, under the name Ishikawajima Hirano Shipyard, became Japan’s first privately owned shipyard[2]. Alongside building the first steamship in private hands, Hirano also took up the manufacture of movable type and the printing trade[3]. The machinery first made domestically by his hand ran from Japan’s first steamship to boilers, silk-reeling machinery, crushers, iron bridges and lifts[4]. Where Mitsui, Mitsubishi and Sumitomo poured earnings from shipping, trading and mining into their machinery divisions, Hirano devoted himself to heavy machinery alone[5], and died young at forty-seven[6].

In January 1889 the organisation was changed[7] and Hirano Tomiji and Shibusawa Eiichi (渋沢栄一), among others, founded Ishikawajima Shipyard, Ltd. with capital of ¥175,000, building ships and machinery for marine and land use on the site of what is now the First Works[8]. In September 1893, with the commercial code coming into force, the name was changed to Tokyo Ishikawajima Shipbuilding Co., Ltd.[9], and Shibusawa Eiichi became its first chairman. From this point a firm bond with Dai-Ichi Bank was tied that would hold through the long history that followed[10]. For a company outside the zaibatsu to stand against enterprises of that strength, it had to stay a step ahead of the others in management and in technology alike[11]. In an environment with a weak industrial base a shipyard had little choice but to supply everything from raw material to component itself, and at Ishikawajima that tendency showed particularly strongly. The character later described as a “department store of machinery” was cultivated in this formative process[12].

Widening into land machinery, and the businesses that were cut away

Japan’s materials-handling machinery began with a hand-operated crane the company built in 1897, and the units made thereafter came to some 5,600 machines in well over a hundred types[13]. Among them were a 350-ton slewing quay crane in 1934, a cable crane thrown across the Yalu river in 1936 with a span of 930 metres — the largest in Japan — and an 800-ton overhead crane lifting on two 400-ton hoists together, among the largest in the world[14]. Japan’s floating cranes and dredgers were almost all built by the company[15]. Its compressors were known for high-pressure synthesis: the six-stage, 4,500-horsepower, 800-atmosphere compressor for ammonia synthesis built in 1939 was the largest in the East by capacity[16]. Its sluice gates numbered over eight hundred, the highest in Japan[17], and the shipbuilding division had built some eight hundred naval vessels of various kinds since its founding[18]. In the machinery division, a tie-up with Escher Wyss of Switzerland in 1921 secured the rights to manufacture and sell the Zoelly-type marine steam turbine; with its own design work and improvements added, the Ishikawajima marine steam turbine made the company the largest such maker in Japan in quality and volume alike[19].

As the company’s fortunes advanced, it separated one production division after another into subsidiaries[20]: Ishikawajima Aircraft Works in 1925, Ishikawajima Automotive Works in 1929, Ishikawajima-Shibaura Turbine in 1936, the Mukden Works in 1937, Ishikawajima Aircraft Industries in 1941, Tokyo Shipyard in 1943 and Manchuria Ishikawajima Heavy Industries in 1944[21] — of which Ishikawajima Automotive Works became what is now Isuzu Motors[22]. A century of the company’s progress was a history of separation and combination[23]. To the separated Ishikawajima-Shibaura Turbine, Doko Toshio (土光敏夫) transferred from head office in 1936[24]. He was an engineer who, beginning with patent no. 83082, “Improvements in thrust bearings”, granted in 1929[25], went on to accumulate patents and utility models in steam turbines; Ishikawajima’s engineering staff took out sixteen patents in 1929, a record that stood unbroken until 1952[26].

Wartime expansion, and five Ne-20 engines completed just before the surrender

In October 1933, taking the plan to build the Kachidoki Bridge in the city of Tokyo as its opportunity, the company added a Second Works at Toyosu in Fukagawa in order to relocate and expand the shipbuilding division of the First Works[27], and shipbuilding and boiler-plate operations began there in February 1939[28]. In March 1940, to meet growing demand for machinery for marine and land use, it moved its turbine and foundry divisions and built a Third Works, partly with assistance from the Industrial Facilities Corporation[29]. When the Pacific War began, Ishikawajima-Shibaura Turbine was designated a munitions plant, and in 1943 it persuaded the leadership of Tokyo Shibaura Electric to build a large works at Matsumoto in Nagano prefecture, on a site of 300,000 tsubo with 50,000 tsubo of buildings. There it made exhaust-gas turbines and superchargers for aircraft[30], and went on to extend its network of plants to Tatsuno, Kiso and Ina[31].

Jet engine development was taken up by Ishikawajima-Shibaura Turbine from around 1942, aiming at a turbine jet used in combination with a propeller, and advanced under the guidance of Captain Tanegashima Tokiyasu (種子島時休) of the Navy and with the participation of the Board of Technology[32]. One of the submarines carrying documents from Germany was sunk on the way, and from the single boat that just managed to arrive a set of general-arrangement drawings was obtained in 1944[33]. Working from these, the Naval Aviation Bureau, the Naval Air Technical Arsenal and Ishikawajima co-operated to complete an engine named the Ne-20[34]. Fitted to the special attack aircraft Kikka (橘花), it flew on 7 August 1945, covering six hundred metres in twelve minutes[35]; a week after the whole plant had gone over to mass production, the war ended. The company completed five Ne-20 engines just before the surrender, the only such record achieved by a private company[36]. During this period, in June 1945, the trade name was changed to Ishikawajima Heavy Industries Co., Ltd.[37]

1946–1964Rebuilding from crisis, and a merger that traded land for sea

The post-war company nearly failed twice over — first under the purge and the deconcentration law, then under a conversion contract that inflation turned into a loss large enough to end the dividend. The engineer sent out to the turbine subsidiary in 1936, Doko Toshio, was brought back to run it, and the fourteen and a half years he sat in the president’s chair took the company from “Japan’s stingiest firm” to a shipyard at Aioi that launched more tonnage than any other in the world.

Falling to no dividend, and Doko Toshio recalled from Ishikawajima-Shibaura Turbine

With the end of the war demand fell away, and in November 1945 production was concentrated for a time on the First and Second Works[38]; but rising demand for machinery for reconstruction brought the Third Works back into operation in March 1947[39]. Under the purge order the leadership changed in 1948 to a young line-up — President Shimojima Katsuji (下島勝次), Vice-President Miyajima Toshio (宮島利雄) and Managing Director Taguchi Renzo (田口連三)[40] — and although the three Tokyo works were designated for division under the Law for the Elimination of Excessive Concentration of Economic Power, the company later succeeded in having the designation lifted[41]. In 1949 it returned to profit, posting $83,333 (¥30m) in the second half and raising capital to $361,111 (¥130m)[42]. In May of that year it listed on the Tokyo and Nagoya stock exchanges[43]. But conversion work on wartime standard ships taken on in 1950 was hit by severe inflation and turned into a large loss, and the dividend was suspended[44].

With a deficit of more than $277,778 (¥100m), Ishikawajima Heavy Industries stood on the edge of failure[45], and the former president Kasahara Itsuji (笠原逸二) pulled Doko Toshio, then president of Ishikawajima-Shibaura Turbine, back to head office[46]. Doko took office as president on 24 June 1950; the Korean War began the following day[47]. Taguchi Renzo, asked to stay on, set two conditions. Representative authority was to rest with the president alone, with no executive or managing directors appointed and all other officers made ordinary board members[48]. The other was that directors’ pay should be set at the average of the monthly salaries of the five most senior people above department-manager rank[49]. Doko answered at once: “Understood — I accept.”[50] By sending proposals and plans back three or four times, he cut expenses to about a third of what they had been, and one business yearbook of the day listed the company as “Japan’s stingiest firm”[51].

Into Brazil, and the merger with Harima Shipbuilding

In the shipbuilding bribery scandal of 1954, Doko too was arrested as one of the shipbuilding company presidents and spent twenty days in detention. The investigation ended with a finding of no involvement[52]. What carried the company through the shipbuilding slump was its business with Brazil: from 1950 it took orders for three tankers[53], and in 1952 it won an international tender in Stockholm for two 4,800-ton cargo-and-troop ships[54]. When the Brazilian government offered four hundred thousand square metres of reclaimed land inside the port of Rio de Janeiro and even enacted a merchant marine fund law to attract the company[55], Doko overrode the opposition at home — “I will take all the responsibility”[56] — and signed the protocol on 8 January 1958. On 13 December that year, Brazil’s navy day, the foundation ceremony for the Ishikawajima Brazil shipyard was held[57]. Capital was 1.76 billion cruzeiros, and to the 125 engineers selected in Japan[58] Doko said: “Go and lay your bones in Brazil.”[59]

On 1 July 1960 Doko announced the merger of Ishikawajima Heavy Industries and Harima Shipbuilding[60]. Ishikawajima’s shipbuilding facilities stopped at the 30,000-ton class, against Mitsubishi’s 80,000 tons and Hitachi’s 50,000-ton class[61]. From the late 1950s Doko had read the shift in energy from coal to oil as raising tanker demand, and had judged that ships above one hundred thousand tons were inevitable[62] — but a site at the mouth of the Sumida could not hold facilities for large tankers[63]. Harima Shipbuilding, for its part, was the third-largest shipbuilder, yet the slump from 1958 onwards had cut its order backlog by two-thirds and its sales by half within two years, and a mix more than ninety per cent shipbuilding made that especially painful[64]. Ishikawajima’s land-based divisions accounted for eighty per cent of its own mix[65]. The merger ratio was five Ishikawajima shares to three of Harima’s, capital was $28.3M (¥10bn) and the workforce 15,000[66]. In December of that year the trade name was changed to Ishikawajima-Harima Heavy Industries Co., Ltd.[67]

The move to a full divisional structure, and first in the world in shipbuilding

The new company put Harima’s Rokuoka Shuzo (六岡周三) in as chairman and Ishikawajima’s Doko Toshio as president, with nine directors from each side[68], placing a sense of parity in personnel matters at the front. The organisation was divided into five divisions — industrial machinery, prime movers and chemical plant, ships, aero engines and general machinery — and moved to a full divisional structure[69]. Because employees of both companies were first pooled at head office and then redistributed among the five divisions almost indiscriminately[70], staff in a new workplace could not tell whether a superior or a colleague had come from Ishikawajima or from Harima. At a press conference Doko said: “One and one will not make two — they will make three or four. I intend to bring about a nuclear fusion that releases enormous energy.”[71] At New Year 1962, declaring that “the honeymoon of the merger is over”, he set targets ten years out of $861.1M (¥310bn) in orders and a production scale of $666.7M (¥240bn)[72].

The chief architect of becoming first in the world in shipbuilding was Shinto Hisashi (真藤恒)[73]. A graduate of the naval architecture course of the engineering faculty of Kyushu Imperial University with a doctorate, he had gone from Harima Shipbuilding through the Navy’s Ship Administration Bureau to the Kure yard, and Doko made his return a condition of the merger[74]. Shinto’s “economic hull form” broke with the accepted wisdom that a ship must be long and narrow, giving it a stubby shape and applying the principle that, for the same internal volume, the nearer a form comes to a sphere the smaller its surface area[75]. The first such ship, the Asia Maru (亜細亜丸), was of 47,000 tons; it saved 6.5 per cent of steel yet made 17.62 knots on official trials, and the price per ton came down by ten dollars[76]. In 1963 the Glasgow Herald of Britain placed the First Works at Aioi first in the world for tonnage launched in the previous year[77]. After merging Nagoya Shipbuilding and Nagoya Heavy Industries in May 1964[78], Doko handed the president’s chair he had occupied for fourteen and a half years to Taguchi Renzo in November of that year[79].

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Notes

  1. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  2. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  3. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  4. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  5. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  6. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  7. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  8. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  9. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  10. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  11. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  12. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  13. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  14. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  15. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  16. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  17. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  18. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  19. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  20. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  21. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  22. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  23. 企業の歴史 : 明治百年 — Corporate Histories: A Century of Meiji, Keizai Shunju-sha, 1968, the Ishikawajima-Harima Heavy Industries entry↩
  24. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  25. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  26. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  27. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  28. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  29. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  30. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  31. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  32. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  33. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  34. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  35. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  36. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  37. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  38. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  39. 会社銀行八十年史 — Eighty Years of Companies and Banks, Toyo Keizai Shinposha, 1955, the Ishikawajima Heavy Industries entry↩
  40. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  41. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  42. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  43. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  44. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  45. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  46. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  47. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  48. 私の履歴書 経済人16 — My Personal History: Businessmen 16, Nihon Keizai Shimbun, 1981, Taguchi Renzo↩
  49. 私の履歴書 経済人16 — My Personal History: Businessmen 16, Nihon Keizai Shimbun, 1981, Taguchi Renzo↩
  50. 私の履歴書 経済人16 — My Personal History: Businessmen 16, Nihon Keizai Shimbun, 1981, Taguchi Renzo↩
  51. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  52. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  53. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  54. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  55. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  56. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  57. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  58. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  59. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  60. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  61. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  62. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  63. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  64. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  65. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  66. 私の履歴書 経済人16 — My Personal History: Businessmen 16, Nihon Keizai Shimbun, 1981, Taguchi Renzo↩
  67. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  68. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  69. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  70. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  71. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  72. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  73. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  74. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  75. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  76. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  77. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩
  78. IHI Corporation, annual securities report for the 208th term, year to March 2025, corporate history section↩
  79. 私の履歴書 経済人20 — My Personal History: Businessmen 20, Nihon Keizai Shimbun, 1986, Doko Toshio↩

References & sources

  1. IHI Corporation (annual securities reports), including the corporate-history section; the 28 September and 14 December 2007 disclosures on the downward revision and the restatement; and the 25 October 2023 disclosure on the PW1100G-JM powder-metal inspections.
  2. Nihon Keizai Shimbun (Nikkei Inc.): 24 Jun 1960 on the outline of the trade and exchange liberalisation plan; Doko Toshio’s memoir My Personal History, Jan 1982.
  3. Corporate Histories: A Century of Meiji, Keizai Shunju-sha (1968), the Ishikawajima-Harima Heavy Industries entry.

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Data API

IHI Corporation’s history, presidents and financials are published as static JSON — no key, plain GET. One API per public page, and one per section where a page carries several tables. Full specification →

/api/7013/company.json ·/api/7013/history.json ·/api/7013/ceo.json ·/api/7013/financials.json ·/api/7013/financials/segment.json ·/api/7013/financials/pl.json ·/api/7013/financials/cf.json ·/api/7013/financials/bs.json ·/api/7013/financials/employee.json ·/api/7013/financials/stock.json ·/api/7013/financials.csv ·/api/7013/financials_history.csv

/api/companies.json ·/api/decisions.json ·/api/api-manifest.json