Chūō Shinkansen

The Chuo Shinkansen ( 中 央 新 幹 線 , Central

Shinkansen) is a Japanese maglev line under Chūō Shinkansen
construction between Tokyo and Nagoya, with plans
for 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. The line is expected to connect Tokyo
and Nagoya in 40 minutes, as well as eventually Tokyo
and Osaka in 67 minutes, running at a maximum speed
of 505 km/h (314 mph). About 90% of the 286-
kilometer (178 mi) line to Nagoya will be tunnels.
An L0 Series maglev undergoing testing on the
The Chuo Shinkansen is the culmination of Japanese Yamanashi Maglev Test Line in 2013
maglev development since the 1970s, a government-
Overview
funded project initiated by Japan Airlines and the
former Japanese National Railways (JNR). Central Native name 中央新幹線
Japan Railway Company (JR Central) now operates Status Under construction
the facilities and research. The line is intended to be
Owner JR Central
built by extending and incorporating the existing
Yamanashi test track (see below). The trainsets Termini Shinagawa
themselves are popularly known in Japan as linear Shin-Ōsaka
motor car ( リニアモーターカー , rinia mōtā kā), Stations 9
though there have been many technical variations.
Service
Government permission to proceed with construction Type Maglev
was granted on May 27, 2011. Construction of the line,
which is expected to cost over ¥9 trillion, commenced System SCMaglev
in 2014. The start date of commercial service is Rolling stock L0 Series
currently unknown, after Shizuoka Prefecture denied History
permission for construction work on a portion of the
route in June 2020.[1] JR Central had originally aimed Planned Unknown[1]
to begin commercial service between Tokyo and opening Originally 2027 (Tokyo Shinagawa
Nagoya in 2027, with the Nagoya–Osaka section – Nagoya) and 2037 (Nagoya –
planned to be completed as early as 2037. Originally, Shin-Osaka)
the Nagoya-Osaka section was planned to be
Technical
completed as late as 2045, but the date was moved up
following a loan from the Japanese government.[3] Line length 285.6 km (177.5 mi)
(Shinagawa–Nagoya)
42.8 km (26.6 mi) (current test track)

Contents Number of 2
tracks
Development overview
Electrification 33 kV AC,[2] induction
Miyazaki and Yamanashi Test Tracks
Routing Operating 505 km/h (314 mph)
speed
Construction schedule and costs
The Ōi River issue Route map
 Osaka Extension
Route
Technology
Energy consumption
Rolling stock
See also
References
External links

Development overview

Miyazaki and Yamanashi Test Tracks

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 7-
kilometer (4.3 mi) test track for Maglev research and development
was built in Miyazaki Prefecture.[4] As desired results had been
obtained at the (now former) Miyazaki test track, an 18.4 kilometer
test track with tunnels, bridges and slopes was built at a site in A maglev train on the Yamanashi
Yamanashi Prefecture, between Ōtsuki and Tsuru (35.5827°N Test Track, November 2005
138.927°E). 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 have
routinely achieved operating speeds of over 500 km/h (310 mph),
making this an embryonic part of the future Chuo Shinkansen.

The track was extended a further 25 km (16 mi) along the future
route of the Chuo Shinkansen, to bring the combined track length
up to 42.8 km (26.6 mi). Extension and upgrading work was
completed by June 2013, allowing researchers to test sustained top
speed over longer periods.[5][6] The first tests covering this longer
track took place in August 2013.[7][8] JR Central began offering Yamanashi Test Track viaduct under
public train rides at 500 km/h on the Yamanashi test track, via a construction in the city of Fuefuki in
lottery selection, in 2014.[9] The train has the world record for the Kofu Basin, July 2011
fastest manned train on this track.

Routing

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 8,000 m (26,000 ft), and a maximum gradient of 4%. This is significantly 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.[10] 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.[11]

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.[12]

Summary of the plans considered (Plan C was chosen)

Distance from Construction costs Shortest journey

Route between Tokyo (km) (JPY) from Tokyo time from Tokyo
Plan
Kofu and
name to to to to to
Nakatsugawa to Osaka
Nagoya Osaka Nagoya Nagoya Osaka
Plan 5.63 8.98 46 73
via Kiso Valley 334 486
A trillion trillion minutes minutes
Plan via Ina Valley (Chino, 5.74 9.09 47 74
346 498
B Ina, Iida) trillion trillion minutes minutes
Plan under the Japanese 5.10 8.44 40 67
286 438
C Alps and Iida City trillion trillion minutes minutes

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.[13] 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.[14] The Council for
Transport Policy for the Ministry of Land, Infrastructure, Transport and Tourism concluded on October 20,
2010 that Plan C would be most cost-efficient.[15] JR Central announced that one station would be
constructed in each of Yamanashi, Gifu, Nagano, and Kanagawa Prefectures.[16] On 31 October 2014,
Japan's Ministry of Land, Infrastructure, Transport and Tourism approved Plan C for construction.[17]
Construction began on 17 December 2014.[18]

The station in Nagoya was completed in 2016. A skyscraper measuring 220 m (720 ft) 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.[19]

Construction schedule and costs

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,[20] escalated to over 9 trillion yen by 2011.[21] Nevertheless, the company has said it can make a
pretax profit of around 70 billion yen in 2026, when the operating costs stabilize.[22] 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)[23] with some sections at a depth of 40 m (130 ft)
(deep underground) for a total of 100 km (62 mi) in the Tokyo, Nagoya and Osaka areas.
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).[24] 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.[3]

The first major contract announced was for a 7 km (4.3 mi) tunnel
Construction of Chūō Shinkansen
in Yamanashi and Shizuoka prefectures expected to be completed Jinryō Exit, in 2019
in 2025.[25] Construction of a 25 km (16 mi) tunnel under the
southern Japanese Alps commenced on 20 December 2015,
approximately 1,400 m (4,600 ft) below the surface at its deepest point. The tunnel is expected to be
completed in 2025, and upon completion will succeed the 1,300 m (4,300 ft) deep Daishimizu Tunnel on
the Joetsu Shinkansen line as the deepest tunnel in Japan. Construction has also started on the maglev
station at Shinagawa.[26] 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.[27]

The Ōi River issue

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.[28] JR Central has expressed concern
early on that the delay on construction of the only 9 kilometer long
section going through Shizuoka might throw the entire project off
schedule.[29]
Ōi River
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.[1]

The incumbent governor of Shizuoka Prefecture Heita Kawakatsu was reelected in June 2021. His
platform was partially built on continued opposition to construction of the new line barring further
accommodations by JR Central.[30]

Osaka Extension

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.[11]

Route
The line will run between Tokyo and Nagoya, with plans for 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.[31] 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 500 km/h (311 mph).[16]

About 90% of the 286-kilometer (178 mi) line to Nagoya will be tunnels,[32] with a minimum curve radius
of 8,000 m (26,000 ft) and a maximum grade of 4% (1 in 25).
 Chūō Shinkansen route
Distance
Station from
Connections Location Coordinates
name[a] Shinagawa
(km)
JR Central: Tokaido Shinkansen
JR East: Yamanote Line, Keihin-Tohoku Line,
Shinagawa 35°37′50″N
0.0 Tokaido Line, Yokosuka Line, Sobu Line, Tokyo
Station 139°44′28.9″E
Utsunomiya Line, Takasaki Line, Joban Line
Keihin Electric Express Railway: Keikyū Main Line
Sagamihara,
Hashimoto JR East: Yokohama Line, Sagami Line 35°35′35.3″N
Kanagawa
Station Keio Electric Railway: Sagamihara Line 139°20′42.2″E
Prefecture
Yamanashi Kofu,
35°36′19″N
Prefecture Yamanashi 138°33′41.6″E
station Prefecture
Nagano
Iida, Nagano 35°31′36″N
Prefecture JR Central: Iida Line (New Station Planned)
Prefecture 137°51′9.1″E
station
Gifu Nakatsugawa,
35°28′47.2″N
Prefecture JR Central: Chuo Main Line Gifu 137°26′51″E
station Prefecture
JR Central: Tokaido Shinkansen, Tokaido Main
Line, Chuo Main Line, Kansai Main Line
Nagoya Rinkai Rapid Transit: Aonami Line
Nagoya 35°10′19.7″N
285.6 Nagoya Municipal Subway: Higashiyama Line, Nagoya
Station 136°52′52.2″E
Sakura-dori Line
Meitetsu: Nagoya Main Line
Kintetsu Railway: Kintetsu Nagoya Line
Mie Kameyama,
34°51′01.1″N
Prefecture (TBD) Mie 136°27′01.6″E
Station Prefecture
Nara
34°42′38.5″N
Prefecture (TBD) Nara 135°48′37.6″E
Station
JR Central: Tokaido Shinkansen
JR West: Sanyo Shinkansen, Hokuriku Shinkansen
Shin- (planned), JR Kyoto Line, JR Kobe Line, JR
34°44′0.54″N
Osaka 438.0 Takarazuka Line, Osaka Higashi Line, Naniwasuji Osaka 135°30′0.41″E
Station Line (planned)
Hankyu Corporation (planned)
Osaka Municipal Subway: Midosuji Line

a. All names for Prefectural stations are tentative.

Technology
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.[33] The absence of wheel friction allows normal operation at over 500 km/h, and
higher accelerations and deceleration performance compared to conventional high-speed rail.[33] The Chūō
Shinkansen will have a maximum operational speed of 505 km/h (314 mph).
The superconducting coils use Niobium–titanium alloy cooled to a
temperature of −269 °C (4.15 K; −452.20 °F) with liquid
helium.[33] Magnetic coils are used both for levitation and
propulsion. Trains are accelerated by alternating currents on the
ground producing attraction and repulsion forces with the coils on Schematic diagram of propulsion
the train. The levitation and guidance system, working with the concept
same principle, ensures that the train is elevated and centered in the
track.[33]

Energy consumption

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
according to speed.[34] 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 trains. Conventional trains, on the other
hand, require less energy at slow speeds, with this advantage either reversing slightly, or at least shrinking
significantly, in favor of maglevs during high-speed operation. However, as the Chūō Shinkansen mostly
runs in tunnels, air resistance will be much higher than for most high-speed railways, driving up energy
consumption significantly.[34]

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).[34]

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.[35] Moreover, the operation of the L0 series maglev
train is completely electric, making it easier to transition to renewable energy sources.

Rolling stock
On December 2, 2003, MLX01, a three-car train set a world
record speed of 581 km/h (361 mph) in a manned vehicle run. On
November 16, 2004, it also set a world record for two trains
passing each other at a combined speed of 1,026 km/h (638 mph).

On October 26, 2010, JR Central announced a new train type, the

L0 Series, for commercial operation at 505 km/h (314 mph).[36]
This model set a world record speed for a manned train of Improved L0 Series maglev train in
603 km/h (375 mph) on 21 April 2015.[37] August 2020

On March 26, 2020, the Improved L0 Series started operations on

the test track. This model represents the completion of around 80–90% of the design goals for the final
train, and is the first to draw power from the track. Previous models used an on-board gas generator.

See also
Transrapid
 Aérotrain
High-speed rail
Shinkansen
List of railway test tracks

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External links
JR Central information about the Chuo Shinkansen (http://english.jr-central.co.jp/company/ir/
annualreport/_pdf/annualreport2012-05.pdf)
JR Central's website for the Linear-Express service (http://linear.jr-central.co.jp/) (in
Japanese)
Linear Chuo Express (http://www.linear-chuo-shinkansen-cpf.gr.jp/) (in Japanese)
SCMAGLEV Website (http://www.scmaglev.com)
SCMaglev at International Maglev Board (https://www.maglevboard.net/en/pics/jr-maglev)

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