TOKYO — Japanese rail operator JR East is considering adding add freight cars to its Shinkansen trains, and may develop entire freight bullet trains, the Japan News reports.
A host of issues remain before the launch of freight-only trains, however, among them facilities to handle the cargo and track space on some lines. But the service could provide speed similar to air freight and highly punctual delivery.
JR East President Yoichi Kise told a press conference, “If freight-only bullet trains are going to play a role in logistics, we’re going to consider developing them.” The company says its goal is to handle 10 billion yen in freight ($66.1 million) annually.
Japan is facing major freight logistics issues since overtime regulations for truck drivers have been tightened, and the government seeks to double the amount of freight moved by rail over the next decade. However, current JR Freight service can accommodate only about 30% more traffic.
JR East would place a freight car at the front of its passenger trains. Such cars would have larger doorways, which could be a structural issue for the carbody.
Reaction to the idea is mixed; the Central Japan Railway expressed concern about how slower, heavier freight trains could affect timekeeping for its passenger bullet trains, and about the need for the service: “There is is no demand more certain than passengers,” a company official said.
It would be the first such dedicated freight service since the bullet trains were introduced in 1964, although JR East began moving small amounts of parcels in regular Shinkansen trains when passenger travel fell during the COVID pandemic, the Ashai Shimbun reports. Other companies followed suit, although only about 40 cardboard boxes of cargo can be handled at one time.
I was in Japan last month and rode several Shinkansen (Bullet) trains while there (Osaka – Tokyo, etc.) My sense is that a dedicated “freight-car” at the front of the Shinkansen wouldn’t work due to the precise operational nature of the Bullet Trains there on JR. The dwell times at stations when boarding/de-boarding passengers is very tight. Unless the “freight-car” is only being used for end-to-end “point” services (i.e. no unloading/loading freight at intermediate stations), it would greatly hamper the operation of the Shinkansen services (and would slow it down from its precise/OT traditional service levels).
Typically, the Shinkansen trains operate ON-TIME with no delays permitted whatsoever (although our Shinkansen trip from Shin-Osaka to Tokyo-Central train was over 1/2 hour late on a Saturday afternoon in early November due to very heavy typhoon rains)
Perhaps completely “separate” (freight-only) Shinkansen might be feasible, but I’m not sure how they could fit into the already tight operational windows for the Shinkansen trains (limited capacity on the high-speed network). It would be interesting to learn more about the thinking behind this idea, its operational feasibility and the market for “high-speed” freight (would have to be “high value” goods like medical supplies, computers/IT, pershiables, etc.).
As for the rest of Japan’s (non-Bullet-Train) network, it would also be interesting to learn more about how, and if, it would be possible to increase freight rail market share/operations on these lines, which are shared by many local and regional express trains.
Based on my observations from numerous trips to Japan, their freight trains are short (20-cars or less), frequent, and are either short domestic container or bulk (petroleum or bulk commodities) trains. They hustle to stay out of the way of frequent local and regional passenger trains since there are so many passenger trains operating on these routes (non-Shinkansen, meter+-gauge lines).
It would seem the starting point to assess how, and where, to increase freight rail capacity for future growth would be on Japan’s conventional rail network first, before jumping to “high-speed” freight. Perhaps this analysis has started or has already been done?
Would be interested to know more about all of this ….
” Unless the “freight-car” is only being used for end-to-end “point” services (i.e. no unloading/loading freight at intermediate stations)….”
Much agreed, since the hi-seed railroad would have to compete against the trucking industry as well as parcel post airlines like Fedex.
Of course, end-to-end service could also mean multiple (3+) cities, such as LA-LV-SLC, depending on costeffective distance and speed evaluation planning.
The parcels would be (un)loaded and delivered via the usual drayage at the RR depot, just as if it came in/out of the airport or interstate trucking terminal. Hey, that gives new thought to “Railway Express Agency’s” resurrection. 🙂
I’ve seen the original container freight train proposals from the 1960s by JNR for the Shinkansen, and there are even EMU freight trains on the 3ft6in conventional rail network in Japan, so I see it as very viable. In Europe some HSR lines do also hist some freight, of course the first lines in Germany by DB were mixed traffic, I think this could be key to making many HSR lines across the world more economical to build and operate, including in the USA.
Brightline West should consider that as well for packages, parcels, and certain freight between LA and LV. Brightline being innovative thinkers, I’m sure they are already planning that.
At least they’re thinking about it. Amtrak ditched express service which was well used, at least at Toledo. Why not look at that source of revenue???
(Very fast) Mixed train daily.
Leave it to the Japanese to show us how to do PSR.