Central Japan Railway Co. (JR Tokai) has announced that it has become difficult to start operating the Linear Chuo Shinkansen line between Shinagawa and Nagoya stations, which was originally scheduled for 2027.
It is hoped that JR Tokai, together with the Shizuoka prefectural government and the central government, will swiftly examine the issue from a scientific point of view to balance development and environmental conservation.
JR Tokai President Shin Kaneko and Shizuoka Gov. Heita Kawakatsu, who has expressed concern about the line's construction, held their first meeting in late June. Kaneko said the company needed to begin construction in June to start the operations of the maglev line in 2027, asking Kawakatsu to allow the company to conduct preparatory work. But they failed to narrow the gap between them.
The prefectural government is concerned that tunnel construction will reduce the amount of water in the Oi River, which 620,000 people use in their daily lives. JR Tokai has said that it will take measures to return groundwater that flows into the tunnel to the river, but it has been unable to obtain agreement from the prefecture.
Both sides should continue cool-headed discussions.
When the maglev line opens, it will connect Shinagawa and Nagoya in a 40-minute, 286-kilometer trip. Expectations for economic vitalization are high. As a bypass for the Tokaido Shinkansen line, it also can be used in dealing with major disasters.
Including its eventual extension to Osaka, the total construction cost is expected to be 9 trillion yen. JR Tokai will shoulder the entire cost, of which 3 trillion yen will be financed by the central government's fiscal investment and loan program. It is a huge national project.
The main part of the construction started in 2015. There are many tunnels, including the challenging-to-build 25-kilometer Southern Japanese Alps tunnel, a 9-kilometer section of which runs through Shizuoka Prefecture.
The Oi River, which crosses the construction area, is said to have been affected by drought in the past. The concerns of residents in the river basin are understandable.
In April, Kaneko said, "Shizuoka Prefecture has presented us with some challenges that can be difficult to overcome." However, as this triggered a negative response from the prefectural government, he was forced to withdraw his comment and apologize for it.
JR Tokai must make every possible effort to dispel the concerns of local residents and the local government by offering thorough explanations.
There is also a problem with the attitude of the prefectural government toward the negotiations. When Kawakatsu pointed out last year that there were no linear train stations in the prefecture, he said, "[JR Tokai] has to pay the price." He demanded an economic return equivalent to the cost of station construction in other prefectures.
His remarks on the economic return were ill-considered and have amplified mutual distrust.
If construction gets backed up, construction costs will balloon. This could adversely affect the redevelopment of areas along the line. It is highly likely that the extension of the line to Osaka, which will be completed in 2037 at the earliest, will be delayed.
In order for JR Tokai and the Shizuoka prefectural government to find common ground for consensus, it will be important for the central government to be more deeply involved in the issue.
The Land, Infrastructure, Transport and Tourism Ministry has set up a panel of experts to scientifically examine the issue of water resources and has begun to discuss it. It is hoped that the panel will summarize the various opinions soon, while giving consideration to maintaining neutrality. It is important to present easy-to-understand evidence and ensure the safety of residents.
-- The original Japanese article appeared in The Yomiuri Shimbun on July 8, 2020.
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