 
Rail transport in Japan is a major means of passenger transport, especially for mass and high-speed travel between major cities and for commuter transport in urban areas. It is used relatively little for freight transport, accounting for just 0.84% of goods movement. The privatised network is highly efficient, requiring few subsidies and running with extreme punctuality, though since privatisation several unprofitable but socially valuable lines have been closed by private operators.
Overview.
Rail transport services in Japan are provided by more than 100 private companies, including
Many of the private rail companies rank among the top corporations in the country. Railways were built by private corporations developing integrated communities along the railway lines, allowing them to achieve profitability by diversifying into real estate, retail, and numerous other businesses. These rail integrated communities are a form of transit oriented development unique to the rail system in Japan. Rail integrated communities increase walkability in these urban spaces. As they are to be used by pedestrians, they include sidewalks and bikeways. Regional governments, and companies funded jointly by regional governments and private companies, also provide rail service.
There are of rail crisscrossing the country. JR (a group of companies formed after privatization of JNR) controlled 20,135 km of these lines as of March 31, 1996, with the remaining in the hands of private enterprise local railway companies. Japan's railways carried 9.147 billion passengers (260 billion passenger-kilometres) in the year 2013–14. In comparison, Germany has over of railways, but carries only 2.2 billion passengers per year. Because of the massive use of its railway system, Japan is home to 46 of the world's 50 busiest stations.
The major usage is of urban and intercity lines, and around the time of the privatisation of JNR, many unprofitable local and rural lines were closed, especially in Hokkaido and Kyushu. However, with patronage on many non-urban local lines continuing to decline due to factors such as rising levels of car ownership and declining rural populations, further closures are planned. For example, On October 16, 2015, JR West announced that it was considering closing the Sanko Line due to poor patronage, and was in discussion with the two prefectures served by the line, Shimane and Hiroshima, as well as other municipalities served, concerning future plans. In fiscal 2014, the line carried an average of 50 passengers per km per day, compared to 458 per km per day in 1987. The entire line closed on March 31, 2018.
On November 19, 2016, JR Hokkaido's President announced plans to further rationalise its network by up to , or ~50% of the current network, including closure of the remaining section of the Rumoi Main Line (the Rumoi - Mashike section closed on December 4, 2016), the Shin-Yubari - Yubari section of the Sekisho Line, the non-electrified section of the Sassho Line and the Nemuro Line between Furano and Kami-Ochiai Junction. Other lines including the Sekihoku Main Line, Senmo Main Line, the Nayoro - Wakkanai section of the Soya Line and Kushiro - Nemuro section of the Nemuro Line are proposed for conversion to Third Sector operation, but if local governments are not agreeable, such sections will also face closure.
Fukuoka, Kobe, Kyoto, Nagoya, Osaka, Sapporo, Sendai, Tokyo and Yokohama have subway systems. However, unlike Europe, the vast majority of passenger traffic is on suburban commuter trains that criss-cross metropolitan areas. In addition, many cities have streetcar and monorail networks.
Japan pioneered the high-speed shinkansen or "bullet train", which now links Japan's largest cities at speeds of up to . However, other trains running on the conventional line or "zairaisen" remain relatively slow, operating at fastest and mostly under , most likely due to the wide usage of Narrow-gauge tracks they operate on.
Japan's railways carried 31 million tons (21 billion tonne-kilometres) of goods in 2013–14. The share of railways in the national logistics is as small as 6.2% (2010), by far the lowest in the G8.
History.
Railways are the most important means of passenger transportation in Japan, maintaining this status since the late nineteenth century. Government policy promoted railways as an efficient transportation system for a country that lacks fossil fuels and is nearly completely dependent on imports.
Rural land near large cities was acquired cheaply by private railway companies from the late nineteenth century, which then built lines that became the backbone of urban transport between the suburbs and cities formed around the railway lines radiating out from metropolitan areas, similar to suburban growth around railways in other nations.
Despite this efficiency, growing affluence and associated car ownership led to road transportation usage increasing to the detriment of rail from the 1960s. The relative share of railways in total passenger kilometers fell from 66.7 percent in 1965 to 42 percent in 1978, and 29.8 percent in 1990, although this still accounted for the largest percentage of the OECD member countries.
The figure is 43.5% (as of 2001) in the largest metropolitan areas in Japan: Tokyo (including Chiba, Saitama, Tokyo, and Kanagawa Prefectures), Osaka (including Kyoto, Osaka, and Hyōgo Prefectures), and Nagoya. Private automobiles in Greater Tokyo account for less than 20% of daily trips as car ownership is restricted to those with a dedicated parking space.
Classifications of rail transport in Japan.
Types of operators.
JR.
The Japan Railways Group, more commonly known as JR Group, is a group of successors of the government-owned Japanese National Railways (JNR). The JR Group lies at the heart of Japan's railway network, operating almost all intercity rail services and a large proportion of commuter rail services.
The six passenger operating companies of the JR Group are separated by region, but many operate long-distance train services beyond their regional boundaries. The six companies are: Hokkaido Railway Company, East Japan Railway Company, Central Japan Railway Company, West Japan Railway Company, Shikoku Railway Company, and Kyushu Railway Company.
Freight service belongs to Japan Freight Railway Company or JR Freight which operates all freight network previously owned by JNR.
Major private railways.
Japan also features multiple competing private railway systems. In post-war Japan, the Japanese government encouraged private corporations to develop their own mass transit systems in order to quickly rebuild the country's urban transport networks.
Private rail lines were encouraged to compete with each other as well as the national rail lines with the government's role limited to regulation of fares. In exchange for developing rail lines, private corporations were given business opportunities to diversify their operations and develop the real estate surrounding their railway networks.
By allowing private corporations to control transit oriented developments as well as railway lines, planned communities were facilitated allowing private railway operators to establish a vertically integrated business of developing residential, business, industrial and retail land and the commuting methods used by the populace to travel between such areas.
As such, through diversification of their business, the majority of the private railways in Japan are financially independent and their railway operations are usually profitable, in sharp contrast to most transit networks in other countries.
The Japan Private Railway Association classifies the following 16 companies as the major private railways of Japan. These companies, in total, operate 2,870.1 kilometers of rail. In a one-year period from April 2009, a total of 9.46 billion passengers (118 billion passenger kilometers) traveled by means of these major railways.
Other railways.
Other railway operators include:
Railway and tram.
In the legal sense, there are two types (with several subcategories) of rail transportation systems in Japan: and . Every public rail transportation system under government regulation in Japan is classified either as railway or tramway. In principle, tramways can have sections shared with road traffic while railways cannot, but the choice may seem rather arbitrary in certain cases. For example, Osaka Metro is a tram system while subways in other cities are railways.
Railways and trams are respectively regulated by the and the .
Categories of railway.
Under the Railway Business Act, operations of "railways" (in the legal meaning) are divided into three categories: Category 1, Category 2 and Category 3.
They are defined by the Act as follows:
Most railway operations in Japan are Category 1. Examples of Category 2 railway businesses include most operations of the Japan Freight Railway Company (JR Freight) and the JR Tōzai Line operation of the West Japan Railway Company (JR West). Examples of Category 3 railway businesses include the Kōbe Rapid Transit Railway company and the government of Aomori Prefecture with regards to the Aoimori Railway.
Common features of Japanese railways.
Gauge.
The rail system of Japan consists of the following (as of 2009):
The national railway network was started and has been expanded with the narrow gauge. Railways with broader gauge are limited to those built not intending to provide through freight and passenger transport with the existing national network. The Shinkansen network uses standard gauge. Recently, a standard gauge freight railway network (partially electrified with 25 kV AC) is proposed for Hokkaido, Honshu and the northernmost Kyushu (Kanmon strait - Hakata).
Railway speeds.
Excluding the Shinkansen, even with Automatic Train Control cab signalling, most Japanese trains are limited to a maximum speed of , which restricts the viability of longer-distance routes. This is due to legislation restricting emergency stopping distances of trains to on a railway with grade crossings. Grade separated railways, without grade crossings, are not subject to such legislation. Both the Keisei Narita Airport Line, and formerly the Hokuhoku Line, being grade separated, currently operate or operated at a posted speed limit of , the latter being the fastest narrow-gauge line in Japan. 
Due to the tight and twisty nature of Japanese narrow-gauge railways, many intercity/limited express services also extensively utilise tilting trains, which shorten travel time by enabling a train to corner faster. "Kamome" (883 series and 885 series), "Azusa" (E353 series), "Shinano" (383 series) and "Ōzora" (261 and KiHa 283 series) are some examples of limited express services ran by tilting trains.
Electrification.
Electrification systems used by the JR Group are 1,500 V DC and 20 kV AC for conventional lines, and 25 kV AC for Shinkansen. Electrification with 600 V DC and 750 V DC are also seen in private lines. Frequency of AC power supply is 50 Hz in eastern Japan and 60 Hz in western Japan.
Loading gauge.
Japanese national network operated by Japan Railways Group employs narrow gauge and has maximum width of and maximum height of ; however, a number JR lines were constructed as private railways prior to nationalisation in the early 20th century, and feature loading gauges smaller than the standard. These include the Chūō Main Line west of Takao, the Minobu Line, and the Yosan Main Line west of Kan'onji ( height). Nevertheless, advances in pantograph technology have largely eliminated the need for separate rolling stock in these areas.
There are many private railway companies in Japan and the loading gauge is different for each company.
Tickets, fare and surcharges.
Rail transport in Japan is usually for a fee. In principle a fare is pre-charged and a ticket is issued in exchange for a payment of fare. A ticket is inspected at a staffed or automated gate in the station where a travel starts and is collected at the station where the travel ends.
A ticket required for a travel by railway is called a , the price of which is . The fare ticket is valid regardless of number of transfers. Long-distance travellers (usually longer than 101 km) are allowed unlimited number of along the route subject to the duration of the validity of the fare ticket. In addition, a ride on a specific train and/or coach may require a .
Except for very short railways and some tram systems with a flat fare, fare varies by distances or number of zones travelled. The pricing based on the time of travel (peak or off-peak) is not common in Japan. The for children between 6 and 12 is half of the adult fare. A recent development in the fare collection system is the stored-value card systems shared by multiple operators in large cities, such as Suica, Pasmo and PiTaPa, by which passengers can avoid consultation with complicated fare tables and lineups for ticket machines before each train ride.
There are many types of surcharges. For example, in JR, surcharges include:
An unusual feature of Japanese surcharges, compared with other train systems, is that they often require a "separate" ticket. Thus, if riding the shinkansen, for instance, rather than purchasing a single shinkansen ticket, one purchases two tickets: a fare ticket (乗車券) for the distance traveled, and an additional to allow one to ride the shinkansen for that distance,