[JP] Linear Maglev Extension Route: Kyoto or Nara?

[Miss Maglev]

リニア大阪延伸で静岡の次の火種は古都バトル　貫くか奈良ルート、世界の京都と続く綱引き

In the context of the extension of the Linear Osaka line, the next focal point in Shizuoka seems to revolve around the ancient capital battle: whether to adhere to the Nara route or continue the tug-of-war with the world-renowned Kyoto.


The government is currently adjusting to explicitly state the opening date as "the 19th year of Reiwa (2037)," thirteen years from now, in the "robust policy" guidelines for economic and fiscal management to be decided at the Cabinet meeting in June. While the resignation of the Shizuoka governor who opposed the construction of the Shizuoka section is expected to boost progress, the details of the route west of Nagoya have not been finalized. Disruptions in Kansai's plans to attract stations are also causing setbacks, posing numerous challenges to achieving the set goals.

JR Tokai had planned to open the Shinagawa-Nagoya section in the 9th year of Reiwa (2027). However, Governor Heita Kawakatsu of Shizuoka Prefecture refused to allow the start of construction in the Shizuoka section, citing concerns such as reduced flow in the Oi River due to construction, forcing a postponement. However, Governor Kawakatsu announced his resignation with remarks that could be interpreted as discriminatory, and the gubernatorial election to be announced on the 9th of this month has made the Linear issue a key point, raising expectations for construction after the election.

However, railroad analyst Reizo Kawashima points out, "While it is technically possible to open in Osaka thirteen years from now, it won't be easy." To bring forward the opening of Linear Osaka by a maximum of eight years to the 19th year of Reiwa, the government provided JR Tokai with three trillion yen in fiscal loans in Heisei 28-29, but such public funding may invite political intervention in route decisions, raising concerns about affecting the opening date.

The route west of Nagoya is planned to extend from "near Nara City" to Osaka, but details have not been finalized. Kyoto, which aims to attract stations, openly opposes the "Nara route," arguing that bypassing Kyoto, a destination visited by people from around the world, would be a significant loss.

The construction cost between Shinagawa and Nagoya has ballooned from the initial approximately 5.5 trillion yen to about 7 trillion yen due to factors such as dealing with difficult construction. Amidst further inflation in labor costs and construction materials due to the Russia-Ukraine conflict and the yen's depreciation, if the Kansai side's coordination is significantly disrupted, it could adversely affect the opening of Osaka.

JR Tokai began environmental impact assessments necessary for determining the location of station construction positions last December. It started drilling surveys to investigate geological conditions in both Mie and Nara Prefectures. On the other hand, Kyoto City abolished its "Linear Attraction Promotion Office," established in Heisei 26, as of April 1 this year. However, the personnel remain in place, and the stance seeking attraction remains unchanged.

Kawashima says, "The opening of Osaka in the 19th year of Reiwa depends on whether JR Tokai will stick to the current 'Nara route' without succumbing to pressure."

Source Translated Japanese Media news. The information is based on an article of Daishiro Okajima in https://www.sankei.com/article/20240505 ... RQCIDDXCI/ Accessed: 2025-05-05