>>1406757No.
Narita Shinkansen has useless high top speed for the distance (only 5~10min faster from non-stop to stopping train service for several times the cost), and poor accessibility at Tokyo Station Keiyo Line platform, with no other interchange stations to stop at to maintain the high line speed. The region needs better connected multi-purpose lines, not dedicated lines.
At the time, Narita Shinkansen is planned for Commuter Shinkansen and Chuo-Narita-Joban Shinkansen. The former gave way to the 5-direction Commute Strategy, and later Development Lines in the form of freight line passenger conversions on Shonan-Shinjuku Line and Keiyo-Rinkai line. There was the popularization of automobile, which new town roads are well-developed for, in time for the completion of expressways. It was then realized existing Shinkansen lines faced the same "reverse" unidirectional early rush-hour underutilization, owning to intercity travel time period patterns, that the conventional Ltd Exp train network coped by providing Liner services to avoid dead running or empty trains. Here in particular, Chiba New Town failed when the bubble bursted. Even the cheaper North Chiba Line for Toei Shinjuku Line extension got cancelled (North Chiba Road also affected).
Narita Sky Access Line if Downtown Direct Access Line is completed would be the most ideal. Giving way to Keiyo Line (and Linear Chuo Shinkansen maglev) is a good outcome. What's needed on the Hnd end is also improvement on Keikyu lines. Toei Asakusa Line could possibly be extended.
