Japan’s superfast trains, better known as the Shinkansen, have long been a symbol of post-war recovery, technological progress and impeccable efficiency. But in an era of demographic changes and logistical crises, these trains, which travel at speeds of up to 320 kilometers per hour, begin a new mission. Instead of passengers, their wagons are increasingly transporting cargo.
The first dedicated Shinkansen for freight
JR East, which operates three superfast train lines north of Tokyo, has launched the country’s first dedicated freight line. This historic step is no longer just an experiment, but a formalized service using a modified E3 series train, once used for passenger lines. All 394 passenger seats were removed from the seven carriages in order to create space for the transport of approximately one thousand packages, i.e. approximately 17.4 tons of cargo per trip. The train runs from Morioka to Tokyo, a distance of 500 kilometers, marking the beginning of a new era for Japanese railways. At the same time, another major operator, JR Central, which operates 372 superfast trains daily between Tokyo and Osaka, entered into a partnership with logistics group Nippon Express, offering space for commercial shipments inside passenger trains.
Although these initiatives currently comprise only a small part of the total of 10.9 million tons of cargo that is transported daily in Japan, their significance is much greater. They show how operators are adapting to an aging and shrinking population, which, according to government estimates, could shrink by 15 percent to 105 million over the next 25 years.
“As Japan’s population shrinks, relying solely on passenger revenue is becoming unsustainable,” he said Kei Yazakisenior consultant at Nomura Research Institute.
Response to logistics crisis and demographic changes
The main driver of this transformation is the so-called “2024 logistics problem”, a crisis caused by a severe shortage of truck drivers. According to data from the Ministry of Labour, there are two and a half times more unfilled jobs in truck transport than registered candidates. The situation was further exacerbated by a 2024 regulation that limited driver overtime, creating a logistical gap that the railroad is now in a position to fill. On the other hand, Japanese railways already have excess capacity. The main line between Tokyo and Osaka has an average seat occupancy of only 53 percent, opening up huge space for new business models.
Initially, the superfast trains will carry high-value shipments and time-sensitive cargo such as fresh food, medical samples and machine parts. However, operators hope to expand the range of goods as the price difference between rail and truck transport narrows. Yosuke Mitsui, who heads the initiative at JR East, estimates that the project will become profitable within three years.
“In the next five years, the shortage of truck drivers will become quite serious. We believe that if we persist, trucking costs will rise, while ours will become more competitive over time,” Mitsui told the Financial Times.
Global vision and economic profitability
The vision extends beyond the borders of Japan. Through a partnership with Japan Airlines (JAL), JR East has launched a multimodal service that connects the Shinkansen network with international air cargo. The first commercial shipment under this partnership, premium seafood from Fukui Prefecture, was successfully exported to Taiwan in January 2026, and the transit time was reduced from more than 24 hours to around 19 hours. This model is part of a wider global trend towards a “physical internet”, where goods are seamlessly transferred between rail, air and other forms of transport.
JR East is targeting annual revenue of 10 billion yen (about US$66 million) from freight services. In addition to the economic calculation, there are also significant environmental benefits. It is estimated that the use of superfast freight trains can reduce working hours by 80 percent and generate only one-tenth the carbon dioxide emissions compared to trucks. However, analysts warn that the road to profitability is not easy. Railway stations are designed for passengers, not cargo, which requires investment in more efficient loading systems and solving “first and last mile” logistics.
This move by Japan is not alone and reflects a global trend in which high-speed train networks are increasingly used to transport light and valuable cargo, which is already the practice in China and some parts of Europe.