Japan Communist Party calls for cancellation of the Linear Central Shinkansen

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Japan Communist Party calls for cancellation of the Linear Central Shinkansen

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Translation of a Statement of the Communist party Japan.
October 07, 2021
Japan Communist Party Diet Members' Project Team for the Central Linear Railway Project

Translation:

Proposal for a decision to cancel the Linear-Motorway Central Shinkansen construction project

 After the approval of the construction plan in October 2014, the construction of the Central Linear Railway Shinkansen project has been underway, but serious problems have been revealed one after another, and a drastic review of the project is required. We are facing a situation where the necessity and continuity of the linear project is being questioned due to changes in the situation such as the spread of a new corona infection, the increasingly serious climate crisis, and the expansion of the linear construction cost of about 1.5 trillion yen. The construction of the Shizuoka section of the Minami-Alps Tunnel has not started due to the Oigawa River flood problem, and the opening in 2027 has to be postponed. There have also been life-threatening and safety-threatening incidents such as the Chofu cave-in during the construction of the deep underground tunnel on the Outer Ring Road, and the mudslide on Mt.

 Once again, we recommend that you make a decision to cancel the construction project of the Central Linear Railway.
The necessity of the linear line is being questioned by the climate crisis and the corona disaster.

 There is a growing awareness that the Central Linear Railway project must not proceed.

 One issue is the climate crisis that is becoming a major problem in many parts of the world. It is an urgent issue to solve the climate crisis such as global warming. In order to shorten the distance between Tokyo and Osaka by about one and a half hours compared to the existing Shinkansen line, it is said to consume four times as much electricity. There is no need for a linear central bullet train, which would go against serious efforts to overcome the climate crisis and waste enormous amounts of energy. We should strengthen support for regional public transportation that prioritizes decarbonization and the environment.

 Another issue is the spread of new coronary infections. As a result of the new coronary disease, there has been a major change in the way people live and work, with the spread of telework and other forms of work, and there are widespread calls for a shift from a society that places absolute importance on high-speed transportation to one that is more relaxed. With the opening of the Linear-Motorway Central Shinkansen, it was widely advertised that commuting and business trips between the three major cities would become faster and more convenient, but as remote dialogue and other forms of communication have spread, the need for business trips using high-speed rail has decreased. However, with the spread of remote dialogues and other services, the need for business trips using high-speed rail is decreasing, and there are indications that this trend will not change in the future. With the corona disaster, the social premise that the Linear Central Shinkansen is necessary is collapsing.

 Originally, the Linear Central Shinkansen was positioned as a "national project" during the Abe administration, and the project was promoted as the "core" of the Super Megaregion (megalopolis) concept. The new corona disaster has brought a renewed awareness of the need to correct the concentration of people in Tokyo, but this plan is designed to move and concentrate people, goods, money, and information into a megalopolis, thereby accelerating the depopulation and decline of rural areas. I have to say that it has already failed.

 We call for a decision to stop the construction of the Linear Central Shinkansen, a project that has little necessity.
2. 1.5 trillion yen expansion of the construction cost of the linear line, and worsening transportation profits due to the Corona disaster

 Review and announce the certainty of reimbursement of 3 trillion yen, reassess the project and disclose information.

 The spread of the new corona infection has affected the profitability of the Central Japan Railway Company (JR Central) due to a decline in demand for transportation and tourism, and the continuity of the Linear Central Shinkansen construction project has also been called into question.

 The total construction cost for the line between Shinagawa and Nagoya has been increased by 1.52 trillion yen to 7.04 trillion yen, and we are now facing an untenable situation where even the redemption of the 3 trillion yen FILP fund is in jeopardy. The 3 trillion yen was originally provided on the assumption that the construction cost of the line between Shinagawa and Nagoya would be 5.52 trillion yen, and that JR Tokai would be able to repay the loan without fail.

 JR Tokai itself has admitted that the Linear-Magnet Central Shinkansen project is not profitable on its own. According to JR Tokai's consolidated financial results for the fiscal year ended March 31, 2021, the company posted a loss of 201.5 billion yen. Sales are down 55% from the previous year, and transportation volume is down 66%. There is a possibility that usage will not increase in the future.

 If the project is allowed to continue, the construction cost will inevitably increase further. There is a risk that the burden on the people will increase with the further injection of public funds.

 A third party should conduct a rigorous review of the certainty of reimbursement of FILP funds, and the results should be made public.

 It has been seven years since the approval of the implementation plan for the construction of the Linear-Motorway Central Shinkansen, but the government has not disclosed information on individual construction costs, citing the fact that it is a private-sector project, and has not re-evaluated the project even when construction costs have increased. If it were a public project, information on construction costs would be disclosed, the project would be reevaluated every three to five years under the project evaluation system, and a cost-benefit analysis evaluation (B/C) would be conducted to review the project plan, including cancellation.

 The Minister of Land, Infrastructure, Transport and Tourism has the responsibility of approving the construction implementation plan for the linear construction project. In order to fulfill this responsibility, the project should be positioned as a public project and information should be disclosed. The project should be re-evaluated in a scientific and fair manner. Then, we should take steps to cancel the construction approval.
Freeze and stop the construction of the Minami-Alps Tunnel. ---- Returning all spring water is technically impossible.

 Make the experts' meetings fair and neutral, fully open the meetings to the public, and disclose data and other information.

 It is technically impossible to return all of the spring water flowing into the Oi River due to the construction of the South Alps Tunnel in the Shizuoka construction area of the Central Linear Shinkansen line. The construction of the Minami-Alps Tunnel, which will cause tremendous environmental damage to the UNESCO Eco Park and Minami-Alps National Park, which are assets of the people, and their surroundings, and deprive the residents of the Oigawa River basin of the "water of life," should be frozen and stopped.

 The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has taken a stance lacking in impartiality and neutrality by not fully disclosing the meeting of experts, which was set up to conduct scientific verification, and accepting the arguments of JR Tokai. The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) should be fair and neutral, and should fully disclose the meetings and data.

 Spring water and groundwater are "common property of the people," and private companies such as JR Tokai should not be allowed to drain or reduce water to other prefectures without permission. We call for the promotion of groundwater conservation ordinances that regulate the outflow of groundwater due to tunnel construction, etc., and the consideration of the enactment of a nationwide "Groundwater Conservation Law.
4. Take a lesson from the Chofu cave-in accident on the Outer Ring Road and stop the construction of the deep underground tunnel.

 Resumption of construction without safety assurance is unacceptable. Revoke the approval for the use of the deep underground tunnel. 

 In October 2008, a tunnel tunnel under the Tokyo Outer Ring Road caved in and hollowed out a residential area in Chofu City, demonstrating the collapse of the "safety myth" of deep underground tunnel construction, which claims that there will be no impact on the ground.

 The cause of the accident should be thoroughly investigated, including not only the cave-ins and cave-outs, but also noise and vibration, and compensation for the victims should be made in good faith, including allowing collective negotiations.

 The Central Japan Railway Company (JR Central) is now constructing a 50km deep underground tunnel using shield tunneling method, and in response to the accident at the Outer Ring Road, the company has decided to conduct a house survey, which it had previously refused to do. However, the preliminary ground survey is still inadequate, the shield construction method has not been changed, and the tunnel will be operated at night, which had been stopped for the outer ring road to cope with noise.

 It is unacceptable to start construction of the deep underground tunnel without ensuring safety. It should be stopped at once.

 With regard to the construction of underground tunnels in residential areas, we should consider laws and regulations that ensure safety, regulate underground development activities, and compensate landowners.

 The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) is also responsible for easily approving the use of deep underground tunnels. The approval should be revoked.

 In addition, the Deep Underground Act infringes on the rights of landowners by eliminating the need for their consent and compensation. It should be abolished once and for all. 5.
Take a lesson from the mudslide in the Atami area, conduct a comprehensive inspection of the disposal plan for the residual soil from the linear system, and review the plan.

 If the final disposal site has not yet been determined, the construction should not be allowed to start.

 The massive mudslide that occurred in July 2021 in Atami City, Shizuoka Prefecture, caused about 50,000 m3 of earth and sand to collapse due to heavy rain, resulting in tremendous damage.

 The construction of tunnels for the Central Linear Railway (Shinkansen) will generate an enormous amount of residual soil, approximately 56.8 million m3 between Shinagawa and Nagoya alone. For the Minami-Alps tunnel construction, a total of 3.6 million m3 of residual soil is planned to be disposed of on the Tsubamizawa riverbed near the headwaters of the Oigawa River, 600 meters north to south and 70 meters high. As the ground is prone to frequent collapses, a large-scale collapse could lead to a catastrophe. Residents have pointed out the danger of collapses in other areas as well.

 Due to climate change, torrential rains and typhoons are becoming more intense and frequent, and the existing plan for disposal of the remaining soil is insufficient to ensure safety. If the plan is inadequate to ensure safety, the disposal site should be changed, reduced or removed.

 We also call for the disclosure of all information on the disposal of residual soil containing toxic substances and uranium that exceed standard values.

 In addition, more than 30% (17 million m3) of the waste soil has yet to be determined for use. If the final disposal site is still undecided, the government should consider the rules for disposal of residual soil, such as not allowing construction to start or continue.

 In the case of the mudslide in Atami, it has been pointed out that most of the earth and sand that collapsed was left over soil mixed with industrial waste that had been improperly filled in.

 This is a case where the primary responsibility lies with the operator or owner of the soil and sand, but the responsibility of the government is also inescapable. The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) and the rest of the government have been neglecting the request for legislation, and their inaction cannot be overlooked.

 The government should conduct a comprehensive inspection of the disposal of construction overburden, regulate the use of fill, and legislate a system in which the construction contractor is responsible for the disposal of the overburden.


Source: https://www.jcp.or.jp/web_policy/2021/10/post-889.html Accessed: 2021-10-08

Original:

リニア中央新幹線建設事業の中止を決断することを求める提言

2021年10月07日
日本共産党国会議員団 リニア中央新幹線問題プロジェクトチーム

 2014年10月工事実施計画の認可をうけ、工事がすすめられているリニア中央新幹線建設事業は、重大な問題点が次々と明らかになり、事業の抜本的見直しが求められる事態になっています。新型コロナ感染症の拡大やますます深刻化する気候危機などの情勢変化、約1.5兆円のリニア工事費の膨張など、リニア事業の必要性や継続が問われる事態に直面しています。大井川減水問題で南アルプストンネル静岡工区の工事が未着工となり、2027年開業は先送りせざるを得なくなりました。工事をめぐり、外環道の大深度地下トンネル工事での調布陥没空洞事故、豪雨により盛り土が崩落した熱海市伊豆山土石流被害など命と安全にかかわる事態も発生しました。

 改めて、リニア中央新幹線建設事業の中止を決断することを提言します。
1.気候危機、コロナ禍で問われるリニアの必要性 リニア新幹線建設を中止する決断を

 リニア中央新幹線事業を進めてはならないとの認識がいっそう広がっています。

 ひとつは、世界各地で大問題となっている気候危機の問題です。地球温暖化など気候危機の打開はまったなしの課題です。リニア中央新幹線は、既存の新幹線と比較して、東京~大阪間を約1時間半短縮するために、4倍もの電力を消費すると言われています。気候危機打開の真剣な取組に逆行し、莫大なエネルギーを浪費するリニア中央新幹線は必要ありません。脱炭素や環境優先の地域公共交通への支援を強めるべきです。

 もう一つは、新型コロナ感染症の拡大です。新型コロナ禍では、人の移動の抑制により、テレワーク等の普及で住まい方、働き方にも大きな変化が現れ、高速移動手段を絶対視する社会から、ゆとりを持った社会への転換を求める声が広がっています。リニア中央新幹線の開通で、3大都市間の通勤や出張が早くて便利になると盛んに宣伝していましたが、リモート対話などが広がり、高速鉄道を使った出張等のニーズは減っています。今後もこの傾向は変わらないとの指摘もあります。コロナ禍で、リニア中央新幹線を必要とする社会的前提が崩れています。

 もともと、リニア中央新幹線は、安倍政権時に「国家プロジェクト」に位置付けられ、スーパー・メガリージョン(巨大都市圏)構想の“核”として事業がすすめられてきました。新型コロナ禍で、東京一極集中の是正が再認識されていますが、この構想は、巨大都市圏にヒト、モノ、カネ、情報を移動・集中させ、地方の過疎・衰退を加速させるものです。すでに破たんしていると言わざるを得ません。

 必要性の乏しいリニア中央新幹線建設事業の中止を決断することを求めます。
2.リニア工事費約1・5兆円膨張、コロナ禍で運輸収益悪化

 3兆円の償還確実性の審査・公表を 事業再評価や情報開示を 工事認可の取り消しに踏み出す

 新型コロナ感染症の拡大は、交通・観光需要の減少によるJR東海の収益悪化に影響し、リニア中央新幹線建設事業の継続性が問われる事態にもなっています。

 品川~名古屋間の総工事費が1.52兆円増額され7.04兆円になりました。3兆円の財政投融資資金の償還さえ危うい抜き差しならない事態に直面しています。もともと、この3兆円は、品川~名古屋間の工事費が5.52兆円であることを前提に、JR東海が借入金を確実に返済できる額として融資されたものです。

 リニア中央新幹線事業は単独では採算が取れないとJR東海自身が認めています。建設工事費の返済は、東海道新幹線の年3,000億円規模の巨額の安定収益を前提としていますが、この目論見もコロナ禍で崩れ去っています。2021年3月期のJR東海の連結決算によると最終損益が2,015億円の赤字です。売上高も前期の55%減、輸送量も66%減です。今後も利用が伸びない可能性があります。

 事業を継続させれば、さらに工事費が膨張することはさけられません。更なる公的資金の投入など国民負担を増大させる恐れがあります。

 財政投融資資金の償還確実性を第三者によって厳密に審査させ、結果を公表させるべきです。

 リニア中央新幹線建設事業は、工事実施計画の認可から7年になりますが、民間工事を理由に、個々の工事費の情報開示もせず、工事費が膨らんでも事業再評価もしていません。公共事業ならば、工事費が情報開示され、事業評価制度により3~5年毎の再評価が義務付けられ、費用対効果分析評価(B/C)などを実施し、中止を含めた事業計画の見直しが行われます。

 国土交通大臣には、リニア建設事業の工事実施計画を認可した責任があります。その責任を果たすためにも、公共事業と位置付け、情報開示させるべきです。科学的で公正公平な立場で、事業再評価を実施すべきです。そして、工事認可の取り消しに踏み出すべきです。
3.南アルプストンネル工事は凍結・中止を----湧水の全量戻しは、技術的にも不可能

 有識者会議等を公平・中立なものとし、会議の全面公開、データ等の情報開示を

 リニア中央新幹線静岡工区、南アルプストンネル工事により、大井川に流れ込む湧水の減水、地下水位の低下は避けられません。JR東海による南アルプスの地質の特質を軽視した提案では、静岡県が求める流出する湧水を全量戻すことは、技術的にもほぼ不可能です。国民の財産、ユネスコエコパークや南アルプス国立公園、その周辺に甚大な環境破壊を引き起こし、大井川流域住民の「命の水」を奪う南アルプストンネル工事は凍結・中止すべきです。

 国土交通省は、科学的検証をすると立ち上げた有識者会議を全面公開せず、JR東海の言い分を認めるなど公平・中立性に欠ける態度をとっています。国土交通省は公正中立な立場で、会議の全面公開やデータ等の情報開示を徹底すべきです。

 なお、湧水や地下水は「国民共有の財産」であり、JR東海という私企業が勝手に他県に流出、減水していいはずはありません。トンネル工事等による地下水の流出等を規制する地下水保全条例を促進し、全国レベルの「地下水保全法」の制定を検討することを求めます。
4.外環道調布陥没空洞事故を教訓に リニア大深度地下トンネル工事はいったん中止を

 安全確保ないままの再開、着工は認められない 大深度地下の使用認可を取り消すこと 

 20年10月、東京外環道トンネル工事中に起きた調布市住宅地の陥没・空洞化等事故は、「地上への影響は生じない」とする大深度地下トンネル工事の「安全神話」が崩壊したことを示しました。

 事故原因について、陥没・空洞事故のみならず、騒音、振動なども含め徹底究明し、被害者への補償は集団交渉も認めるなど誠実に行うべきです。

 リニア中央新幹線もシールド工法による大深度地下トンネル工事を約50kmにわたってすすめようとしています。JR東海は、外環道の陥没・空洞事故を受け、これまで実施しないとしていた事前の家屋調査を実施することにしました。しかし、事前の地盤調査は不十分なままで、シールド工法は変えず、騒音等に対応するため外環道では止めていた夜中も稼働させるなど安全が確保できるとは到底言えないものです。

 大深度地下トンネル工事の安全が確保されないままの工事の着工は認められません。いったん中止すべきです。

 住宅地の地下トンネル工事について、安全確保と地下開発行為の規制、地権者への補償などに関する法令を検討すべきです。

 また、大深度地下使用を安易に認めた国土交通省の責任も重大です。使用認可を取り消すべきです。

 なお、大深度地下法は、地権者の同意や補償を不要にし、権利を侵害するものです。きっぱり廃止すべきです。
5.熱海土石流被害を教訓に、リニア残土の処理計画を総点検し、計画見直しを

 最終処分地未確定の場合には、工事着工を認めないなど残土処理ルールを

 2021年7月に発生した静岡県熱海市伊豆山の大規模土石流は、大雨により約5万㎥の土砂が崩落し、甚大な被害を及ぼしました。

 リニア中央新幹線のトンネル工事等では、品川~名古屋間だけでも約5,680万㎥もの膨大な建設残土が発生します。南アルプストンネル工事では、大井川源流部に近い燕沢河川敷に南北600m、高さ70m規模、総量360万㎥の残土処分が計画されています。たびたび崩落が起きる地盤であるため、大規模崩壊が起これば大惨事につながりかねません。他の地域でも、崩落などの危険性を住民が指摘しています。

 気候変動により豪雨・台風が、激甚化・頻発化しており、これまでの残土処理計画では安全確保は不十分です。リニア残土の処理計画を仮置き場も含め総点検し、安全確保が不十分な場合、処分地の変更や縮小・撤去など計画を見直すべきです。

 基準値を超える有害物質やウランを含む残土の処理についても全情報の開示を求めます。

 また、発生土活用先は、まだ3割(1,700万㎥)以上決まっていません。最終処分地が未確定の場合には、工事の着工や継続を認めないなど残土処理ルールを検討すべきです。

 なお、熱海土石流被害は、崩落した土砂のほとんどが不適切に盛り土された産廃まじりの残土で「人災」だと指摘されています。

 土砂の管理者である事業者、所有者が第一義的に責任を負うべき事案ですが、行政の責任も免れません。法制化の要望を放置してきた国土交通省をはじめ国の不作為責任は看過できません。

 国として、建設残土の処理状況の総点検をすすめ、盛り土の規制、工事発注者が残土処理に最後まで責任を持つ制度の法制化に取り組むべきです。
Source: https://www.jcp.or.jp/web_policy/2021/10/post-889.html Accessed: 2021-10-08
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