History
[edit]
Railways were the first form of rapid land transport and had an effective monopoly on long-distance passenger traffic until the development of the motor car and airliners in the early to mid-20th century. Speed had always been an important factor for railways and they constantly tried to achieve higher speeds and decrease journey times. Rail transport in the late 19th century was not much slower than non-high-speed trains today, and many railways regularly operated relatively fast express trains which averaged speeds of around 100 km/h (62 mph).
Early research[edit]
The German 1903 record holder
First experiments[edit]
High-speed rail development began in Germany in 1899 when the Prussian state railway joined with ten electrical and engineering firms and electrified 72 km (45 mi) of military-owned railway between Marienfelde and Zossen. The line used three-phase current at 10 kilovolts and 45 Hz.[citation needed]
The Van der Zypen & Charlier company of Deutz, Cologne built two railcars, one fitted with electrical equipment from Siemens-Halske, the second with equipment from Allgemeine Elektricitäts-Gesellschaft (AEG), that were tested on the Marienfelde–Zossen line during 1902 and 1903 (see Experimental three-phase railcar).[citation needed]
On 23 October 1903, the S&H-equipped railcar achieved a speed of 206.7 km/h (128.4 mph) and on 27 October the AEG-equipped railcar achieved 210.2 km/h (130.6 mph). These trains demonstrated the feasibility of electric high-speed rail; however, regularly scheduled electric high-speed rail travel was still more than 30 years away.
High-speed aspirations[edit]
After the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with road traffic at grade crossings, etc. The physical laws were well-known, i.e. if the speed was doubled, the curve radius should be quadrupled; the same was true for the acceleration and braking distances.
Károly Zipernowsky
In 1891, engineer Károly Zipernowsky proposed a high-speed line from Vienna to Budapest for electric railcars at 250 km/h (160 mph). In 1893 Wellington Adams proposed an air-line from Chicago to St. Louis of 252 miles (406 km), at a speed of only 160 km/h (99 mph).
1907 map showing the projected Chicago–New York Electric Air Line Railroad
Alexander C. Miller had greater ambitions. In 1906, he launched the Chicago-New York Electric Air Line Railroad project to reduce the running time between the two big cities to ten hours by using electric 160 km/h (99 mph) locomotives. After seven years of effort, less than 50 km (31 mi) of straight track was finished. A part of the line is still used as one of the last interurbans in the US, the South Shore Line.
High-speed interurbans[edit]
In the US, some of the interurbans (i.e. trams or streetcars which run from city to city) of the early 20th century were very high-speed for their time (also Europe had and still does have some interurbans). Several high-speed rail technologies have their origin in the interurban field.
In 1903 – 30 years before the conventional railways started to streamline their trains – the officials of the Louisiana Purchase Exposition organised the Electric Railway Test Commission to conduct a series of tests to develop a carbody design that would reduce wind resistance at high speeds. A long series of tests was carried. In 1905, St. Louis Car Company built a railcar for the traction magnate Henry E. Huntington, capable of speeds approaching 160 km/h (100 mph). Once it ran 32 km (20 mi) between Los Angeles and Long Beach in 15 minutes, an average speed of 130 km/h (80 mph). However, it was too heavy for much of the tracks, so Cincinnati Car Company, J. G. Brill and others pioneered lightweight constructions, use of aluminium alloys, and low-level bogies which could operate smoothly at extremely high speeds on rough interurban tracks. Westinghouse and General Electric designed motors compact enough to be mounted on the bogies. From 1930 on, the Red Devils from Cincinnati Car Company and a some other interurban rail cars reached about 145 km/h (90 mph) in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers.
Extensive wind tunnel research – the first in the railway industry – was done before J. G. Brill in 1931 built the Bullet cars for Philadelphia and Western Railroad (P&W). They were capable of running at 148 km/h (92 mph). Some of them were almost 60 years in service. P&W's Norristown High Speed Line is still in use, almost 110 years after P&W in 1907 opened their double-track Upper Darby–Strafford line without a single grade crossing with roads or other railways. The entire line was governed by an absolute block signal system.
Early German high-speed network[edit]
The German Fliegender Hamburger
On 15 May 1933, the Deutsche Reichsbahn-Gesellschaft company introduced the diesel-powered "Fliegender Hamburger" in regular service between Hamburg and Berlin (286 km or 178 mi), thereby achieving a new top speed for a regular service, with a top speed of 160 km/h (99 mph). This train was a streamlined multi-powered unit, albeit diesel, and used Jakobs bogies.
Following the success of the Hamburg line, the steam-powered Henschel-Wegmann Train was developed and introduced in June 1936 for service from Berlin to Dresden, with a regular top speed of 160 km/h (99 mph). Incidentally no train service since the cancelation of this express train in 1939 has traveled between the two cities in a faster time as of 2018[update].[citation needed] In August 2019, the travel time between Dresden-Neustadt and Berlin-Südkreuz was 102 minutes. See Berlin–Dresden railway.
Further development allowed the usage of these "Fliegenden Züge" (flying trains) on a rail network across Germany.[citation needed]
The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) had been in the planning since 1934 but it never reached its envisaged size.
All high-speed service stopped in August 1939 shortly before the outbreak of World War II.
United States streamliners[edit]
Burlington Zephyr passenger train
On 26 May 1934, one year after Fliegender Hamburger introduction, the Burlington Railroad set an average speed record on long distance with their new streamlined train, the Zephyr, at 124 km/h (77 mph) with peaks at 185 km/h (115 mph). The Zephyr was made of stainless steel and, like the Fliegender Hamburger, was diesel powered, articulated with Jacobs bogies, and could reach 160 km/h (99 mph) as commercial speed.
The new service was inaugurated 11 November 1934, traveling between Kansas City and Lincoln, but at a lower speed than the record, on average speed 74 km/h (46 mph).
In 1935, the Milwaukee Road introduced the Morning Hiawatha service, hauled at 160 km/h (99 mph) by steam locomotives. In 1939, the largest railroad of the world, the Pennsylvania Railroad introduced a duplex steam engine Class S1, which was designed to be capable of hauling 1200 tons passenger trains at 161 km/h (100 mph). The S1 engine was assigned to power the popular all-coach overnight premier train the Trail Blazer between New York and Chicago since the late 1940s and it consistently reached 161 km/h (100 mph) in its service life. These were the last "high-speed" trains to use steam power. In 1936, the Twin Cities Zephyr entered service, from Chicago to Minneapolis, with an average speed of 101 km/h (63 mph).
Many of these streamliners posted travel times comparable to or better than their modern Amtrak successors, which are limited to 127 km/h (79 mph) top speed on most of the network.
Italian electric and the last steam record[edit]
The original Italian ETR 200 trainset of the speed world record (203 km/h or 126 mph) in 1938, now preserved as historical train, was re-numbered ETR 232 in the 1960s
The German high-speed service was followed in Italy in 1938 with an electric-multiple-unit ETR 200, designed for 200 km/h (120 mph), between Bologna and Naples. It too reached 160 km/h (99 mph) in commercial service, and achieved a world mean speed record of 203 km/h (126 mph) between Florence and Milan in 1938.
In Great Britain in the same year, the streamlined steam locomotive Mallard achieved the official world speed record for steam locomotives at 202.58 km/h (125.88 mph). The external combustion engines and boilers on steam locomotives were large, heavy and time and labor-intensive to maintain, and the days of steam for high speed were numbered.
Introduction of the Talgo system[edit]
In 1945, a Spanish engineer, Alejandro Goicoechea, developed a streamlined, articulated train that was able to run on existing tracks at higher speeds than contemporary passenger trains. This was achieved by providing the locomotive and cars with a unique axle system that used one axle set per car end, connected by a Y-bar coupler. Amongst other advantages, the centre of mass was only half as high as usual. This system became famous under the name of Talgo (Tren Articulado Ligero Goicoechea Oriol), and for half a century was the main Spanish provider of high-speed trains.
First above 300 km/h developments[edit]
The French CC 7100, 1955 record holder
In the early 1950s, the French National Railway started to receive their new powerful CC 7100 electric locomotives, and began to study and evaluate running at higher speeds. In 1954, the CC 7121 hauling a full train achieved a record 243 km/h (151 mph) during a test on standard track. The next year, two specially tuned electric locomotives, the CC 7107 and the prototype BB 9004, broke previous speed records, reaching respectively 320 km/h (200 mph) and 331 km/h (206 mph), again on standard track. For the first time, 300 km/h (185 mph) was surpassed, allowing the idea of higher-speed services to be developed and further engineering studies commenced. Especially, during the 1955 records, a dangerous hunting oscillation, the swaying of the bogies which leads to dynamic instability and potential derailment was discovered. This problem was solved by yaw dampers which enabled safe running at high speeds today. Research was also made about "current harnessing"[clarification needed] at high-speed by the pantographs, which was solved 20 years later by the Zébulon TGV's prototype.
Breakthrough: Shinkansen[edit]
The Odakyu 3000 series SE
The original 0 series Shinkansen train. Introduced in 1964, it reached a speed of 210 km/h (130 mph).
E6 and E5 series Shinkansen models
Japanese research and development[edit]
With some 45 million people living in the densely populated Tokyo–Osaka corridor (Taiheiyō Belt), congestion on road and rail became a serious problem after World War II, and the Japanese government began thinking about ways to transport people in and between cities. Because Japan was resource limited and did not want to import petroleum for security reasons, energy-efficient high-speed rail was an attractive potential solution.
Japanese National Railways (JNR) engineers began to study the development of a high-speed regular mass transit service. In 1955, they were present at the Lille's Electrotechnology Congress in France, and during a 6-month visit, the head engineer of JNR accompanied the deputy director Marcel Tessier at the DETE (SNCF Electric traction study department). JNR engineers returned to Japan with a number of ideas and technologies they would use on their future trains, including alternating current for rail traction, and international standard gauge.[citation needed]
First narrow-gauge Japanese high-speed service[edit]
In 1957, the engineers at the private Odakyu Electric Railway in Greater Tokyo Area launched the Odakyu 3000 series SE EMU. This EMU set a world record for narrow gauge trains at 145 km/h (90 mph), giving the Odakyu engineers confidence they could safely and reliably build even faster trains at standard gauge. Conventional Japanese railways up until that point had largely been built in the 1,067 mm (3 ft 6 in) Cape gauge, however widening the tracks to standard gauge (1,435 mm (4 ft 8+1⁄2 in)) would make very high-speed rail much simpler due to improved stability of the wider rail gauge, and thus standard gauge was adopted for high-speed service. With the sole exceptions of Russia, Finland, and Uzbekistan all high-speed rail lines in the world are still standard gauge, even in countries where the preferred gauge for legacy lines is different.
A new train on a new line[edit]
The new service, named Shinkansen (lit. 'new main line') would provide a new alignment, 25% wider standard gauge utilising continuously welded rails between Tokyo and Osaka with new rolling stock, designed for 250 km/h (160 mph). However, the World Bank, whilst supporting the project, considered the design of the equipment as unproven for that speed, and set the maximum speed to 210 km/h (130 mph).
After initial feasibility tests, the plan was fast-tracked and construction of the first section of the line started on 20 April 1959. In 1963, on the new track, test runs hit a top speed of 256 km/h (159 mph). Five years after the beginning of the construction work, in October 1964, just in time for the Olympic Games, the first modern high-speed rail, the Tōkaidō Shinkansen, was opened between the two cities; a 510 km (320 mi) line between Tokyo and Ōsaka. As a result of its speeds, the Shinkansen earned international publicity and praise.
The first Shinkansen trains, the 0 Series Shinkansen, built by Kawasaki Heavy Industries – in English often called "bullet trains", after the original Japanese name dangan ressha (弾丸列車) – outclassed the earlier fast trains in commercial service. They traversed the 515 km (320 mi) distance in 3 hours 10 minutes, reaching a top speed of 210 km/h (130 mph) and sustaining an average speed of 162.8 km/h (101.2 mph) with stops at Nagoya and Kyoto.
High-speed rail for the masses[edit]
Speed was not only a part of the Shinkansen revolution: the Shinkansen offered high-speed rail travel to the masses. The first "bullet trains" had 12 cars and later versions had up to 16, and double-deck trains further increased the capacity.
After three years, more than 100 million passengers had used the trains, and the milestone of the first one billion passengers was reached in 1976. In 1972, the line was extended a further 161 km (100 mi), and further construction has resulted in the network expanding to 2,951 km (1,834 mi) of high speed lines as of 2024, with a further 211 km (131 mi) of extensions currently under construction and due to open in 2038. The cumulative patronage on the entire system since 1964 is over 10 billion, the equivalent of approximately 140% of the world's population, without a single train passenger fatality. (Suicides, passengers falling off the platforms, and industrial accidents have resulted in fatalities.)
Since their introduction, Japan's Shinkansen systems have been undergoing constant improvement, not only increasing line speeds. Over a dozen train models have been produced, addressing diverse issues such as tunnel boom noise, vibration, aerodynamic drag, lines with lower patronage ("Mini shinkansen"), earthquake and typhoon safety, braking distance, problems due to snow, and energy consumption (newer trains are twice as energy-efficient as the initial ones despite greater speeds).
A maglev train on the Yamanashi Test Track, November 2005
Future developments of Shinkansen[edit]
After decades of research and successful testing on a 43 km (27 mi) test track, in 2014 JR Central began constructing a Maglev Shinkansen line, which is known as the Chūō Shinkansen. These Maglev trains still have the traditional underlying tracks and the cars have wheels. This serves a practical purpose at stations and a safety purpose out on the lines in the event of a power failure. However, in normal operation, the wheels are raised up into the car as the train reaches certain speeds where the magnetic levitation effect takes over. It is proposed to link Tokyo and Osaka by 2037, with the section from Tokyo to Nagoya expected to be operational by 2034. Maximum speed is anticipated at 505 km/h (314 mph). The first generation train can be ridden by tourists visiting the test track.
Europe and North America in 1960s and 1970s[edit]
The German DB Class 103
First demonstrations at 200 km/h (120 mph)[edit]
In Europe, high-speed rail began during the International Transport Fair in Munich in June 1965, when Dr Öpfering, the director of Deutsche Bundesbahn (German Federal Railways), performed 347 demonstrations at 200 km/h (120 mph) between Munich and Augsburg by DB Class 103 hauled trains. The same year the Aérotrain, a French hovercraft monorail train prototype, reached 200 km/h (120 mph) within days of operation.
Le Capitole[edit]
The BB 9200 hauled Le Capitole at 200 km/h.
After the successful introduction of the Japanese Shinkansen in 1964, at 210 km/h (130 mph), the German demonstrations up to 200 km/h (120 mph) in 1965, and the proof-of-concept jet-powered Aérotrain, SNCF ran its fastest trains at 160 km/h (99 mph).
In 1966, French Infrastructure Minister Edgard Pisani consulted engineers and gave the French National Railways twelve months to raise speeds to 200 km/h (120 mph). The classic line Paris–Toulouse was chosen, and fitted, to support 200 km/h (120 mph) rather than 140 km/h (87 mph). Some improvements were set, notably the signals system, development of on board "in-cab" signalling system, and curve revision.
The next year, in May 1967, a regular service at 200 km/h (120 mph) was inaugurated by the TEE Le Capitole between Paris and Toulouse, with specially adapted SNCF Class BB 9200 locomotives hauling classic UIC cars, and a full red livery. It averaged 119 km/h (74 mph) over the 713 km (443 mi).
At the same time, the Aérotrain prototype 02 reached 345 km/h (214 mph) on a half-scale experimental track. In 1969, it achieved 422 km/h (262 mph) on the same track. On 5 March 1974, the full-scale commercial prototype Aérotrain I80HV, jet powered, reached 430 km/h (270 mph).[better source needed]
US Metroliner trains[edit]
Metroliner trains developed in the U.S. for rapid service between New York and Washington, DC
In the United States, following the creation of Japan's first high-speed Shinkansen, President Lyndon B. Johnson as part of his Great Society infrastructure building initiatives asked the Congress to devise a way to increase speeds on the railroads. Congress delivered the High Speed Ground Transportation Act of 1965 which passed with overwhelming bipartisan support and helped to create regular Metroliner service between New York City, Philadelphia, and Washington, D.C. The new service was inaugurated in 1969, with top speeds of 200 km/h (120 mph) and averaging 145 km/h (90 mph) along the route, with the travel time as little as 2 hours 30 minutes. In a 1967 competition with a GE powered Metroliner on Penn Central's mainline, the United Aircraft Corporation TurboTrain set a record of 275 km/h (171 mph).
United Kingdom, Italy and Germany[edit]
Further information: High-speed rail in the United Kingdom
An ETR 500 train running on the Florence–Rome high-speed line near Arezzo in Italy, the first high-speed railway opened in Europe.
In 1976 British Rail introduced a high-speed service able to reach 201 km/h (125 mph) using the InterCity 125 diesel-electric trainsets under the brand name of High Speed Train (HST). It was the fastest diesel-powered train in regular service and it improved upon its 160 km/h (100 mph) forerunners in speed and acceleration. As of 2025 it is still in regular service as the fastest diesel-powered train. The train is a reversible multi-car set having driving power-cars at both ends and a fixed formation of passenger cars between them. Journey times were reduced by an hour for example on the East Coast Main Line, and passenger numbers increased. Prior to COVID-19, ridership of the UK's High Speed Intercity Services had exceeded 40 million journeys per annum.
In 1977 Germany introduced a new service at 200 km/h (120 mph), on the Munich–Augsburg line. That same year, Italy inaugurated the first European High-Speed line, the Direttissima between Rome and Florence, designed for 250 km/h (160 mph), but used by FS E444 hauled train at 200 km/h (120 mph). In France this year also saw the abandonment for political reasons of the Aérotrain project, in favour of the TGV.
Evolution in Europe[edit]
Main article: High-speed rail in Europe
Italy[edit]
Main article: High-speed rail in Italy
Map of Italian high-speed and higher speed rail network
FS' Frecciarossa 1000 high speed train at Milano Centrale railway station, with a maximum speed of 400 km/h (249 mph), is one of the fastest trains in Europe.
ETR 675 [it] Italo EVO (NTV) at Venezia Mestre railway station.
The earliest European high-speed railway to be built was the Italian Florence–Rome high-speed railway (also called "Direttissima") in 1977. High-speed trains in Italy were developed during the 1960s. E444 locomotives were the first standard locomotives capable of 200 km/h (125 mph), while an ALe 601 electrical multiple unit (EMU) reached a speed of 240 km/h (150 mph) during a test. Other EMUs, such as the ETR 220, ETR 250 and ETR 300, were also updated for speeds up to 200 km/h (125 mph). The braking systems of cars were updated to match the increased speeds.[citation needed]
On 25 June 1970, work was started on the Rome–Florence Direttissima, the first high-speed line in Italy and in Europe. It included the 5,375-metre-long (3.340 mi) bridge on the Paglia river, then the longest in Europe. Works were completed in the early 1990s.[citation needed]
In 1975, a program for a widespread updating of rolling stock was launched. As it was decided to put more emphasis on local traffic, this caused a shifting of resources from the ongoing high-speed projects, with their subsequent slowing or, in some cases, total abandonment. Therefore, 160 E.656 electric and 35 D.345 locomotives for short-medium range traffic were acquired, together with 80 EMUs of the ALe 801/940 class, 120 ALn 668 diesel railcars. Some 1,000 much-needed passenger and 7,000 freight cars were also ordered.[citation needed]
In the 1990s, work started on the Treno Alta Velocità (TAV) project, which involved building a new high-speed network on the routes Milan – (Bologna–Florence–Rome–Naples) – Salerno, Turin – (Milan–Verona–Venice) – Trieste and Milan–Genoa. Most of the planned lines have already been opened, while international links with France, Switzerland, Austria and Slovenia are underway.[citation needed]
Most of the Rome–Naples line opened in December 2005, the Turin–Milan line partially opened in February 2006 and the Milan–Bologna line opened in December 2008. The remaining sections of the Rome–Naples and the Turin–Milan lines and the Bologna–Florence line were completed in December 2009. All these lines are designed for speeds up to 300 km/h (185 mph). Since then, it is possible to travel from Turin to Salerno (950 km (590 mi)) in less than 5 hours. More than 100 trains per day are operated.
Other proposed high-speed lines are Salerno-Reggio Calabria (connected to Sicily with the future bridge over the Strait of Messina), Palermo-Catania and Naples–Bari.
The main public operator of high-speed trains (alta velocità AV, formerly Eurostar Italia) is Trenitalia, part of FSI. Trains are divided into three categories (called "Le Frecce"): Frecciarossa ("Red arrow") trains operate at a maximum of 300 km/h (185 mph) on dedicated high-speed tracks; Frecciargento (Silver arrow) trains operate at a maximum of 250 km/h (155 mph) on both high-speed and mainline tracks; Frecciabianca (White arrow) trains operate at a maximum of 200 km/h (125 mph) on mainline tracks only.
Since 2012, a new and Italy's first private train operator, NTV (branded as Italo), runs high-speed services in competition with Trenitalia. Italy is the only country in Europe with a private high-speed train operator.[citation needed]
Construction of the Milan-Venice high-speed line began in 2013 and in 2016 the Milan-Treviglio section has been opened to passenger traffic; the Milan-Genoa high-speed line (Terzo Valico dei Giovi) is also under construction.[citation needed]
Today it is possible to travel from Rome to Milan in less than 3 hours with the Frecciarossa 1000 high-speed train. There is a train every 30 minutes.[citation needed]
France[edit]
Main article: High-speed rail in France
One power-car of the gas-turbine prototype "TGV 001"
The TGV Sud-Est, at the Gare de Lyon, in 1982
The TGV at 574.8 km/h (357.2 mph) in 2007
Following the 1955 records, two divisions of the SNCF began to study high-speed services. In 1964, the DETMT (petrol-engine traction studies department of SNCF) investigated the use of gas turbines: a diesel-powered railcar was modified with a gas-turbine, and was called "TGV" (Turbotrain Grande Vitesse). It reached 230 km/h (140 mph) in 1967, and served as a basis for the future Turbotrain and the real TGV. At the same time, the new "SNCF Research Department", created in 1966, was studying various projects, including one code-named "C03: Railways possibilities on new infrastructure (tracks)".
In 1969, the "C03 project" was transferred to public administration while a contract with Alstom was signed for the construction of two gas-turbine high-speed train prototypes, named "TGV 001". The prototype consisted of a set of five carriages, plus a power car at each end, both powered by two gas-turbine engines. The sets used Jacobs bogies, which reduce drag and increase safety.[citation needed]
In 1970, the DETMT's Turbotrain began operations on the Paris–Cherbourg line, and operated at 160 km/h (99 mph) despite being designed for usage at 200 km/h (120 mph). It used gas-turbine powered multiple elements and was the basis for future experimentation with TGV services, including shuttle services and regular high rate schedules.
In 1971, the "C03" project, now known as "TGV Sud-Est", was validated by the government, against Bertin's Aerotrain. Until this date, there was a rivalry between the French Land Settlement Commission (DATAR), supporting the Aérotrain, and the SNCF and its ministry, supporting conventional rail. The "C03 project" included a new High-Speed line between Paris and Lyon, with new multi-engined trains running at 260 km/h (160 mph). At that time, the classic Paris-Lyon line was already congested and a new line was required; this busy corridor, neither too short (where high speeds give limited reductions in end to end times) nor too long (where planes are faster in city center to city center travel time), was the best choice for the new service.
The 1973 oil crisis substantially increased oil prices. In the continuity of the De Gaulle "energy self-sufficiency" and nuclear-energy policy (Pierre Messmer then French Prime Minister announced an ambitious buildout of nuclear power in France in 1974), a ministry decision switched the future TGV from now costly gas-turbine to full electric energy in 1974. An electric railcar named Zébulon was developed for testing at very high speeds, reaching a speed of 306 km/h (190 mph). It was used to develop pantographs capable of withstanding speeds of over 300 km/h (185 mph).
After intensive tests with the gas-turbine "TGV 001" prototype, and the electric "Zébulon", in 1977, the SNCF placed an order to the group Alstom–Francorail–MTE for 87 TGV Sud-Est trainsets.
They used the "TGV 001" concept, with a permanently coupled set of eight cars, sharing Jacobs bogies, and hauled by two electric-power cars, one at each end.
In 1981, the first section of the new Paris–Lyon High-Speed line was inaugurated, with a 260 km/h (160 mph) top speed (then 270 km/h (170 mph) soon after). Being able to use both dedicated high-speed and conventional lines, the TGV offered the ability to join every city in the country at shorter journey times. After the introduction of the TGV on some routes, air traffic on these routes decreased and in some cases disappeared. The TGV set a publicised speed records in 1981 at 380 km/h (240 mph), in 1990 at 515 km/h (320 mph), and then in 2007 at 574.8 km/h (357.2 mph), although these were test speeds, rather than operation train speeds.
Germany[edit]
Main article: High-speed rail in Germany
The German ICE 1
Following the ETR 450 and Direttissima in Italy and French TGV, in 1991 Germany was the third country in Europe to inaugurate a high-speed rail service, with the launch of the Intercity-Express (ICE) on the new Hanover–Würzburg high-speed railway, operating at a top speed of 280 km/h (170 mph). The German ICE train was similar to the TGV, with dedicated streamlined power cars at both ends, but a variable number of trailers between them. Unlike the TGV, the trailers had two conventional bogies per car, and could be uncoupled, allowing the train to be lengthened or shortened. This introduction was the result of ten years of study with the ICE-V prototype, originally called Intercity Experimental, which broke the world speed record in 1988, reaching 406 km/h (252 mph).
Spain[edit]
Main article: High-speed rail in Spain
The Spanish AVE Class 102 "Pato" (duck)
In 1992, just in time for the Barcelona Olympic Games and Seville Expo '92, the Madrid–Seville high-speed rail line opened in Spain with 25 kV AC electrification, and standard gauge, differing from all other Spanish lines which used Iberian gauge. This allowed the AVE rail service to begin operations using Class 100 trainsets built by Alstom, directly derived in design from the French TGV trains. The service was very popular and development continued on high-speed rail in Spain.
In 2005, the Spanish government announced an ambitious plan, (PEIT 2005–2020) envisioning that by 2020, 90 percent of the population would live within 50 km (30 mi) of a station served by AVE. Spain began building the largest HSR network in Europe: as of 2011[update], five of the new lines have opened (Madrid–Zaragoza–Lleida–Tarragona–Barcelona, Córdoba–Malaga, Madrid–Toledo, Madrid–Segovia–Valladolid, Madrid–Cuenca–Valencia) and another 2,219 km (1,380 mi) were under construction. Opened in early 2013, the Perpignan–Barcelona high-speed rail line provides a link with neighbouring France with trains running to Paris, Lyon, Montpellier and Marseille.
As of January 2025[update], the Spanish high-speed rail network is the longest HSR network in Europe with 3,973 km (2,469 mi) and the second longest in the world, after China's.
Turkey[edit]
Main article: High-speed rail in Turkey
TCDD HT80000
In 2009, Turkey inaugurated a high-speed service between Ankara and Eskişehir. This has been followed up by an Ankara – Konya route, and the Eskisehir line has been extended to Istanbul (European part). In this extension, Europe and Asia were connected by an undersea tunnel, Marmaray in the Bosphorus. The first connection between two continents in the world as a high-speed train line was made in Istanbul. The last station of this line in Europe is Halkalı station. An extension to Sivas was opened in April 2023.
North America[edit]
United States[edit]
Main article: High-speed rail in the United States
The Acela
In 1992, the United States Congress passed the Amtrak Authorization and Development Act that authorised Amtrak to start working on service improvements on the segment between Boston and New York City of the Northeast Corridor. The primary objectives were to electrify the line north of New Haven, Connecticut, to eliminate grade crossings and replace the then 30-year-old Metroliners with new trains, so that the distance between Boston and New York City could be covered in 3 hours or less.
Amtrak started testing two trains, the Swedish X2000 and the German ICE 1, in the same year along its fully electrified segment between New York City and Washington, D.C. The officials favored the X2000 as it had a tilting mechanism. However, the Swedish manufacturer never bid on the contract as the burdensome United States railroad regulations required them to heavily modify the train resulting in added weight, among other things. Eventually, a custom-made tilting train derived from TGV, manufactured by Alstom and Bombardier, won the contract and was put into service in December 2000.
The new service was named "Acela Express" (renamed the Acela in 2019) and linked Boston, New York City, Philadelphia, Baltimore, and Washington, D.C. The travel time was 3.5 hours between Boston and New York and 3 hours between New York and Washington. The original Acela trainsets operated at a maximum speed of 240 km/h (150 mph), with top speeds being reached on sections in Rhode Island, Massachusetts, and New Jersey. New trainsets, the Avelia Liberty, entered service in August 2025, raising the top speed to 260 km/h (160 mph).
Brightline, a private high speed rail venture, started operations in Florida in early 2018. Trains operate at a top speed of 201 km/h (125 mph).
As of December 2025, the U.S. has two high-speed rail lines under construction: California High-Speed Rail in California, and Brightline West in California and Nevada.
Expansion in East, Southeast, and South Asia[edit]
For four decades since its opening in 1964, the Japanese Shinkansen was the only high-speed rail service outside of Europe. In the 2000s a number of new high-speed rail services started operating in East Asia. Southeast Asia also saw, and South Asia will see their first high-speed rail service in the 2020s.
China[edit]
Main article: High-speed rail in China
A CR400AF train set on the Beijing–Shanghai high-speed railway at Beijing South railway stationA CRH380A at Luoyang Longmen railway station
High-speed rail was introduced to China in 2003 with the Qinhuangdao–Shenyang high-speed railway.
The Chinese government made high-speed rail construction a cornerstone of the Chinese economic stimulus program to mitigate the effects of the 2008 financial crisis and the result has been a rapid development of the Chinese rail system into the world's most extensive high-speed rail network. By 2013 the system had 11,028 km (6,852 mi) of operational track, accounting for about half of the world's total at the time.
By the end of 2018, the total high-speed railway (HSR) in China had risen to over 29,000 kilometres (18,000 miles).
Over 1.71 billion trips were made in 2017, more than half of China's total railway passenger delivery, making it the world's busiest network. A Paulson Institute research argued that the net benefit of the high-speed rail is $378 billion and the return on investment is 6.5%. A World Bank study found "a broad range of travelers of different income levels choose HSR for its comfort, convenience, safety and punctuality."
State planning for high-speed railway began in the early 1990s, and the country's first high-speed rail line, the Qinhuangdao–Shenyang Passenger Railway, was built in 1999 and opened to commercial operation in 2003. This line could accommodate commercial trains running at up to 200 km/h (120 mph). Planners also considered Germany's Transrapid maglev technology and built the Shanghai maglev train, which runs on a 30.5 km (19.0 mi) track linking the Pudong, the city's financial district, and the Pudong International Airport.
The maglev train service began operating in 2004 with trains reaching a top speed of 431 km/h (268 mph), and remains the fastest high-speed service in the world. Maglev, however, was not adopted nationally and all subsequent expansion features high-speed rail on conventional tracks.
In the 1990s, China's domestic train production industry designed and produced a series of high-speed train prototypes but few were used in commercial operation and none were mass-produced. The Chinese Ministry of Railways (MOR) then arranged for the purchase of foreign high-speed trains from French, German, and Japanese manufacturers along with certain technology transfers and joint ventures with domestic trainmakers. In 2007, the MOR introduced the China Railways High-speed (CRH) service, also known as "Harmony Trains", a version of the German Siemens Velaro high-speed train.
In 2008, high-speed trains began running at a top speed of 350 km/h (220 mph) on the Beijing–Tianjin intercity railway, which opened during the 2008 Summer Olympics in Beijing. The following year, trains on the newly opened Wuhan–Guangzhou high-speed railway set a world record for average speed over an entire trip, at 312.5 km/h (194.2 mph) over 968 kilometres (601 miles).
A collision of high-speed trains on 23 July 2011 in Zhejiang province killed 40 and injured 195, raising concerns about operational safety. This fatal accident, which happened in the midst of corruption investigations into railway officials, led to greater scrutiny in the Chinese press concerning HSR safety, high ticket prices, financial sustainability, and environmental impact. Following the accident, top train speeds were lowered to 300 km/h (185 mph).
A credit crunch later that year slowed the construction of new lines. But by 2012, the high-speed rail boom had renewed with new lines and new rolling stock by domestic producers that had indigenised foreign technology. On 26 December 2012, China opened the Beijing–Guangzhou–Shenzhen–Hong Kong high-speed railway, the world's longest high-speed rail line, which runs 2,208 km (1,372 mi) from Beijing West railway station to Shenzhen North Railway Station.
The network set a target to create the 4+4 National high-speed rail Grid by 2015, and continues to rapidly expand with the July 2016 announcement of the 8+8 National high-speed rail Grid. In 2017, 350 km/h (217 mph) services resumed on the Beijing–Shanghai high-speed railway, once again refreshing the world record for average speed with select services running between Beijing South to Nanjing South reaching average speeds of 317.7 km/h (197.4 mph).
Like Japan, China is also developing maglev system to run trains with even higher speeds. Currently there are two separate high-speed maglev systems being developed in China:
the CRRC 600, is based on the Transrapid technology and is being developed by the CRRC under license from Thyssen-Krupp. A 1.5 km (0.93 mi) test track has been operating since 2006 at the Jiading Campus of Tongji University, northwest of Shanghai. A prototype vehicle was developed in 2019 and was tested in June 2020. In July 2021 a four car train was unveiled.[citation needed] A high-speed test track is under development and in April 2021 there was consideration given to re-opening the Emsland test facility in Germany.
An incompatible system has been developed at Southwest Jiaotong University in Chengdu, the design uses high-temperature super conducting magnets, which the university has been researching since 2000, and is capable of 620 km/h (390 mph). A prototype was demonstrated in January 2021 on a 165 m (180 yd) test track.
With the completion of the Xi’an–Yan’an high-speed railway in December 2025, China’s high-speed rail network surpassed 50,000 kilometres (31,000 miles), consolidating its position as the largest high-speed rail system in the world. However, rapid expansion has incurred massive financial losses, including losses of $25 billion from 2020 to 2022 during the COVID-19 pandemic. As of the end of 2023 the system has an accumulated debt of $839 billion due to opaque financing by local governments. In terms of annual operating revenues and expenditures, only six lines break even while the rest have huge losses due to low passenger volumes. Many of the stations on the newest lines are located well outside centers of metro areas and without direct local highway nor light rail connections, as officials have used high-speed rail construction primarily to drive up land value for land sales (especially in third and fourth-tier cities), instead of prioritizing convenience and affordability of ordinary travelers.
South Korea[edit]
Main article: High-speed rail in South Korea
A KTX-Sancheon trainA KTX-Eum train at Cheongnyangni station
In South Korea, construction of the high-speed line from Seoul to Busan began in 1992. The Seoul–Busan corridor is Korea's busiest running between the two largest cities. In 1982, it represented 65.8% of South Korea's population, a number that grew to 73.3% by 1995, along with 70% of freight traffic and 66% of passenger traffic. With both the Gyeongbu Expressway and Korail's Gyeongbu Line congested as of the late 1970s, the government saw the pressing need for another form of transportation.
The line known as Gyeongbu high-speed railway, better known with the Korea Train Express (KTX) service operating on it, was launched on 1 April 2004, using primarily TGV technology from France. Top speed for trains in regular service is currently 305 km/h (190 mph), though the infrastructure is designed for 350 km/h (220 mph). In 2015 and 2016, high-speed rail services were extended to other parts of the country, with the Honam high-speed railway connecting Gwangju, and Suseo–Pyeongtaek high-speed railway as the second link from Seoul, entered operation. Super Rapid Train, an open-access operator, started joining the market to operate services on the latter in the same year. Some existing conventional lines, including Gyeonggang Line and Jungang Line, are also upgraded to semi-high-speed standard, further expanded the KTX network.
The initial rolling stock was based on Alstom's TGV Réseau, and was partly built in Korea. The domestically developed HSR-350x, which achieved 352.4 km/h (219.0 mph) in tests, resulted in a second type of high-speed trains now operated by Korail, the KTX-Sancheon, which entered into commercial service in 2010. The next generation experimental EMU prototype, HEMU-430X, achieved 421.4 km/h (261.8 mph) in 2013, making South Korea the world's fourth country after France, Japan, and China to develop a high-speed train running on conventional rail above 420 km/h (260 mph). It was further developed into commercialised variants, namely KTX-Eum and KTX-Cheongryong, with respective maximum service speeds of 260 km/h (160 mph) and 320 km/h (200 mph), which entered into KTX services in 2021 and 2024, respectively.
Taiwan[edit]
Main article: High-speed rail in Taiwan
A THSR 700T train at Taichung HSR station. The Taiwan High Speed Rail system is primarily based on Japanese Shinkansen
Taiwan High Speed Rail's first and only HSR line opened for service on 5 January 2007, using Japanese trains with a top speed of 300 km/h (185 mph). The service traverses 345 km (214 mi) from Nangang to Zuoying in as little as 105 minutes. While it contains only one line, its route covers Western Taiwan where over 90% of Taiwan's population live; connecting most major cities of Taiwan: Taipei, New Taipei, Taoyuan, Hsinchu, Taichung, Chiayi, Tainan, and Kaohsiung. Once THSR began operations, almost all passengers switched from airlines flying parallel routes while road traffic was also reduced. Extension from both of current ends are being studied, and it was announced in December 2024 that the end from Zuoying will be extended to Kaohsiung city centre and Pingtung.
Indonesia[edit]
Main article: High-speed rail in Indonesia
A KCIC400AF train (a variant of CR400AF) passing through Bandung
Indonesia is the first country in Southeast Asia to operate high-speed rail. The concept was first seriously considered in 2008, leading to discussions at the Asian Investment Summit in 2013, and detailed plans were established in 2015. Plans to begin construction of the Jakarta-Bandung HSR were announced by the Indonesian government in July 2015, after the Chinese President and other world leaders visited the Bandung Conference.
Both Japan and China expressed interest in high-speed rail projects in Indonesia, which highlighted the rivalry between them in their race for Asian infrastructure projects. In mid-September 2015, China announced it would fully meet the Indonesian government's demands and offered a new proposal that did not require Indonesia to assume any fiscal burden or debt guarantee in proceeding with the project. Later that month, Indonesia selected China for the $5 billion project.
The construction of the first high-speed rail service, linking two major cities of Jakarta and Bandung with a distance of 142.8 kilometres (88.7 mi), started in August 2018, with the cost of $7.3 billion to build. The line began trial operation with passengers on 7 September 2023 and commercial operations on 17 October 2023. It is operated with a maximum operating speed of 350 km/h (220 mph) by Kereta Cepat Indonesia China, a joint venture of Indonesian and Chinese state-owned enterprises. This route also serves as an initial project for future development plans.
Middle East and Central Asia[edit]
Saudi Arabia[edit]
Main article: Haramain high-speed railway
Uzbekistan[edit]
Uzbekistan opened the Afrosiyob 344 km (214 mi) service from Tashkent to Samarkand in 2011, which was upgraded in 2013 to an average operational speed of 160 km/h (99 mph) and peak speed of 250 km/h (160 mph). The Talgo 250 service has been extended to Karshi as of August 2015 whereby the train travels 450 km (280 mi) in 3 hours. As of August 2016, the train service was extended to Bukhara, and the 600 km (370 mi) extension will take 3 hours and 20 minutes down from 7 hours.
Africa[edit]
Egypt[edit]
Main article: High-speed rail in Egypt
As of 2022[update], there are no operational high-speed rail lines in Egypt. Plans have been announced for three lines, aiming to connect the Nile river valley, the Mediterranean coast, and the Red Sea. Construction had started on at least two lines.
Morocco[edit]
In November 2007, the Moroccan government decided to undertake the construction of a high-speed rail line between the economic capital Casablanca and Tangier, one of the largest harbour cities on the Strait of Gibraltar. The line will also serve the capital Rabat and Kenitra. The first section of the line, the 323-kilometre (201 mi) Kenitra–Tangier high-speed rail line, was completed in 2018. Future projects include expansions south to Marrakech and Agadir, and east to Meknes, Fes and Oujda.
