>>1577014Is that yours?
1. I won't criticize the presumption of Hokuriku Shinkansen, but this immediately results in a curvy alignment from Matsui-Yamate Station (aside from ignoring station length)
2. You see aligning through Osaka city in general creates the incentive to add more stations, while facing difficulty in construction. It's a diminishing marginal return.
3. This station spacing is as short as Tokyo--Ueno Station-s, when Osaka is less dense and smaller. From the perspective of urban development, this doesn't create new opportunities away from Umeda and Namba. (even though being within walking distance is a merit)
4. Umeda station is some distance apart from the already large station complex. This also undercuts Shin-Osaka stop's usage.
5. I assume double-deck tunnel is a nice idea, yet it needs coordination. In our timeline, this couldn't be timed together with Naniwa-suji Line.
5. Namba station causes inconvenient connection from Osaka Loop Line. JR Namba Station at Minatomachi is already quite far away from the Namba core. Secondarily, a national train station is unlike a metro station. It needs pick-up & drop-off, taxi, and bus facilities. Not much space here, and can't re-use facilities from the distance.
6. A coastal alignment (especially on land reclamation soil) can be expensive to construct; and faces wind in operation, together with corrosion for maintenance. Soil liquefaction and tsunami will be vulnerabilities in the event of an earthquake. It's important to attend to the line's function as an alternative corridor parallel to Tokaido-Sanyo Shinkansen.
7. Given the already needed strait crossing, the benefit of a closer Wakayama station should outweight the cost of a pair of river crossing
8. As evident from the Kitan Strait tunnel, this imposes constraint on station location on Awaji Island. This is far away from Sumoto.
