The Chuo Shinkansen maglev is intended not only to connect the three major metropolitan regions of Tokyo, Nagoya, and Osaka, but also to serve as an alternative route if the Tokaido Shinkansen is disrupted by an earthquake, typhoon, or other disaster.
This article examines the dispute over the Southern Alps tunnel construction in Shizuoka Prefecture and argues for realistic negotiations that reconcile environmental protection, regional development, compensation for local communities, and the early opening of this vital national infrastructure.

July 14, 2020
The following is based on a Sankei Shimbun editorial published under the title “Is Opposition the Governor’s Only Job?”
Construction of the Chuo Shinkansen maglev by Central Japan Railway Company, commonly known as JR Central, had been delayed, making it increasingly likely that the planned 2027 opening of the section between Shinagawa in Tokyo and Nagoya would be postponed.
A meeting between Shizuoka Governor Heita Kawakatsu, who was concerned about the environmental effects of construction within Shizuoka Prefecture, and JR Central President Shin Kaneko, who sought an early start to the work, ended without an agreement.
On July 3, Shizuoka Prefecture formally notified the company in writing that it would not permit construction work to begin.
【Opening Quotation】
Its role as an alternative route in preparation for damage to the Tokaido Shinkansen caused by earthquakes, typhoons, or other disasters is also important.
A delay in the opening of infrastructure of such importance would have serious consequences for the nation as a whole.
【English Translation】
The Chuo Shinkansen maglev is positioned as a new transportation artery connecting the three major metropolitan regions of Tokyo, Nagoya, and Osaka.
It also has an important role as an alternative route in the event that the Tokaido Shinkansen is damaged or disrupted by an earthquake, typhoon, or other disaster.
A delay in the opening of infrastructure of such national importance would have serious consequences for the country as a whole.
Since negotiations between the two sides have reached a deadlock, the national government and JR Central should present a compromise that reconciles environmental protection with an early opening.
Governor Kawakatsu should also approach the negotiations from a broader perspective and cooperate in efforts to achieve an early opening.
During their meeting, President Kaneko requested permission to begin preparatory work within Shizuoka Prefecture, but Governor Kawakatsu refused.
Following the written rejection, JR Central was forced to reconsider the planned opening date of the Chuo Shinkansen maglev.
The main focus of the dispute is the construction of an underground tunnel through the Southern Alps.
There are concerns that the work could reduce the volume of water in the Oi River and adversely affect communities downstream.
JR Central maintains that it will minimize the environmental impact, but Governor Kawakatsu remains unconvinced and has continued to withhold approval for the construction.
Environmental protection is, of course, important.
A panel of experts established by the Ministry of Land, Infrastructure, Transport and Tourism was examining the possible effects of the construction on the flow of the Oi River.
That examination should be accelerated.
JR Central must present specific measures to reduce the environmental impact.
No new station for the Chuo Shinkansen maglev is to be built within Shizuoka Prefecture, meaning that the prefecture would receive relatively few direct economic benefits from the project.
That circumstance cannot be ignored.
JR Central should therefore consider realistic measures to obtain local cooperation, including a certain level of compensation in the name of environmental protection and regional development.
The total construction cost of the Shinagawa–Nagoya section was estimated at approximately 5.5 trillion yen.
If construction costs increased because of delays, the eventual burden on passengers would also become heavier.
Urban development in Nagoya was already proceeding on the assumption that the line would open in 2027.
A major delay in the opening would be undesirable.
Governor Kawakatsu should therefore state the specific conditions under which he would permit the construction to proceed.
Merely expressing opposition or environmental concern will not resolve the problem.
Opposition alone is not the role of a governor.
A governor has a responsibility not only to protect the interests of the prefecture’s residents, but also to consider nationally important infrastructure from a broader perspective and work toward a realistic solution.