Japan is once again at the forefront of global rail transport with a high-speed project that promises to change the way people travel between large cities, using magnetic levitation technology and an investment of historic scale. At stake is the future SCMaglev bullet train, designed to connect Tokyo to the center of the country in times never seen before.
This is the Chuo Shinkansen, a new railway line based on superconducting magnetic levitation that should connect Tokyo, Nagoya and Osaka, designed to operate at speeds exceeding 500 km/h. The project is led by JR Central and represents one of the largest railway engineering works ever planned in the country, according to the Japanese Ministry of Transport (MLIT).
Japan and the tradition of bullet trains
Since the first Shinkansen came into operation in 1964, Japan has built a global reputation based on the reliability, safety and innovation of its high-speed trains. Over the decades, the Japanese railway system has stood out for its extreme punctuality and a safety record without fatalities in operational accidents.
This accumulated experience now serves as the basis for the Chuo Shinkansen, which goes beyond the traditional train model on rails, investing in a radically different technology, developed and tested over several years.
The new SCMaglev system uses superconducting magnets that allow the train to float a few centimeters above the track, eliminating friction between wheels and rails. Propulsion is carried out using linear motors, which reduces mechanical wear and allows very high speeds to be maintained in a stable manner.
The rolling stock planned for commercial service is the L0 Series, which has already made history by reaching 603 km/h during tests on the Yamanashi experimental track, establishing an absolute world record for railway speed, according to the same source.
In commercial operation, the maximum speed predicted for the bullet train is around 500 to 505 km/h. With these values, the journey between Shinagawa, in Tokyo, and Nagoya should take around 40 minutes, while the connection to Osaka could take approximately 67 minutes.
These times place the train as a direct alternative to domestic air transport, especially on medium-distance trips, reducing trips to airports and waiting times.
An underground work of enormous complexity
One of the most striking aspects of the Chuo Shinkansen is its engineering. Around 86% of the route between Tokyo and Nagoya will be built in tunnels, many of them long, crossing mountainous areas and geologically sensitive areas.
This option aims to minimize the impact on the surface, but significantly increases the technical complexity of the work, requiring advanced solutions in terms of excavation, ventilation and seismic safety.
Environmental issue that continues to slow down the calendar
The biggest obstacle to the progress of the project is in Shizuoka prefecture, where concerns persist regarding the impact of the tunnels on water resources, particularly the flow of the Oi River.
Local authorities have demanded additional guarantees that the work will not affect ecosystems or water supply, which has delayed the start of work on this section and prevented the definition of a firm schedule for the inauguration, according to the source previously cited.
When should it come into operation
Until the end of this year, JR Central recognizes that it is not possible to indicate a definitive date for the opening of the section between Tokyo and Nagoya. Although several scenarios point to the mid-2030s as the most optimistic horizon, the company has stressed that any date depends on resolving the impasse in Shizuoka. In its most recent financial documents, the year 2035 appears only as a technical reference for internal calculations, not as an official inauguration date.
An investment that continues to grow
The cost of the bullet train project reflects its exceptional size. In October this year, JR Central revised upwards the investment planned for the Shinagawa–Nagoya section, which rose to around 11 billion yen, around 69 billion euros, a significant increase compared to previous estimates.
As for the extension to Osaka, there is still no final cost review, but the overall values are expected to far exceed initial estimates, confirming the Chuo Shinkansen as one of the most expensive infrastructures ever built in Japan.
A project that marks a new railway era
Despite the delays and challenges, the Chuo Shinkansen continues to be seen as a strategic project for Japan, both from a technological and economic point of view, says . By investing in its own pioneering solution, the country seeks to reinforce its global leadership in the railway sector and create a new standard for high-speed mobility in the coming decades.
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