Autumn 2025. We – Sam and Danny, Michel and Wille, and Timothy – are travelling to Japan for a quite classic tour of the Land of the Rising Sun. We are flying separately as we used miles. On the planning: Tokyo, Kanazawa, Shirakawa, Osaka and Expo 2025, Hiroshima, Himeji, Miyajima, Kyoto, Nara, Nagoya, Hakone and back to Tokyo. Three weeks plus some extra days.

Japan’s long-delayed maglev (SCMAGLEV) bullet train project, the Chūō Shinkansen, has been pushed back yet again, with Central Japan Railway Company (JR Central) announcing that construction costs have surged to ¥11 trillion or €61 billion. The new figure marks an increase of more than 50% from the previous estimate of ¥7.04 trillion and nearly doubles the initial ¥5.52 trillion projection made when the project began.

JR Central revealed the revised figures at a press conference in Nagoya on 29 October 2025, where President Shunsuke Niwa described the ballooning costs as “a matter to be taken seriously”.

The company now lists 2035 as a tentative opening date for the maglev line linking Tokyo’s Shinagawa Station and Nagoya, though Niwa stressed that this is only for financial calculation purposes, not a confirmed launch year. Some officials have even suggested 2036 as a more realistic earliest possible date, given that construction in Shizuoka Prefecture has yet to begin.

Mounting costs and construction challenges

The total increase of around ¥4 trillion (€22 billion) stems from multiple factors, including soaring prices for raw materials and labour, tougher-than-expected geological conditions, and additional technical reinforcements. 

According to JR Central, material and labour costs alone will add ¥2.3 trillion (€12.8 billion) to the budget—¥1.3 trillion due to confirmed price hikes and ¥1 trillion set aside for anticipated future inflation.

A further ¥1.2 trillion (€6.7 billion) is being allocated to tackle difficult construction sites, particularly mountain tunnels where weaker-than-expected ground conditions have forced engineers to reinforce structures and dispose of larger volumes of excavated earth. 

Additional stabilisation works were also required for viaducts and bridges after updated geological surveys revealed unexpected risks.

Another ¥0.4 trillion (€2.2 billion) will go toward meeting stricter technical requirements for earthquake resistance and structural safety. These upgrades include reinforcing shield tunnel substructures and updating mechanical and electrical systems in line with new operational simulations.

Tunnelling proves the biggest hurdle

The Chuo Shinkansen will consist of about 85% tunnels, a figure that underscores the project’s immense engineering complexity. 

“This is to ensure a linear alignment through mountainous terrain and densely developed regions”, explained JR Central board member Torkel Patterson in an earlier interview. “But tunnelling on this scale is very costly and has proven more difficult than expected.”

Excavation difficulties have repeatedly delayed progress, with The Asahi Shimbun reporting that significant problems with tunnel boring were a key reason behind the first major delay, announced in 2024. Construction recently faced another setback when ground uplift was discovered near a work site in Tokyo’s Shinagawa Ward, forcing a temporary suspension of operations while engineers investigate the cause.

Financial strategy and potential fare increases

To finance the ¥11 trillion project, JR Central plans to combine cash flow from its existing railway operations with ¥2.4 trillion (€13.5 billion) in new fundraising, primarily through bond issuance. Despite the record costs, the company pledged to maintain financial stability and continue paying dividends, though it acknowledged that fare increases may be necessary if inflation persists.

The company’s long-term forecast assumes the line will open in 2035 and eventually generate ¥1.64 trillion (€9.2 billion) in annual operating revenue and ¥65 billion (€364 million) in ordinary profit. 

JR Central’s projections include a ¥700 (€3.90) surcharge on reserved-seat fares compared to the existing Tokaido Shinkansen, with further adjustments possible closer to launch. A ¥1,000 (€5.60) fare hike on the Tokyo–Nagoya route could yield an additional ¥30 billion (€168 million) per year, according to company estimates.

To better respond to inflation, JR Central said it will ask Japan’s transport ministry to create a system that allows railway operators to adjust fares more flexibly.

2013 Japan Family Trip

1. JAPAN 2013 | Solo in Tokyo.
2. JAPAN 2013 | Tokyo ft. Ueno Park and the Shibuya Crossing.
3. JAPAN 2013 | Tokyo ft. Sensō-ji, Hamarikyu Gardens and the Imperial Palace East Gardens.
4. JAPAN 2013 | Meiji Shrine and Harakuju in Tokyo.
5. JAPAN 2013 | Tokyo ft. Tsukiji Fish Market, Ginza, Zōjō-ji Temple, Tokyo Tower and traditional restaurant Jomon in Roppongi.
6. JAPAN 2013 | Tokyo – Hakone by train.
7. JAPAN 2013 | Hakone Yumoto – Lake Ashi – Owakudani.
8. JAPAN 2013 | Hakone Yumoto Onsen Tenseien.
9. JAPAN 2013 | Kyoto’s Philosopher’s Path and Anraku-ji Temple.
10. JAPAN 2013 | Kyoto’s Ginkaku-ji or Temple of the Silver Pavilion.
11. JAPAN 2013 | Fushimi Inari Shrine in Kyoto.
12. JAPAN 2013 | Kiyomizu-dera Temple in Kyoto.
13. JAPAN 2013 | Kinkaku-ji or Temple of the Golden Pavilion in Kyoto.
14. JAPAN 2013 | Kyoto’s other temples: Eikando Zenrin-ji, Nanzen-ji, Chion-in, Shoren-in, Ninna-ji, Tenryū-ji.
15. JAPAN 2013 | Kyoto’s Arashiyama Bamboo Grove.
16. JAPAN 2013 | Impressions of Kyoto.
17. JAPAN 2013 | Looking back on and looking forward to a Japan trip.

2025 Journey Across Japan

1. Japan’s Superconducting Maglev train breaks world speed record at 603 km/h.