Chūō Shinkansen#Miyazaki and Yamanashi Test Tracks

File:JR-Maglev-MLX01-901 001.jpg

{{See also|SCMaglev#Yamanashi maglev test line}}

File:Construction of Koyama Viaduct Bridge.A.JPG under construction in the city of Fuefuki in the Kofu Basin, July 2011]]

Following the opening of the Tokaido Shinkansen between Tokyo and Osaka in 1964, Japanese National Railways (JNR) focused on the development of faster Maglev technology. In the 1970s, a {{Convert|7|km|mi|adj=on|sp=us}} test track for Maglev research and development was built in Miyazaki Prefecture.{{cite journal |last=Taniguchi |first=Mamoru |title=The Japanese Magnetic Levitation Trains |jstor=23288579 |journal=Built Environment |publisher=Alexandrine Press |page=235 |year=1993 |volume=9 |issue=3/4}} {{Subscription }} As desired results had been obtained at the (now former) Miyazaki test track, an {{Convert|18.4|km|mi|adj=on|sp=us}} test track with tunnels, bridges and slopes was built at a site in Yamanashi Prefecture, between Ōtsuki and Tsuru ({{Coord|35.583|138.927|display=inline|name=Yamanashi Test Track}}). Residents of Yamanashi Prefecture and government officials were eligible for free rides on the Yamanashi test track, and over 200,000 people took part. Trains on this test track routinely achieved operating speeds of over {{Convert|500|km/h|mph|0|abbr=on}}, allowing for a thorough test of the capabilities of the future Chuo Shinkansen.

The track was extended a further {{Convert|25|km|mi|1|abbr=on}} along the future route of the Chuo Shinkansen, to bring the combined track length up to {{Convert|42.8|km|mi|abbr=on}}. Extension and upgrading work was completed by June 2013, allowing researchers to run tests at top speed over longer periods.{{cite news |url = http://www.railwaygazette.com/nc/news/single-view/view/jr-central-unveils-l0-maglev.html |title = JR Central unveils L0 maglev |date = 4 November 2010 |work = Railway Gazette International |access-date = 4 November 2010 |archive-date = 31 July 2020 |archive-url = https://web.archive.org/web/20200731180509/https://www.railwaygazette.com/nc/news/single-view/view/jr-central-unveils-l0-maglev.html |url-status = dead }}{{cite web |url = http://www.chunichi.co.jp/s/article/2013072490222753.html |archive-url = https://archive.today/20130729175112/http://www.chunichi.co.jp/s/article/2013072490222753.html |url-status = dead |archive-date = 29 July 2013 |script-title = ja:７月中にも最高時速５００キロに 新型車両「Ｌ０系」 |trans-title=New L0 series trains to reach 500 km/h during July |date = 24 July 2013 |work = Chunichi Web |publisher = The Chunichi Shimbun |location = Japan |language = ja |access-date = 30 July 2013 }}

The first tests on this longer track took place in August 2013.{{cite news |title=Test runs get under way on 500 km/h maglev Shinkansen |url=http://ajw.asahi.com/article/economy/technology/AJ201308290066 |date=29 August 2013 |author=Hirokazu Tatematsu |newspaper=Asahi Shimbun |url-status=dead |archive-url=https://web.archive.org/web/20130902213033/http://ajw.asahi.com/article/economy/technology/AJ201308290066 |archive-date=2 September 2013 }}{{cite news |title=Maglev train offers smooth ride inside, deafening noise outside |url=http://ajw.asahi.com/article/economy/technology/AJ201308300049 |date=30 August 2013 |author=Hirokazu Tatematsu |newspaper=Asahi Shimbun |url-status=dead |archive-url=https://web.archive.org/web/20130902233334/http://ajw.asahi.com/article/economy/technology/AJ201308300049 |archive-date=2 September 2013 }}

JR Central began offering public train rides at {{Convert|500|km/h|mph|abbr=on|sigfig=3}} on the Yamanashi test track, via a lottery selection, in 2014.{{cite magazine |last = Sawaji |first = Osamu|date = April 2017 |title = Tokyo to Nagoya City in 40 Minutes: The coming age of maglev |url = https://www.gov-online.go.jp/eng/publicity/book/hlj/html/201704/201704_03_en.html |magazine = Highlighting Japan: The New Age of Rail |publisher = Public Relations Office of the Government of Japan |access-date = 4 March 2018 |archive-date = 29 May 2023 |archive-url = https://web.archive.org/web/20230529093832/https://gov-online.go.jp/eng/publicity/book/hlj/html/201704/201704_03_en.html |url-status = live }} The train holds the world record for the fastest manned train on this track.

The line's route passes through many sparsely populated areas in the Japanese Alps (Akaishi Mountains), but is more direct than the current Tōkaidō Shinkansen route, and time saved through a more direct route was a more important criterion to JR Central than having stations at intermediate population centers. Also, the more heavily populated Tōkaidō route is congested, and providing an alternative route if the Tōkaidō Shinkansen were to become blocked by earthquake damage was also a consideration. The route will have a minimum curve radius of {{Convert|8000|m|ft|abbr=on}}, and a maximum gradient of 4%. This is more than the traditional Shinkansen lines, which top out at 3%.

The planned route between Nagoya and Osaka includes a stop in Nara. In 2012, politicians and business leaders in Kyoto petitioned the central government and JR Central to change the route to pass through their city.Johnston, Eric, "[http://www.japantimes.co.jp/text/nn20120503f1.html Economy, prestige at stake in Kyoto-Nara maglev battle] {{Webarchive|url=https://web.archive.org/web/20120707005913/http://www.japantimes.co.jp/text/nn20120503f1.html |date=7 July 2012 }}", The Japan Times, 3 May 2012, p. 3. The governor of Nara Prefecture announced in November 2013 that he had re-confirmed the Transport Ministry's intention to route the segment through Nara.{{cite news|title=リニア「同時開業」綱引き 品川―名古屋―新大阪|url=http://www.nikkei.com/article/DGXDZO63667000V01C13A2L91000/|access-date=9 December 2013|newspaper=日本経済新聞|date=6 December 2013|archive-date=22 March 2022|archive-url=https://web.archive.org/web/20220322022647/https://www.nikkei.com/article/DGXDZO63667000V01C13A2L91000/|url-status=live}}

JR Central announced in July 2008 that the Chūō Shinkansen would start at Tokyo's Shinagawa Station, citing difficulties in securing land at nearby Tokyo and Shinjuku stations for a maglev terminal.{{cite news| title=New Maglev Shinkansen line to start from Shinagawa Station in Tokyo| date=3 July 2008| url =http://mdn.mainichi.jp/national/news/20080703p2a00m0na014000c.html| work = Mainichi Daily News| access-date = 3 July 2008 }} {{Dead link|date=September 2010|bot=H3llBot}}

A JR Central report on the Chuo Shinkansen was approved by a Liberal Democratic Party panel in October 2008, which certified three proposed routes for the Maglev. According to a Japan Times news article, JR Central supported the more direct route, which would cost less money to build than the other two proposals, backed by Nagano Prefecture. The latter two plans had the line swinging up north between Kōfu and Nakatsugawa stations to serve areas within Nagano.{{cite news| title=LDP OKs maglev line selections| date=21 October 2008| url=http://search.japantimes.co.jp/mail/nb20081022a1.html| archive-url=https://archive.today/20120716173708/http://search.japantimes.co.jp/mail/nb20081022a1.html| url-status=dead| archive-date=16 July 2012| work=The Japan Times| access-date=21 October 2008}} In June 2009, JR Central also announced research results comparing the three routes, estimating revenue and travel time, which showed the most favorable being the shortest Plan C, with long tunnels under the Japanese Alps.{{cite news| title=JR Tokai gives maglev estimates to LDP; in favor of shortest route| date=19 June 2009| url=http://search.japantimes.co.jp/cgi-bin/nb20090619a1.html| work=The Japan Times| access-date=8 July 2009| url-status=dead| archive-url=https://web.archive.org/web/20090712125512/http://search.japantimes.co.jp/cgi-bin/nb20090619a1.html| archive-date=12 July 2009}} The Council for Transport Policy for the Ministry of Land, Infrastructure, Transport and Tourism concluded on 20 October 2010 that Plan C would be most cost-efficient.{{cite news |title=New maglev bullet train line to run through South Alps |date=21 October 2010 |url=http://mdn.mainichi.jp/mdnnews/news/20101021p2a00m0na010000c.html |work=The Mainichi Daily News |access-date=26 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20101024043738/http://mdn.mainichi.jp/mdnnews/news/20101021p2a00m0na010000c.html |archive-date=24 October 2010 }} JR Central announced that one station would be constructed in each of Yamanashi, Gifu, Nagano, and Kanagawa Prefectures.

On 31 October 2014, Japan's Ministry of Land, Infrastructure, Transport and Tourism approved Plan C for construction.{{cite news| title=JR Central's Chuo maglev project approved| date=31 October 2014| url=http://www.railjournal.com/index.php/high-speed/jr-centrals-chuo-maglev-project-approved.html| work=International Railway Journal| access-date=21 December 2014| archive-date=22 December 2017| archive-url=https://web.archive.org/web/20171222061500/http://www.railjournal.com/index.php/high-speed/jr-centrals-chuo-maglev-project-approved.html| url-status=live}} Construction began on 17 December 2014.{{cite news| title=JR Central starts construction on Chuo maglev| date=18 December 2014| url=http://www.railjournal.com/index.php/high-speed/jr-central-starts-construction-on-chuo-maglev.html| work=International Railway Journal| access-date=21 December 2014| archive-date=1 December 2017| archive-url=https://web.archive.org/web/20171201043422/http://www.railjournal.com/index.php/high-speed/jr-central-starts-construction-on-chuo-maglev.html| url-status=live}}

Preparatory work at Nagoya station began in 2016.{{Cite web |date=2016-12-19 |title=リニア名古屋駅、本格着工 地下約３０メートルにホームをつくる難工事 |url=https://www.sankeibiz.jp/business/news/161219/bsd1612190826005-n1.htm |access-date=2022-03-15 |website=SankeiBiz（サンケイビズ） |language=ja-JP |archive-date=31 August 2022 |archive-url=https://web.archive.org/web/20220831025819/https://www.sankeibiz.jp/business/news/161219/bsd1612190826005-n1.htm |url-status=live }}

A skyscraper measuring {{Convert|220|m|ft|abbr=on}} in height was built by JR Central. The structure is named 名古屋駅新ビル ("Nagoya-eki Shin-biru", Nagoya Station new building) and accommodates a station for the maglev trains in its basement area.{{cite news|title=Planned start of maglev trains brings construction boom, concern in Nagoya |url=http://ajw.asahi.com/article/behind_news/social_affairs/AJ201401290006 |access-date=4 January 2015 |newspaper=The Asahi Shimbun |date=29 January 2014 |url-status=dead |archive-url=https://web.archive.org/web/20150104023931/http://ajw.asahi.com/article/behind_news/social_affairs/AJ201401290006 |archive-date=4 January 2015 }}

File:Construction of Chūō Shinkansen Jinryō Exit (2019-10-6).jpg

File:Construction of Chūō Shinkansen cross under Tōkaidō Shinkansen Nagoya Station at August 2019 01.jpg in 2019, showing the line's placement in relation to the existing Tokaido Shinkansen line]]

JR Central announced in December 2007 that it planned to raise funds for the construction of the Chuo Shinkansen on its own, without government financing. Total cost, originally estimated at 5.1 trillion yen in 2007,[http://jp.ibtimes.com/article/biznews/071226/15379.html JR東海、リニア新幹線建設を全額自己負担　総事業費5.1兆円] {{webarchive |url=https://web.archive.org/web/20080704195513/http://jp.ibtimes.com/article/biznews/071226/15379.html |date=4 July 2008 }}, IB Times, 26 December 2007 {{in lang|ja}} escalated to over 9 trillion yen by 2011.{{cite news| url=http://www.railwaygazette.com/nc/news/single-view/view/chuo-maglev-project-endorsed.html| title=Chuo maglev project endorsed| date=27 May 2011| work=Railway Gazette International| access-date=28 May 2011| archive-date=22 November 2020| archive-url=https://web.archive.org/web/20201122155737/https://www.railwaygazette.com/nc/news/single-view/view/chuo-maglev-project-endorsed.html| url-status=dead}} Nevertheless, the company has said it can make a pre-tax profit of around 70 billion yen in 2026, when the operating costs stabilize.[http://search.japantimes.co.jp/cgi-bin/nb20071226a8.html JR Tokai to build maglev system] {{Webarchive|url=https://archive.today/20120714185358/http://search.japantimes.co.jp/cgi-bin/nb20071226a8.html |date=14 July 2012 }}, The Japan Times, 26 December 2007 The primary reason for the project's huge expense is that most of the line is planned to run in tunnels (about 86% of the initial section from Tokyo to Nagoya will be underground){{cite news |title=New maglev Shinkansen to run underground for 86% of initial route |url=http://ajw.asahi.com/article/behind_news/social_affairs/AJ201309190078 |newspaper=The Asahi Shimbun |access-date=11 February 2015 |url-status=dead |archive-url=https://web.archive.org/web/20141226124352/http://ajw.asahi.com/article/behind_news/social_affairs/AJ201309190078 |archive-date=26 December 2014 }} with some sections at a depth of {{Convert|40|m|ft|abbr=on}} (deep underground) for a total of {{Convert|100|km|mi|abbr=on}} in the Tokyo, Nagoya and Osaka areas.{{citation needed|date=February 2015}}

The original construction schedule from 2013, which called for the Tokyo–Nagoya segment to open in 2027 and the Nagoya–Osaka segment to open in 2045, was designed to keep JR Central's total debt burden below its approximate level at the time of privatization (around 5 trillion yen).{{cite news| title=Maglev launch to be delayed to 2027| date=30 April 2010| url=http://www.asahi.com/english/TKY201004290320.html| archive-url=https://web.archive.org/web/20101026015533/http://www.asahi.com/english/TKY201004290320.html| work=Asahi Shimbun| archive-date = 26 October 2010| access-date = 10 June 2016}} The schedule was later altered to bring forward the completion date of the Nagoya-Osaka segment to 2037, after JR Central received a loan from the Japanese government.{{cite news|title=10-year countdown begins for launch of Tokyo-Nagoya maglev service|url=https://www.japantimes.co.jp/news/2017/01/09/national/10-year-countdown-begins-launch-tokyo-nagoya-maglev-service/#.WhkRO0qWaHs|access-date=25 November 2017|work=The Japan Times Online|date=9 January 2017|archive-date=19 November 2017|archive-url=https://web.archive.org/web/20171119151308/https://www.japantimes.co.jp/news/2017/01/09/national/10-year-countdown-begins-launch-tokyo-nagoya-maglev-service/#.WhkRO0qWaHs|url-status=dead}}

The first major contract announced was for a {{cvt|7|km}} tunnel in Yamanashi and Shizuoka prefectures expected to be completed in 2025.{{cite web|url=http://www3.nhk.or.jp/nhkworld/english/news/20150827_30.html |title=JR to start maglev construction - News - NHK WORLD - English |access-date=29 August 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150828111203/http://www3.nhk.or.jp/nhkworld/english/news/20150827_30.html |archive-date=28 August 2015 }} Construction of a {{cvt|25|km}} tunnel under the southern Japanese Alps commenced on 20 December 2015, approximately {{cvt|1400|m}} below the surface at its deepest point. The tunnel is expected to be completed in 2025, and upon completion will succeed the {{cvt|1300|m}} deep Daishimizu Tunnel on the Joetsu Shinkansen line as the deepest tunnel in Japan. Construction has also started in 2016 on the maglev station at Shinagawa.{{cite web |url=http://www3.nhk.or.jp/nhkworld/english/news/20160127_22.html |title=Construction begins for maglev terminal in Tokyo - News - NHK WORLD - English |access-date=28 January 2016 |url-status=dead |archive-url=https://web.archive.org/web/20160130152130/http://www3.nhk.or.jp/nhkworld/english/news/20160127_22.html |archive-date=30 January 2016 }} Being built below the existing Shinkansen station, and to consist of two platforms and four tracks, construction is planned to take 10 years, largely to avoid disruption to the existing Tokaido Shinkansen services located above the new station.

JR Central estimates that Chuo Shinkansen fares will be only slightly more expensive than Tokaido Shinkansen fares, with a difference of around 700 yen between Tokyo and Nagoya, and around 1,000 yen between Tokyo and Osaka. The positive economic impact of the Chuo Shinkansen in reducing travel times between the cities has been estimated at anywhere between 5 and 17 trillion yen during the line's first fifty years of operation.{{cite news|date=4 January 2014|title=東名阪経済圏が誕生？ リニア新幹線で日本変わるか|newspaper=Nihon Keizai Shimbun|url=http://www.nikkei.com/article/DGXDZO64815920T00C14A1W14001/|access-date=7 January 2014|archive-date=4 April 2023|archive-url=https://web.archive.org/web/20230404015459/https://www.nikkei.com/article/DGXDZO64815920T00C14A1W14001/|url-status=live}}

File:Tokaido Main Line Oi bridge.jpg

Construction is yet to commence on the part of the line going through Shizuoka Prefecture, as the municipality has expressed concern about water from the Ōi River leaking into the tunnel, lowering the water level.{{Cite web|url=https://toyokeizai.net/articles/-/290647|title=リニアでJR東海と対立､静岡県の｢本当の狙い｣ {{!}} 新幹線|date=8 July 2019|website=東洋経済オンライン|language=ja|access-date=22 September 2019|archive-date=19 March 2022|archive-url=https://web.archive.org/web/20220319085927/https://toyokeizai.net/articles/-/290647|url-status=live}} JR Central expressed concern early on that the delay in construction of the only 9 kilometer long section going through Shizuoka might throw the entire project off schedule.{{Cite web|url=https://www.asahi.com/articles/ASM6B4Q3FM6BOIPE00W.html|title=リニア開業遅れの懸念 愛知側「国が調整やらないかん」：朝日新聞デジタル|website=朝日新聞デジタル|date=10 June 2019|language=ja|access-date=23 September 2019|archive-date=23 September 2019|archive-url=https://web.archive.org/web/20190923232359/https://www.asahi.com/articles/ASM6B4Q3FM6BOIPE00W.html|url-status=live}}

It is believed by some political analysts that the actual reason for Shizuoka Prefecture's apparent concerns of the project is not over the Ōi River, but was merely used as a pretense to force JR Central's hand in building a train station on the Tokaido Shinkansen under Shizuoka Airport.{{Citation |title=The Maglev line cannot open in 2027. What is the problem? |date=26 August 2020 |url=https://www.youtube.com/watch?v=NkRevWbtFqM |access-date=2023-04-04 |language=en |archive-date=4 April 2023 |archive-url=https://web.archive.org/web/20230404131538/https://www.youtube.com/watch?v=NkRevWbtFqM |url-status=live }} Shizuoka Prefecture, being the only prefecture where no new station will be built, has long lobbied JR Central for years for the construction of such a station, with the line running directly under the airport. JR Central has so far refused, citing the close distance to the neighboring Kakegawa Station and Shizuoka stations. If constructed, travel time from the center of Tokyo to the airport would be comparable to that for Tokyo Narita Airport, enabling it to act as a third hub airport for the capital.{{Cite web |last=Ogawa |first=Hiroo |date=March 21, 2018 |title=JR新幹線、「静岡空港駅」設置が現実味…「首都圏第3空港」構想 |trans-title=JR Shinkansen, "Shizuoka Airport Station" installation is realistic ... "Metropolitan area third airport" concept |url=https://biz-journal.jp/2018/03/post_22713.html |archive-url=https://web.archive.org/web/20220319085928/https://biz-journal.jp/2018/03/post_22713.html |archive-date=March 19, 2022 |access-date=September 22, 2019 |website=ビジネスジャーナル/Business Journal {{!}} ビジネスの本音に迫る |language=ja}} As the station would be built underneath an active airport, it is expected to open after the new maglev line.{{Cite web |last=Osaka |first=Naoki |date=July 8, 2019 |title=リニアでJR東海と対立､静岡県の｢本当の狙い｣ {{!}} 新幹線 |trans-title=Linear confrontation with JR Central, "real aim" of Shizuoka Prefecture |url=https://toyokeizai.net/articles/-/290647 |archive-url=https://web.archive.org/web/20220319085927/https://toyokeizai.net/articles/-/290647 |archive-date=March 19, 2022 |access-date=July 17, 2022 |website=東洋経済オンライン |language=ja}}

Officials of Shizuoka Prefecture, in a meeting with JR Central in June 2020, denied permission to begin construction work on the tunnel. JR Central announced the following week that it would be "difficult" to open the Tokyo-Nagoya line in 2027 as previously announced. The incumbent governor of Shizuoka Prefecture Heita Kawakatsu was re-elected in June 2021, partly on a platform of continued opposition to construction of the new line, barring further accommodations by JR Central.{{Cite web|title=Japan maglev critic reelected in Shizuoka, claiming green mandate|url=https://asia.nikkei.com/Politics/Japan-maglev-critic-reelected-in-Shizuoka-claiming-green-mandate|access-date=21 June 2021|website=Nikkei Asia|language=en-GB|archive-date=3 December 2021|archive-url=https://web.archive.org/web/20211203112704/https://asia.nikkei.com/Politics/Japan-maglev-critic-reelected-in-Shizuoka-claiming-green-mandate|url-status=live}}

Following a series of meetings between JR Central and Shizuoka Prefecture facilitated by the Ministry of Transportation, an interim report was released on the results of the meetings so far in late December 2021. Among other things, the report confirmed that while JR was committed to returning any water leaking into the tunnel once construction was completed, there is no known feasible way to return all of the water during the construction phase. However, it did also conclude that the amount of water leaked was likely to be insignificant.{{Citation|title=リニア工事で中間報告「全量戻せば地下水の影響少ない」が…JR「2027年開業は難しい」 静岡県「戻し方ができていないことが分かった」| date=20 December 2021 |url=https://www.youtube.com/watch?v=PXhdjKUHY20|language=en|access-date=25 January 2022}}

On 7 January 2022, commenting on the report, the Shizuoka Prefecture governor expressed continued opposition to construction when it could result in water levels going down, even if only during construction. He urged JR Central to re-investigate the possibility of returning leaking water during construction.{{Cite web|last=日本放送協会|title=インタビュー 川勝知事「ことしの静岡県政は」(2022年1月5日放送）ニュース たっぷり静岡 - NHK|url=https://www.nhk.jp/p/ts/5MN78XKQYX/blog/bl/pE02pD9eDo/bp/pE7jlWQemK/|access-date=12 January 2022|website=NHKニュース たっぷり静岡 - NHK|language=ja|archive-date=22 January 2022|archive-url=https://web.archive.org/web/20220122134459/https://www.nhk.jp/p/ts/5MN78XKQYX/blog/bl/pE02pD9eDo/bp/pE7jlWQemK/|url-status=dead}} On 20 January that same year, the prefecture officially called the report "insufficient", and announced that it still would not allow construction to commence.{{Cite web|title=リニア工事認められず、静岡県 「中間報告不十分」（共同通信）|url=https://news.yahoo.co.jp/articles/358427cbe3633bc11efd01a8e6873339996a4169|access-date=25 January 2022|website=Yahoo!ニュース|language=ja|archive-date=25 January 2022|archive-url=https://web.archive.org/web/20220125110348/https://news.yahoo.co.jp/articles/358427cbe3633bc11efd01a8e6873339996a4169|url-status=dead}}

On 21 December 2023, during a routine press conference, JR Central’s President Niwa announced an agreement with Tokyo Electric Power Company, the Ōi River's dam operator, to diminish the volume of water extracted from the upstream dam. This action aims to address the anticipated impact on the Oi River’s water levels, a consequence of the construction project. The agreement outlines the method of reducing water intake and the concept of compensation. The proposal was well-received and endorsed previously by the local governing council in November 2023.{{cn|date=February 2024|reason=Removed unreliable source}}

On 2 April 2024, Governor Kawakatsu announced that he would be resigning after making statements criticised as being insulting towards certain professions.{{Cite web|title=Shizuoka gov. cites controversial remarks, maglev line issue for resignation|url=https://www3.nhk.or.jp/nhkworld/en/news/20240403_34/|access-date=10 April 2024|website=NHK World-Japan|language=en|archive-date=6 April 2024|archive-url=https://web.archive.org/web/20240406193314/https://www3.nhk.or.jp/nhkworld/en/news/20240403_34/|url-status=live}} This came less than a week after JR Central's announcement that it would be unable to meet its goal of opening the Shinagawa-Nagoya section of the line by 2027. Kawakatsu's resignation was met with discussions about whether his successor would approve tunnel construction, triggering a slight rise in JR Central’s stock price.{{Cite web|title=Shizuoka governor's resignation may remove hurdle for maglev project|url=https://www.japantimes.co.jp/news/2024/04/03/japan/politics/shizuoka-governor-maglev/|access-date=10 April 2024|website=The Japan Times|date=3 April 2024|language=en|archive-date=6 April 2024|archive-url=https://web.archive.org/web/20240406104754/https://www.japantimes.co.jp/news/2024/04/03/japan/politics/shizuoka-governor-maglev/|url-status=live}}

On May 26, 2024, the ensuing by-election was won by Yasutomo Suzuki, who was called a "Maglev Proponent" by Nikkei Asia.{{cite web |title=Japan's maglev train proponent wins Shizuoka governor race |url=https://asia.nikkei.com/Politics/Japan-s-maglev-train-proponent-wins-Shizuoka-governor-race |website=Nikkei Asia |access-date=1 June 2024}} The mayor of Nagoya, a city on the maglev, also said "Mr. Suzuki has a deep understanding of industry, so I think he will get the project done quickly."{{cite web |title="What will become of the linear train?" Yasutomo Suzuki is the new governor of Shizuoka Prefecture. "Voices of expectation" from Aichi Prefecture officials |url=https://news.yahoo.co.jp/articles/9768d3f83000662ad8e1c146c58b06b6f68921f5 |website=Yahoo Japan |access-date=1 June 2024 |language=ja |archive-date=1 June 2024 |archive-url=https://web.archive.org/web/20240601202749/https://news.yahoo.co.jp/articles/9768d3f83000662ad8e1c146c58b06b6f68921f5 |url-status=live }} Since the election, preliminary work has been approved and is apparently been proceeding well as of October 2024.{{cite web |title=Shizuoka, Yamanashi Governors Inspect Boring Survey for Linear Shinkansen Construction; Survey Proceeding Well |url=https://japannews.yomiuri.co.jp/society/general-news/20241006-215325/ |website=Yomiuri Shimbun |access-date=22 November 2024 |language=en |date=6 October 2024}}

The government of Osaka Prefecture, as well as local corporations such as Suntory and Nippon Life, have raised concerns about the impact of the delayed construction of the Nagoya–Osaka segment on the Osaka economy. Politicians from the Kansai region called for, and received, state-backed loans for JR Central in order to expedite the line's construction, resulting in the opening of the extension being moved forward by up to 8 years.

On 27 October 2021, two construction workers died when part of the retaining wall of a temporary work tunnel collapsed. JR Central concluded that the safety checks carried out were insufficient, and vowed to make it clearer to workers which areas had and had not completed the safety checks necessary to allow for the presence of human workers going forward.{{Cite web|last=日経クロステック（xTECH）|title=リニア工事で初の死亡事故、トンネル掘削現場で発破後の点検中に崩落|url=https://xtech.nikkei.com/atcl/nxt/column/18/00142/01136/|access-date=25 January 2022|website=日経クロステック（xTECH）|date=29 October 2021 |language=ja}}

File:Construction of Chūō Shinkansen Shinagawa exit 2019-07 01.jpg in 2019]]

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The line will run between Tokyo and Nagoya, with plans for an extension to Osaka. Its initial section is between Shinagawa Station in Tokyo and Nagoya Station in Nagoya, with stations in Sagamihara, Kōfu, Iida, and Nakatsugawa.{{cite web|title=中央新幹線（東京都・名古屋市間）計画段階環境配慮書の公表について|url=http://company.jr-central.co.jp/company/others/_pdf/info_25.pdf|publisher=Central Japan Railway Company|access-date=8 July 2013|url-status=dead|archive-url=https://web.archive.org/web/20110613035129/http://company.jr-central.co.jp/company/others/_pdf/info_25.pdf|archive-date=13 June 2011}}

The line has one station for each prefecture it passes through, except for Shizuoka. The line is expected to connect Tokyo and Nagoya in 40 minutes, and eventually Tokyo and Osaka in 67 minutes, running at a maximum speed of {{Convert|500|km/h|mph|abbr=on|sigfig=3}}.Kyodo News, "JR Tokai to list sites for maglev stations in June", The Japan Times, 2 June 2011, p. 9.

About 90% of the {{Convert|286|km|mi|adj=on|sp=us}} line to Nagoya will be in tunnels,{{cite magazine|last1=Smith|first1=Kevin|title=JR Central starts construction on Chuo maglev|url=http://www.railjournal.com/index.php/high-speed/jr-central-starts-construction-on-chuo-maglev.html?channel=523|access-date=2 January 2015|magazine=International Railway Journal|date=18 December 2014|quote=Major construction on the 286km line, 90% of which will be underground or through tunnels, is set to begin in 2015 and the project is due to be completed in 2027.|archive-date=22 December 2014|archive-url=https://web.archive.org/web/20141222074212/http://www.railjournal.com/index.php/high-speed/jr-central-starts-construction-on-chuo-maglev.html?channel=523|url-status=live}} with a minimum curve radius of {{cvt|8000|m}} and a maximum grade of 4% (1 in 25).

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{{main|SCMaglev}}

The Chūō Shinkansen will employ the SCMaglev technology, a maglev (magnetic levitation train) system developed by JR Central. The levitating force is generated between superconducting magnets on the trains and coils on the track.{{cite web|last1=Uno|first1=Mamoru|title=Chuo Shinkansen Project Using Superconducting Maglev System|url=http://www.ejrcf.or.jp/jrtr/jrtr68/pdf/14-25.pdf|access-date=5 March 2018|publisher=Japan Railway & Transport Review|archive-date=5 March 2018|archive-url=https://web.archive.org/web/20180305202656/http://www.ejrcf.or.jp/jrtr/jrtr68/pdf/14-25.pdf|url-status=live}}

The absence of wheel friction allows higher speed and higher acceleration and deceleration than conventional high-speed rail.

File:JR Maglev-Drive.png

The superconducting coils use Niobium–titanium alloy cooled to a temperature of {{convert|-269|C|K F|sigfig=3}} with liquid helium. Magnetic coils are used both for levitation and propulsion. The trains are accelerated by alternating currents on the ground producing attraction and repulsion forces with the coils on the train. The levitation and guidance system, working with the same principle, ensures that the train is elevated and centered in the track.

In 2018, a scientific comparison of the energy consumption of SCMaglev, Transrapid and conventional high-speed trains was conducted. The energy consumption per square meter of usable area was examined in relation to speed.{{cite web|date=2018|title=Energy Consumption of Track-Based High-Speed Transportation Systems: Maglev Technologies in Comparison with Steel-Wheel-Rail|url=https://www.researchgate.net/publication/328733747|url-status=live|archive-url=https://web.archive.org/web/20210714093419/https://www.researchgate.net/profile/Johannes-Kluehspies/publication/328733747_Energy_Consumption_of_Track-Based_High-Speed_Transportation_Systems_Maglev_Technologies_in_Comparison_with_Steel-Wheel-Rail/links/5bdf458aa6fdcc3a8dbec91b/Energy-Consumption-of-Track-Based-High-Speed-Transportation-Systems-Maglev-Technologies-in-Comparison-with-Steel-Wheel-Rail.pdf|archive-date=14 July 2021}} The results show that there are only minor differences at speeds of 200 km/h and above. However, maglevs can reach much higher speeds than conventional trains. Conventional trains, on the other hand, require less energy at slow speeds, with this advantage shrinking or even slightly reversing during high-speed operation. As the Chūō Shinkansen mostly runs in tunnels, air resistance will be much higher than for most high-speed railways, significantly increasing energy consumption.

During normal operating conditions, the energy consumption of the L0 series between Tokyo and Osaka is estimated at 90-100 Wh/seat-km. For comparison, the conventional N700-series train operating on the fastest service-pattern on the existing line between Tokyo and Osaka has an estimated energy consumption of 70 Wh/seat-km.

Despite this increase, the L0 series still consumes much less energy than even the most efficient short/medium-haul modern passenger aircraft. For instance, the Airbus A319neo uses ~209 Wh/seat-km over a distance of 1,900 km. This figure would presumably be even higher for very short flights such as Tokyo-Nagoya, with much less time spent cruising.{{Cite web|url=https://leehamnews.com/2015/02/25/cs300-first-flight-wednesday-direct-challenge-to-737-7-and-a319neo/|title=CS300 first flight Wednesday, direct challenge to 737-7 and A319neo|date=25 February 2015|website=Leeham News and Analysis|language=en-US|access-date=14 March 2019|archive-date=22 March 2021|archive-url=https://web.archive.org/web/20210322161227/https://leehamnews.com/2015/02/25/cs300-first-flight-wednesday-direct-challenge-to-737-7-and-a319neo/|url-status=live}}

Moreover, the operation of the L0 series maglev train is completely electric, making it easier to transition to low-carbon energy sources.

File:L0-950.jpg

On 2 December 2003, MLX01, a three-car train set a world record speed of {{Convert|581|km/h|mph|abbr=on}} in a manned run. On 16 November 2004, it also set a world record for two trains passing each other at a combined speed of {{Convert|1026|km/h|mph|abbr=on}}.

On 26 October 2010, JR Central announced a new train type, the L0 Series, for commercial operation at {{Convert|505|km/h|mph|abbr=on}}.http://www.mlit.go.jp/common/000145486.pdf {{Webarchive|url=https://web.archive.org/web/20160429070414/http://www.mlit.go.jp/common/000145486.pdf |date=29 April 2016 }} {{Bare URL PDF|date=March 2022}} It set a world record speed for a manned train of {{Convert|603|km/h|mph|abbr=on}} on 21 April 2015.{{cite web|url= https://www.theguardian.com/world/2015/apr/21/japans-maglev-train-notches-up-new-world-speed-record-in-test-run|title= Japan's maglev train breaks world speed record with 600km/h test run|date= 21 April 2015|work= The Guardian|publisher= Guardian News and Media Limited|location= United Kingdom|access-date= 21 April 2015|archive-date= 18 June 2022|archive-url= https://web.archive.org/web/20220618083538/https://www.theguardian.com/world/2015/apr/21/japans-maglev-train-notches-up-new-world-speed-record-in-test-run|url-status= live}}

On 26 March 2020, the Improved L0 Series started operations on the test track. It represents the completion of 80–90% of the design goals for the final train, and is the first to draw power from the track. Previous models used on-board gas generators.

{{commons category}}

• Shinkansen
• Aérotrain
• Shanghai maglev train
• List of railway test tracks

{{Reflist}}

• [https://web.archive.org/web/20130524183740/http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2012-05.pdf JR Central information about the Chuo Shinkansen] {{Webarchive|url=https://web.archive.org/web/20130524183740/http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2012-05.pdf |date=24 May 2013 }}
• [http://linear.jr-central.co.jp/ JR Central's website for the Linear-Express service] {{in lang|ja}}
• [http://www.linear-chuo-shinkansen-cpf.gr.jp/ Linear Chuo Express] {{in lang|ja}}
• [http://www.scmaglev.com SCMAGLEV Website] {{Webarchive|url=https://web.archive.org/web/20181129195704/http://www.scmaglev.com/ |date=29 November 2018 }}
• [https://www.maglevboard.net/en/pics/jr-maglev SCMaglev at International Maglev Board ] {{Webarchive|url=https://web.archive.org/web/20201205213037/https://www.maglevboard.net/en/pics/jr-maglev |date=5 December 2020 }}

{{shinkansen}}

{{JR}}{{Tokyo transit}}{{Osaka transit}}{{Maglev}}

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Category:High-speed railway lines in Japan

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