🚄 A bullet train with zero seats — sounds like a mistake, right? But this is no glitch. It's Japan's answer to a looming logistics crisis. A former Yamagata Shinkansen "Tsubasa" train has been stripped of all 394 passenger seats and reborn as a "warehouse on rails." At 186 mph, carrying 17.4 tons of cargo — Japan's first cargo-only Shinkansen is about to hit the tracks.
Japan Unveils Its First Seatless Bullet Train
On February 6, 2026, JR East (East Japan Railway Company) publicly revealed the actual vehicle of Japan's first-ever cargo-only Shinkansen at the Morioka Shinkansen Rolling Stock Center. The unveiling came ahead of the train's scheduled service launch on March 23, 2026.
The vehicle is a seven-car E3 Series trainset that previously served passengers as "Tsubasa" on the Yamagata Shinkansen line. Now it has been completely reborn. The exterior features a clean white base with large illustrations of representative cargo items on the lead cars, while the window areas of the middle cars are wrapped with images of 80 different regional products — agricultural goods, seafood, and craft items — from across the Tohoku region.
Step inside, and you won't find a single seat. Instead, the interior is all flat steel flooring with anti-slip coating and belt systems to secure cargo. It's an entirely different world from the Shinkansen tourists know.
Why Use a Bullet Train for Freight? Japan's "2024 Problem"
The creation of this cargo-only Shinkansen is driven by a serious problem facing Japan's logistics industry.
In April 2024, Japan implemented new regulations capping truck driver overtime at 960 hours per year — part of broader labor reforms known as the "2024 Problem" (2024-nen mondai). While this aims to improve working conditions, it effectively reduces the country's freight transport capacity at a time when driver shortages are already chronic. Japan's Ministry of Land, Infrastructure, Transport and Tourism estimates that by 2030, roughly 30% of the nation's freight could go undelivered if nothing changes.
This is where the Shinkansen's strengths come in: speed, punctuality, and environmental efficiency. A bullet train covers the Morioka-to-Tokyo route in about 4 hours. The same trip by truck takes 7-8 hours, with a single driver tied up for the entire journey. JR East estimates that switching to Shinkansen freight on this corridor alone could eliminate approximately 34,310 hours of annual driver labor time.
"Hako-Byun" — The Evolution of Bullet Train Logistics
This cargo-only Shinkansen is part of the expansion of "Hako-Byun" (はこビュン), JR East's rail-based cargo transport service launched in 2021. The name combines hako (box) with byun (a Japanese onomatopoeia suggesting something zooming by at speed) — essentially "boxes, delivered fast."
Previously, Hako-Byun used spare space on regular passenger trains — a few empty seats or crew areas — to carry limited amounts of cargo. This meant a maximum of about 40 boxes per trip. Shippers consistently asked for higher volume and more frequent service, which led JR East to the radical decision: convert an entire trainset exclusively for freight.
Hako-Byun has already built an impressive track record, transporting fresh fish, agricultural products, precision machinery parts, medical supplies, blood products, and even household moving goods across Japan's Shinkansen network.
Specs of the "Warehouse on Rails"
Here's what this converted E3 Series looks like by the numbers:
All 394 passenger seats across 7 cars have been removed. The floors have been leveled, reinforced with steel plates, and coated with anti-slip material. This allows roll cages (cage carts loaded with goods) to be wheeled directly into the train cars. The maximum payload is 17.4 tons — roughly 1,000 boxes in a single run. That's about five times the capacity of the previous approach using partial passenger cars.
The train will run as a scheduled weekday service, departing the Morioka Rolling Stock Center just before noon and arriving at the Tokyo Rolling Stock Center by around 4:00 PM. During operation, it couples with an E5 Series "Yamabiko" passenger train on the Tohoku Shinkansen line — passenger cars (cars 1-10) in front, cargo cars (cars 11-17) behind.
Loading and unloading happens not at busy station platforms but inside the rolling stock centers (rail depots). JR East has also introduced AGVs (Automated Guided Vehicles) at these facilities. Each AGV can tow about 40 boxes (120-size, approximately 44 lbs each) and navigates slopes and narrow corridors automatically, reducing the need for manual labor.
The train also supports refrigerated transport using onboard power-connected commercial cooler boxes. This means fish caught in the morning in northern Japan can realistically appear in Tokyo shops and restaurants the same evening.
Environmental Impact — 593 Tons of CO2 Saved Annually
The environmental benefits are significant. JR East calculates that shifting the Morioka-Tokyo freight corridor (approximately 335 miles) from trucks to Shinkansen would reduce CO2 emissions by about 593 tons per year — equivalent to the annual emissions of roughly 229 households.
Rail transport produces approximately 1/13th the CO2 per ton-kilometer compared to trucking. In an era when carbon neutrality is a global priority, bullet train freight represents a compelling "green logistics" solution.
Going Global — The JAL Partnership
Hako-Byun's ambitions extend beyond Japan's borders. In January 2026, JR East launched "JAL de Hako-Byun" in partnership with the Japan Airlines Group. This one-stop service moves regional products by Shinkansen to Tokyo Station, then transfers them to JAL cargo flights from Haneda Airport to destinations in Singapore, Kuala Lumpur, Taipei, and Hong Kong.
The first commercial shipment took place on January 13, 2026, when premium seafood from Fukui Prefecture — including Echizen crab, Tsuruga sea bream, and Wakasa grouper — traveled on the Hokuriku Shinkansen "Kagayaki No. 508" to Tokyo, then flew to Taipei. A trial run on the Sendai-to-Singapore route in October 2025 showed that total transit time could drop from over 24 hours to approximately 19 hours.
JR East is also exploring collaboration with Japan Post Group for mail and parcel transport by Shinkansen.
What's Next — Expansion and Purpose-Built Freight Trains
JR East plans to extend Hako-Byun services to the Sendai and Niigata areas. Beyond converting existing trains, the company is also considering developing entirely new Shinkansen vehicles purpose-built for freight, featuring wider doors for more efficient loading.
The company targets annual revenue of ¥10 billion (approximately $66 million) from the Hako-Byun business, envisioning a transformation of the Shinkansen from "a system that moves people" to "infrastructure that moves both people and goods."
Interestingly, this isn't entirely new territory. Back in 1981, Japan National Railways launched "Rail-Go Service" with the slogan "You can send packages by Shinkansen." The service eventually faded as private parcel delivery companies dominated. Now, roughly 40 years later, the concept is being reborn at a completely different scale — driven by a new era of driver shortages and environmental concerns.
A bullet train with no seats. It might just be the quiet beginning of a logistics revolution in Japan.
Does your country face similar truck driver shortages? What do you think about using high-speed rail for freight? We'd love to hear how your country approaches logistics challenges — share your thoughts!
References
- https://trafficnews.jp/post/633268
- https://www.jreast.co.jp/press/2025/20251209_ho02.pdf
- https://www.watch.impress.co.jp/docs/news/2069873.html
- https://livejapan.com/en/article-a0005845/
- https://www.railway.supply/shinkansen-freight-transport-jr-east-e3-cargo-service-set-for-march/
- https://www.nikkei.com/article/DGXZQOCC064L70W6A200C2000000/
Reactions in Japan
Seeing the E3 Series reborn as a cargo train is so exciting. As someone who witnessed its final runs as the Tsubasa, I'm glad it's not retiring but getting a second career. Keep running!
Honestly, as someone working in logistics, this feels overdue. The driver shortage has been critical for years. But I'll give them credit for finally taking action.
80 kinds of regional products wrapped on the window areas? That's basically a rolling local goods fair. I want to snap a photo if I spot it!
I'm a truck driver, so part of me worries about losing work to bullet trains. But young people aren't entering this industry at all, so I think complementary solutions like this are necessary.
The train only runs Morioka → Tokyo with cargo and returns empty, right? That seems pretty inefficient. I hope they figure out how to use the return trip too.
The JAL partnership for international shipping is fascinating. Echizen crab arriving in Taipei the same day? What an era we live in.
As a train enthusiast, I have mixed feelings. Sad I can't ride it, but happy the E3 is still active instead of being scrapped. The L69 set getting renumbered to the 0-series designation is pretty emotional.
593 tons of CO2 reduction, equivalent to 229 households — sounds big, but it's still tiny in the grand scheme. If they're serious about modal shift, they need to scale this up tenfold.
The idea that fresh morning catch from my hometown in Iwate could reach my Tokyo home by early afternoon is thrilling. It all depends on last-mile delivery networks, though.
I'm old enough to remember the old "Rail-Go Service" from the Japanese National Railways era. Never imagined the concept would return like this after being crushed by private parcel delivery. Times really do come full circle.
The first-mile and last-mile problem remains. Rolling stock centers aren't stations, so you still need trucks to get cargo there. You can never fully escape trucking.
The white body with colorful regional product wrapping is super photogenic. I want to photograph the coupling scene at Morioka Station. This could become a new trainspotting hotspot.
The ¥10 billion annual revenue target is modest for a company JR East's size. But as an entry point for regional revitalization, it matters. Connecting local producers directly to the Tokyo market is significant.
The AGV (Automated Guided Vehicle) introduction is quietly impressive. If they're automating loading too, could fully unmanned operations be possible in the future?
My company ships precision parts from Tohoku to clients in Tokyo, and it always takes overnight. Same-day delivery via Hako-Byun would be a real game-changer. Want to look into it, depending on pricing.
JR Central should do this too. The Tokyo-Osaka Tokaido Shinkansen corridor would have even bigger demand. Stop saying 'no demand is more certain than passengers' and get on board already.
I live in Taiwan. In January, I tried Echizen crab at a Taipei restaurant that arrived via JAL de Hako-Byun. The freshness was on another level. I'm genuinely impressed by how far Japanese logistics technology has come.
In Germany, freight rail infrastructure is badly aging, and delays are routine. The Japanese approach of repurposing high-speed rail for logistics could be instructive for Deutsche Bahn.
From an American perspective, I can only say I'm jealous. We can't even get Amtrak passenger service to run properly, and Japan is using bullet trains to ship fish.
India has railway freight too, but at maybe 30 mph. The concept of shipping goods at 186 mph is mind-blowing. Though to be fair, India's logistics challenges are of a completely different scale and nature.
I've long wondered if France's TGV could do the same thing. SNCF is struggling with unprofitable routes, and freight conversion could be a revenue stream. They should study Japan's case.
As a logistics consultant, the biggest challenge is first-mile and last-mile costs. The Shinkansen segment is fast, but whether total costs including trucking to/from rolling stock centers can beat conventional routes is the real question.
Korea's KTX should consider the same thing. Seoul to Busan is about 2.5 hours. Imagine getting Jeju Island seafood to Seoul the same day.
UK-based rail enthusiast here. With HS2 construction endlessly delayed in our country, Japan's approach of multi-purposing existing high-speed rail is remarkably smart. Building new lines isn't the only solution.
In Brazil's agricultural heartland, enormous losses occur from trucking harvests to port. We don't have high-speed rail, but the philosophy of maximizing railway use is worth emulating.
China has high-speed rail freight trials underway too, but Japan's speed in converting an existing trainset and launching regular service is impressive. There's a real gap in execution capability.
The fact that they transport medical supplies and blood products too is wonderful. Cold chain for pharmaceuticals is a huge challenge in developing countries. Japan's refrigerated transport tech could be a global model.
I work in the Dutch flower industry. Freshness is a race against time for flowers. If Europe had high-speed rail freight like this, same-day delivery from Amsterdam to Paris or Milan wouldn't be a dream.
In Mexico, long-distance trucking carries significant security risks. Rail freight has safety advantages too. Japan's initiative is instructive from the perspective of securing safer logistics routes.
With all this technology and infrastructure, starting with just one 7-car trainset seems modest. If demand exists, why not scale up more aggressively?
I'm Japanese-American. When my grandma in Japan sends rice and pickles, shipping always takes forever. I hope the Shinkansen + JAL international service might speed things up someday.
From a Dubai perspective, Japan's obsession with food freshness is unmatched globally. The idea of supporting it with logistics infrastructure is so characteristically Japanese. I hope fresh Japanese ingredients reach the Middle East too someday.