{{Short description|Type of railway with speeds approaching but less than that of true high-speed rail}} {{About|rail service that is of a higher speed than conventional inter-city rail|high-speed rail services with speeds more than {{cvt|200|km/h|mph|round=5}}|High-speed rail}} {{Use dmy dates|date=January 2025}} {{multiple image <!-- Essential parameters -->| align = right | direction = vertical | width = 250 <!-- Image 1 -->| image1 = Southwest Chief at Los Cerrillos, February 2020.jpg | width1 = | alt1 = The Amtrak Southwest Chief | caption1 = Amtrak's ''Southwest Chief'' in Los Cerrillos, New Mexico. <!-- Image 2 -->| image2 = Vande Bharat Express around Mumbai.jpg | width2 = | alt2 = Vande Bharat Express | caption2 = Vande Bharat Express near Chennai. <!-- Image 3 -->| image3 = FXD1-J0010 at Guangqumen (20190203093259).jpg | width3 = | alt3 = China Railway CR200J | caption3 = CR200J on Beijing–Shanghai railway <!-- Image 4 -->| image4 = VIA_2311.jpg | width4 = | alt4 = Via Rail's Corridor service east of Toronto | caption4 = Via Rail's Corridor service, east of Toronto }} '''Higher-speed rail''' ('''HrSR'''){{efn|Also known as '''high-performance rail''',<ref>"[http://thomas.loc.gov/cgi-bin/query/z?c112:H.R.4361.IH: H.R.4361 – National High Performance Passenger Rail Transportation-Oriented Development Act of 2012]{{Dead link|date=August 2021 |bot=InternetArchiveBot |fix-attempted=yes }}" 112th Congress of the United States. Retrieved 10 September 2013.</ref> '''higher-performance rail''',<ref>{{cite news|last=Clayton|first=Mark|title=Obama plan for high-speed rail, after hitting a bump, chugs forward again|url=https://www.csmonitor.com/USA/2012/0821/Obama-plan-for-high-speed-rail-after-hitting-a-bump-chugs-forward-again|access-date=10 October 2012|newspaper=Christian Science Monitor|date=21 August 2012|archive-date=9 October 2012|archive-url=https://web.archive.org/web/20121009064741/http://www.csmonitor.com/USA/2012/0821/Obama-plan-for-high-speed-rail-after-hitting-a-bump-chugs-forward-again|url-status=live}}</ref> '''semi-high-speed rail''', or '''almost-high-speed rail'''.<ref>[http://railway-news.com/railway-industry-news/high-speed-rail-in-fly-over-country-americas-aspirations-for-high-speed-rail] {{dead link|date=November 2021}}</ref>}} is used to describe inter-city passenger rail services that have top speeds higher than conventional rail but not fast enough to be called high-speed rail services.<ref>{{cite news |last=Bowen |first=Douglas John |date=27 August 2012 |title=U.S. HSR accelerates |newspaper=Railway Age |url=http://www.railwayage.com/index.php/passenger/high-performance/us-hsr-accelerates.html#.UHT7PxVuSSo |url-status=live |access-date=10 October 2012 |archive-url=https://web.archive.org/web/20121001113636/http://www.railwayage.com/index.php/passenger/high-performance/us-hsr-accelerates.html#.UHT7PxVuSSo |archive-date=1 October 2012}}</ref><ref name=Borges/> The term is also used by planners to identify the incremental rail improvements to increase train speeds and reduce travel time as alternatives to larger efforts to create or expand the high-speed rail networks.<ref>{{cite report|title=Safety of High Speed Ground Transportation Systems|date=December 1994|publisher=Federal Railroad Administration|url=http://ntl.bts.gov/lib/42000/42600/42666/ord9505.pdf|access-date=3 July 2014|archive-date=3 March 2016|archive-url=https://web.archive.org/web/20160303234324/http://ntl.bts.gov/lib/42000/42600/42666/ord9505.pdf|url-status=live}}</ref>
Though the definition of higher-speed rail varies from country to country, most countries use the term to refer to rail services operating at speeds of up to {{cvt|200|km/h|mph|round=5}}.<ref name="India" />
The concept is usually viewed as stemming from efforts to upgrade a legacy railway line to high speed railway standards (speeds in excess of {{cvt|250|km/h|mph|disp=or|round=5}}), but usually falling short on the intended speeds. The faster speeds are achieved through various means including new rolling stock such as tilting trains, upgrades to tracks including shallower curves, electrification, in-cab signalling, and less frequent halts/stops.<ref>{{cite news|title=India-China to collaborate on building semi-high speed rail|url=http://articles.economictimes.indiatimes.com/2014-03-29/news/48684245_1_fuel-adjustment-component-rail-tariff-authority-arunendra-kumar|access-date=4 July 2014|publisher=The Economic Times|date=29 March 2014|archive-date=27 July 2014|archive-url=https://web.archive.org/web/20140727072024/http://articles.economictimes.indiatimes.com/2014-03-29/news/48684245_1_fuel-adjustment-component-rail-tariff-authority-arunendra-kumar|url-status=dead}}</ref>
==Definitions by country== As with the definitions of high-speed rail, the definition varies by country. The term has been used by government agencies,<ref>{{cite web|last=Hahn|first=Johannes|title=From Passengers to Captains of Europe's Baltic Sea Strategy|url=http://europa.eu/rapid/press-release_SPEECH-13-904_en.pdf|work=4th Annual Forum on the EU Strategy for the Baltic Sea Region|publisher=European Commission|access-date=13 November 2013|date=11 November 2013|archive-date=13 November 2013|archive-url=https://web.archive.org/web/20131113050924/http://europa.eu/rapid/press-release_SPEECH-13-904_en.pdf|url-status=live}}</ref> government officials,<ref>{{cite web|title=40th Parliament, 2nd Session Standing Committee on Transport, Infrastructure and Communities|url=http://www.parl.gc.ca/HousePublications/Publication.aspx?DocId=3973433|publisher=Canada Parliament|access-date=31 August 2013|date=9 June 2009|archive-date=21 September 2013|archive-url=https://web.archive.org/web/20130921060208/http://www.parl.gc.ca/HousePublications/Publication.aspx?DocId=3973433|url-status=live}}</ref> transportation planners,<ref name=nctcograil>{{cite web|title=Section 5 Rail Transportation |url=http://www.nctcog.org/trans/cmp/SECTION5-RailTransportation.pdf |work=Congestion Management Process (CMP) |publisher=North Central Texas Council of Governments |access-date=31 August 2013 |page=V-14 |url-status=dead |archive-url=https://web.archive.org/web/20120513202543/http://www.nctcog.org/trans/cmp/SECTION5-RailTransportation.pdf |archive-date=13 May 2012 }}</ref> academia,<ref>{{cite web|last=Thoren |first=Thomas |title=Team Studies Track Components for Shared-Use Rail Lines |url=http://cee.illinois.edu/pueblo_rail_project |publisher=University of Illinois |access-date=31 August 2013 |date=9 December 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130921055754/http://cee.illinois.edu/pueblo_rail_project |archive-date=21 September 2013 }}</ref> the rail industry,<ref>{{cite journal|last=Thompson|first=Louis S.|title=High-Speed Rail (HSR) in the United States – Why Isn't There More?|journal=Japan Railway & Transport Review|date=October 1994|page=37|url=http://www.jrtr.net/jrtr03/pdf/f32_tho.pdf|access-date=31 August 2013|archive-date=21 September 2013|archive-url=https://web.archive.org/web/20130921061323/http://www.jrtr.net/jrtr03/pdf/f32_tho.pdf|url-status=live}}</ref> and the media,<ref>{{cite news|last=Galuszka|first=Peter|title=The other reason Virginia didn't seek rail money (WP Opinions)|url=https://www.washingtonpost.com/blogs/all-opinions-are-local/post/the-other-reason-virginia-didnt-seek-rail-money/2011/03/10/AGfYCBTH_blog.html|access-date=31 August 2013|newspaper=Washington Post|date=13 June 2011|archive-date=21 September 2013|archive-url=https://web.archive.org/web/20130921203626/http://www.washingtonpost.com/blogs/all-opinions-are-local/post/the-other-reason-virginia-didnt-seek-rail-money/2011/03/10/AGfYCBTH_blog.html|url-status=live}}</ref> but sometimes with overlaps in the speed definitions. Some countries with an established definition of higher-speed rail include:
* In Canada, according to the Surface Transportation Policy, Department of Transport, the speed range for higher-speed rail is between {{cvt|160|and|240|km/h|mph|round=5}}.<ref name=Borges>{{cite web|title=Ms. Helena Borges (Director General, Surface Transportation Policy, Department of Transport) at the Transport, Infrastructure and Communities Committee|url=https://openparliament.ca/committees/transport/40-2/18/helena-borges-1/only/|publisher=Canada Parliament|access-date=31 August 2013|date=12 May 2009|archive-date=21 September 2013|archive-url=https://web.archive.org/web/20130921055357/http://openparliament.ca/committees/transport/40-2/18/helena-borges-1/only/|url-status=live}}</ref> * In India, according to the Ministry of Railways, the speed range for India's higher-speed rail will be between {{cvt|160|and|200|km/h|mph|round=5}}.<ref name="India">{{cite news|title=Railway Minister Launches High Speed Rail Corporation of India Limited (HSRC)|url=http://www.orissadiary.com/CurrentNews.asp?id=45261|access-date=13 November 2013|newspaper=Disha Diary|date=29 October 2013|archive-url=https://web.archive.org/web/20131113050712/http://www.orissadiary.com/CurrentNews.asp?id=45261|archive-date=13 November 2013|url-status=dead}}</ref> * In the United Kingdom, the term higher-speed rail is used for upgraded tracks with train speeds up to {{cvt|125|mph|round=5}}<ref>{{cite web|title=Written evidence from Paul Atkins (HSR 07)|url=https://publications.parliament.uk/pa/cm201012/cmselect/cmtran/1185/1185vw09.htm|publisher=UK House of Commons – Transport Committee|access-date=11 January 2015|archive-date=11 January 2015|archive-url=https://web.archive.org/web/20150111080043/http://www.publications.parliament.uk/pa/cm201012/cmselect/cmtran/1185/1185vw09.htm|url-status=live}}</ref> * In the United States, the term "higher-speed rail", as opposed to "high-speed rail", is used by regional planners in many U.S. states to describe inter-city passenger rail services with top speeds of between {{cvt|90|mph|round=5}}<ref>{{cite news|last=Lind|first=William|title=Run a Train That's Fast Enough|url=http://enr.construction.com/opinions/viewpoint/2011/0511-RunTranThatsFastEnough.asp|access-date=10 October 2012|newspaper=Engineering News-Record|date=11 May 2011|archive-date=22 January 2013|archive-url=https://web.archive.org/web/20130122112618/http://enr.construction.com/opinions/viewpoint/2011/0511-RunTranThatsFastEnough.asp|url-status=live}}</ref> and {{cvt|110|mph|round=5}}.<ref>{{cite web|title=Higher Speed Rail in North Carolina and Virginia: Lengthening and Strengthening the Northeast Corridor (NEC) |url=http://www.letsgetmoving.org/images/uploads/pages/RTA-bkfst-final.pdf |publisher=Regional Transportation Alliance |access-date=10 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120514183014/http://www.letsgetmoving.org/images/uploads/pages/RTA-bkfst-final.pdf |archive-date=14 May 2012 }}</ref><ref>{{cite web|title=FAQ |url=http://cascadiahighspeedrail.org/faq/default.html |publisher=The Cascadia High Speed Rail |access-date=10 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130824210123/http://cascadiahighspeedrail.org/faq/default.html |archive-date=24 August 2013 }}</ref><ref name=drpt>{{cite web|title=Tier I Draft Environmental Impact Statement: Open House and Public Hearing|url=http://www.rich2hrrail.info/downloads/RHRPublicHearing%20Exhibits-ProjectInformation.pdf|publisher=Virginia Department of Rail and Public Transportation|access-date=10 October 2012|archive-date=24 October 2013|archive-url=https://web.archive.org/web/20131024214450/http://www.rich2hrrail.info/downloads/RHRPublicHearing%20Exhibits-ProjectInformation.pdf|url-status=live}}</ref> This is the equivalent of the definition of "Emerging High-Speed Rail" as defined by the Federal Railroad Administration.<ref name=hsrstrategicplan>{{cite web|url=https://railroads.dot.gov/elibrary/high-speed-rail-strategic-plan|format=PDF|title=High-Speed Rail Strategic Plan|publisher=Federal Railroad Administration|date=April 2009|page=10|access-date=16 April 2009|archive-date=7 January 2013|archive-url=https://web.archive.org/web/20130107143104/http://www.fra.dot.gov/eLib/Details/L02833|url-status=live}}</ref> The Congressional Research Service defines rail services on dedicated tracks with speeds over {{cvt|150|mph|round=5}} as "Very High Speed Rail".<ref name=crs>{{cite web|title=The Development of High Speed Rail in the United States: Issues and Recent Events|url=http://www.fas.org/sgp/crs/misc/R42584.pdf|publisher=Congressional Research Service|access-date=10 October 2012|archive-date=8 May 2013|archive-url=https://web.archive.org/web/20130508174004/https://www.fas.org/sgp/crs/misc/R42584.pdf|url-status=live}}</ref>{{paragraph}}State-level departments of transportation and council of governments may use different definitions. Below is the list of known definitions of higher-speed rail which use some of the 5 speed levels, {{cvt|80|mph|round=5}}, {{cvt|90|mph|round=5}}, {{cvt|110|mph|round=5}}, {{cvt|125|mph|round=5}} and {{cvt|150|mph|round=5}}: {| class="wikitable" |- ! Agency / Council ! Top speeds (mph) ! Ref |- | California Department of Transportation | Up to 125 | <ref>{{cite web|title=Next-Generation Rail Supply Chain Connectivity Forum, Sacramento, California|url=https://www.nist.gov/mep/upload/SciCommSummary-DOT_Forum_CA_Final-2-2.doc|publisher=National Institute of Standards and Technology and Manufacturing Extension Partnership|access-date=22 January 2014|page=6|date=8 February 2012|archive-date=25 September 2012|archive-url=https://web.archive.org/web/20120925185541/http://www.nist.gov/mep/upload/SciCommSummary-DOT_Forum_CA_Final-2-2.doc|url-status=live}}</ref> |- | Minnesota Department of Transportation | Greater than 90 but less than 125 | <ref>{{cite web|title=State Aviation System Plan|url=http://www.dot.state.mn.us/aero/planning/documents/sasp/saspchapter8.pdf|publisher=Minnesota Department of Transportation|access-date=22 January 2014|page=200|date=July 2013|archive-date=3 February 2014|archive-url=https://web.archive.org/web/20140203183148/http://www.dot.state.mn.us/aero/planning/documents/sasp/saspchapter8.pdf|url-status=live}}</ref> |- | North Central Texas Council of Governments | 80–150 | <ref name=nctcograil/> |- | Oklahoma Department of Transportation | 110–125 | <ref name=txok>{{cite journal|title=Types of passenger rail|journal=Texas-Oklahoma Passenger Rail Study Newsletter|date=Winter 2014|volume=2|issue=1|page=2|url=http://ftp.dot.state.tx.us/pub/txdot-info/rail/txok/alternatives-newsletter.pdf|access-date=22 January 2014|archive-date=3 February 2014|archive-url=https://web.archive.org/web/20140203005814/http://ftp.dot.state.tx.us/pub/txdot-info/rail/txok/alternatives-newsletter.pdf|url-status=live}}</ref> |- | Texas Department of Transportation | 110–125 | <ref name=txok/> |- | Virginia Department of Rail and Public Transportation | Up to 110 | <ref name=drpt/> |}
==Speed limits== In Canada, the assumption about grade crossing is that operating higher-speed rail services between {{convert|160|and|200|km/h|abbr=on}} would require "improved levels of protection in acceptable areas".<ref name="qohsrps">{{cite web|title=Deliverable No. 12 – Review of Impacts of HSR on the Transportation System within the Corridor |url=http://www.mto.gov.on.ca/english/pubs/high-speed-rail/impacts/QOHSR%20Del%2012%20Nov9E%20Final.pdf |work=Updated Feasibility Study of a High Speed Rail Service in the Québec City – Windsor Corridor |publisher=Ministère des Transports du Québec, Ontario Ministry of Transportation, and Transport Canada |access-date=17 November 2012 |date=November 2010 |url-status=dead |archive-url=https://web.archive.org/web/20121030014908/http://www.mto.gov.on.ca/english/pubs/high-speed-rail/impacts/QOHSR%20Del%2012%20Nov9E%20Final.pdf |archive-date=30 October 2012 }}</ref>
In the United States, railroad tracks are largely used for freight with at-grade crossings. Passenger trains in many corridors run on shared tracks with freight trains. Most trains are limited to top speeds of {{convert|79|mph|abbr=on}} unless they are equipped with an automatic cab signal, automatic train stop, automatic train control or positive train control system approved by the Federal Railroad Administration (FRA).<ref>{{cite web|title=Code of Federal Regulations – Title 49 – Transportation|url=http://www.gpo.gov/fdsys/pkg/CFR-2011-title49-vol4/xml/CFR-2011-title49-vol4-sec236-0.xml|access-date=20 October 2012|archive-date=11 November 2014|archive-url=https://web.archive.org/web/20141111065846/http://www.gpo.gov/fdsys/pkg/CFR-2011-title49-vol4/xml/CFR-2011-title49-vol4-sec236-0.xml|url-status=live}}</ref> In developing higher-speed rail services, one of those safety systems must be used.
Additionally, the FRA establishes classification of track quality which regulates the speed limits of trains with Class 5, Class 6, Class 7 and Class 8 for top speeds of {{cvt|90|mph|round=5}},<ref>{{cite web|title=Chapter 5 Track Safety Standards Classes 1 through 5|url=http://www.fra.dot.gov/downloads/safety/tss_compliance_manual_chapter_5_final_040107.pdf|work=Track Safety Standards Compliance Manual|publisher=Federal Railroad Administration|access-date=4 November 2012|archive-url=https://web.archive.org/web/20080528020612/http://www.fra.dot.gov/downloads/safety/tss_compliance_manual_chapter_5_final_040107.pdf|archive-date=28 May 2008}}</ref> {{cvt|110|mph|round=5}}, {{cvt|125|mph|round=5}} and {{cvt|160|mph|round=5}}, respectively.<ref>{{cite web|title=Chapter 6 Track Safety Standards Classes 6 through 9, p. 6.13|url=http://www.fra.dot.gov/downloads/safety/track_compliance_manual/TCM%206.PDF|work=Track Compliance Manual|publisher=Federal Railroad Administration|access-date=4 November 2012|archive-url=https://web.archive.org/web/20030923081943/http://www.fra.dot.gov/downloads/safety/track_compliance_manual/TCM%206.PDF|archive-date=23 September 2003}}</ref> The FRA also regulates passenger train design and safety standards to ensure trains that operate at speeds of {{cvt|80|mph|round=5}} up to {{cvt|125|mph|round=5}} comply with its ''Tier I'' standard and trains that operate at speeds up to {{cvt|150|mph|round=5}} comply with its ''Tier II'' standard.<ref>{{cite book|title=High Speed Passenger Rail Safety Strategy|year=2009|publisher=Federal Railroad Administration|page=23|url=http://www.fra.dot.gov/downloads/safety/HSRSafetyStrategy110609.pdf|access-date=7 November 2012|archive-url=https://web.archive.org/web/20110911035857/http://www.fra.dot.gov/downloads/safety/HSRSafetyStrategy110609.pdf|archive-date=11 September 2011}}</ref>
Another limitation is the safety of grade crossings (also known as level crossings, flat level crossings, non-grade-separated crossings) which limits how fast trains can go. FRA regulations set speed limits for tracks with grade crossings as follows:<ref name=fracrossings>{{cite web|title=High-Speed Grade Crossings |url=http://www.fra.dot.gov/Pages/217.shtml |publisher=Federal Railroad Administration |access-date=20 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120904102341/http://www.fra.dot.gov/Pages/217.shtml |archive-date=4 September 2012 }}</ref> Level crossings are generally the most dangerous part of the railway network with a large number of fatal incidents occurring at a grade crossing. * For {{cvt|110|mph|round=5}} or less: Grade crossings are permitted. States and railroads cooperate to determine the needed warning devices, including passive crossbucks, flashing lights, two quadrant gates (close only 'entering' lanes of road), long gate arms, median barriers, and various combinations. Lights and/or gates are activated by circuits wired to the track (track circuits). * For {{cvt|110|to|125|mph|round=5}}: The FRA permits crossings only if an "impenetrable barrier" blocks highway traffic when a train approaches. * Above {{cvt|125|mph|round=5}}: No crossings will be permitted.
In Europe, the limit is often {{cvt|160|km/h|mph|round=5}} over grade crossings.<ref>{{cite news|title=Ten Years of Work Needed Before New Trains Can Reach Top Speed|url=http://news.err.ee/v/economy/1dbd0967-3ae8-4c04-af7d-a14290bea4c4|access-date=17 November 2014|work=Estonian Public Broadcasting|date=21 May 2013|archive-date=29 November 2014|archive-url=https://web.archive.org/web/20141129021910/http://news.err.ee/v/economy/1dbd0967-3ae8-4c04-af7d-a14290bea4c4|url-status=live}}</ref> In Sweden there is a special rule permitting {{cvt|200|km/h|mph|round=5}} if there are barriers and automatic detection of road vehicles standing on the track.<ref>{{cite book|title=Kartläggning av plankorsningar – B05-690/TR00 (Swedish)|date=30 June 2006|publisher=Banverket|access-date=17 November 2014|archive-date=21 May 2013|archive-url=https://web.archive.org/web/20130521100659/http://www.trafikverket.se/PageFiles/10137/Kartlaggning_av_plankorsningar_2006.pdf|url=http://www.trafikverket.se/PageFiles/10137/Kartlaggning_av_plankorsningar_2006.pdf}}</ref> In Russia {{cvt|250|km/h|mph|round=5}} is permitted over grade crossings.<ref>{{cite news|title=High-Speed Russian Train Stirs Anger|url=http://www.businessweek.com/globalbiz/content/jul2010/gb20100712_212007.htm#p1|access-date=17 November 2014|work=Bloomberg BusinessWeek|date=12 July 2010|archive-date=24 September 2015|archive-url=https://web.archive.org/web/20150924124457/http://www.businessweek.com/globalbiz/content/jul2010/gb20100712_212007.htm#p1|url-status=dead}}</ref> The United Kingdom has railway lines of 200 km/h (125 mph) which still use grade crossings.
With the above limitations, many regional transportation planners focus on rail improvements to have the top speeds up to {{cvt|110|mph|round=5}} when proposing a new higher-speed rail service.<ref name="crs"/>
==Similar categories== In countries where there had been rail improvement projects in the later part of the 20th century and into the 2000s, there are inter-city rail services with comparable speed ranges of higher-speed rail, but they are not specifically called "higher-speed rail". Below are some examples of such services that are still in operation.
* '''Canada:''' The Quebec City–Windsor Corridor that runs between Quebec City and Windsor allows Via Rail trains to run at speeds of {{cvt|100|km/h|mph|round=5}}, about {{cvt|130|km/h|mph|round=5}} today. * '''Europe:''' The InterCity services in many European countries have top speeds of mostly up to {{cvt|160|km/h|mph|round=5}}, but they can go up to {{cvt|200|km/h|mph|round=5}}. Intercity trains that cross international borders are usually designated as EuroCity and reach similar speeds where tracks allow it. High speed trains also may use upgraded and electrified lines that are not purpose-built during part of their journey at up to {{cvt|220|km/h|mph|round=5}}. * '''Japan:''' The Mini-shinkansen lines in Japan are the conventional lines that have been converted from narrow gauge to standard gauge to allow Shinkansen trains to pass through with top speeds of {{cvt|130|km/h|mph|round=5}}.<ref>{{cite web|last1=Hoover|first1=Ryan|title=Mini-Shinkansen: How East Japan Railway Co. extended high-speed rail without huge infrastructure expenditures|url=http://oldsite.bayrailalliance.org/rail_technology/Mini_Shinkansen_jul06.pdf|publisher=BayRail Alliance|access-date=28 September 2014|date=20 July 2006|archive-date=11 November 2014|archive-url=https://web.archive.org/web/20141111070231/http://oldsite.bayrailalliance.org/rail_technology/Mini_Shinkansen_jul06.pdf|url-status=live}}</ref> However, the International Union of Railways recognizes the Mini-shinkansen lines as high-speed rail.<ref name=uic>{{cite web |title=High Speed Lines in the World |url=http://www.uic.org/IMG/pdf/20140901_high_speed_lines_in_the_world.pdf |archive-url=https://www.webcitation.org/6U8lfU2Gh?url=http://www.uic.org/IMG/pdf/20140901_high_speed_lines_in_the_world.pdf |url-status=dead |archive-date=17 November 2014 |publisher=International Union of Railways |access-date=27 September 2014 |date=1 September 2014 }}</ref> Two Mini-shinkansen lines have been constructed: the Yamagata Shinkansen and Akita Shinkansen.<ref name="semmens1997">{{cite book |last=Semmens |first=Peter |title=High Speed in Japan: Shinkansen – The World's Busiest High-speed Railway |publisher=Platform 5 Publishing |year=1997 |isbn=1-872524-88-5 |location=Sheffield, UK}}</ref> Both of these lines branch off from the high-speed Tohoku Shinkansen line with top speeds of 320 km/h (200 mph). * '''Spain:''' Many inter-city rail services operated by Renfe Operadora, the state-owned company, are not classified as high-speed rail. Those services are ''Alaris'', ''Altaria'', ''Arco'' and ''Talgo'' (from Talgo III to Talgo VII) with top speeds of {{cvt|160|and|200|km/h|mph|round=5}}<ref>{{cite web|title=AVE-Long Distance Products|url=http://www.renfe.com/EN/viajeros/larga_distancia/productos/index.html|publisher=Renfe|access-date=13 November 2013|archive-date=19 October 2017|archive-url=https://web.archive.org/web/20171019125238/http://www.renfe.com/EN/viajeros/larga_distancia/productos/index.html|url-status=live}}</ref> * In '''Norway''', there is sometimes talked about ''høy hastighet'', which may be compared to higher-speed rail as used here – and ''høyhastighet'', high-speed rail. Most of the rail network is old, with sharp curves, and speeds at only {{cvt|70|–|130|km/h|mph|round=5}}. The lines around Oslo are upgraded or renewed, or are planned to be so. Some of the sections, like Follobanen (Oslo–Ski, 22 km), are built or planned for {{cvt|250|km/h|mph|round=5}} – though others to ''høy hastighet'', i.e. {{cvt|160|km/h|round=5}} or {{cvt|200|km/h|round=5}}.<ref>{{cite news |last=Holtung |first=Siri |date=18 May 2011 |work=Byavisa Sandefjord |language=Norwegian Bokmål |title=Høyhastighet eller høy hastighet? Vestfoldbanen 2026 |trans-title=High-speed or high speed? The Vestfold track 2026 |url=http://byavisa.sandefjord.no/nor/Naering/Aktuelt/Hoeyhastighet-eller-hoey-hastighet-Vestfoldbanen-i-2026 |archive-url=https://web.archive.org/web/20160506022410/http://byavisa.sandefjord.no/nor/Naering/Aktuelt/Hoeyhastighet-eller-hoey-hastighet-Vestfoldbanen-i-2026 |archive-date=6 May 2016 |url-status=dead}}</ref> By the same token, the Norwegian FLIRT trains and the El 18 locomotives have a top speed of 200 km/h. Gardermobanen is called a high-speed line,<ref>http://www.jernbaneverket.no/Jernbanen/Banene/Gardermobanen/ {{Webarchive|url=https://web.archive.org/web/20160427110710/http://www.jernbaneverket.no/Jernbanen/Banene/Gardermobanen/ |date=27 April 2016 }}; in Norwegian</ref> and the GMB Class 71 and NSB Class 73 are often called high-speed trains<ref>http://www.nmj.no/1000366.html {{Webarchive|url=https://web.archive.org/web/20160406213616/http://www.nmj.no/1000366.html |date=6 April 2016 }}; in Norwegian</ref> – with {{cvt|210|km/h|round=5}} top speed. However, the limits are blurry. Sometimes, e.g. the FLIRTs are called high-speed trains.<ref>e.g. http://www.sb.no/nyheter/nyheter/for-hoy-togtut/s/2-2.428-1.7540611 {{Webarchive|url=https://web.archive.org/web/20160619071727/http://www.sb.no/nyheter/nyheter/for-hoy-togtut/s/2-2.428-1.7540611 |date=19 June 2016 }}; in Norwegian</ref> * '''Sweden:''' SJ (Swedish Railways) operates inter-city rail services using X 2000 and SJ 3000 (X55) trains in major routes across the country with top speeds of {{cvt|205|km/h|round=5}}. The operator brands them as ''snabbtåg'' ("fast trains") although "high-speed trains" is sometimes used in English language ads;<ref>{{cite web|title=Getting around Sweden by Train|url=http://www.visitsweden.com/sweden/travel-guide/getting-around-in-sweden/by-train/|publisher=VisitSweden|access-date=13 November 2013|archive-date=13 November 2013|archive-url=https://web.archive.org/web/20131113213824/http://www.visitsweden.com/sweden/travel-guide/getting-around-in-sweden/by-train/|url-status=live}}</ref><ref>{{Cite web |url=https://www.sj.se/en/about/about-sj/our-trains.html |title=Our trains |publisher=SJ AB |access-date=1 November 2017 |archive-date=7 November 2017 |archive-url=https://web.archive.org/web/20171107025602/https://www.sj.se/en/about/about-sj/our-trains.html |url-status=live }}</ref> however, the International Union of Railways only recognizes the {{cvt|320|km/h|round=5}} line from Stockholm to Malmö and Gothenburg as the only high-speed rail lines in Sweden which is still in the planning stage, and are called "höghastighetsbanor" (''high-speed railways'').<ref name=uic/> * In '''Germany''' regional trains along the Munich-Nuremberg high speed line which was built for {{cvt|300|km/h|round=5}} run at {{cvt|200|km/h|round=5}} without being specially designated. Those trains use locomotives that are used for Intercity trains elsewhere and the higher speed (in comparison to other regional trains) was chosen mainly to increase capacity. *'''The United Kingdom''' has service which run at {{cvt|200|km/h|round=5}}, such as the East Coast Main Line, West Coast Main Line, Great Western Main Line and Midland Main Line. But there are signaling upgrades currently happening on the East Coast Main Line and rolling stock to increase speeds to {{cvt|225|km/h|round=5}}. * '''South Korea''': MOLIT designates railway lines as three categories: high-speed railway lines (''{{lang|ko|고속철도노선}}''), semi-high-speed railway lines (''{{lang|ko|준고속철도노선}}''), or conventional railway lines (''{{lang|ko|일반철도노선}}''). High-speed railway lines are limited to dedicated lines with maximum speed over {{cvt|300|km/h|round=5}}, while semi-high-speed rail can be mixed-use lines with maximum speed ranged in {{cvt|200|km/h|round=5}}–{{cvt|300|km/h|round=5}}. For conventional railway lines, due to the limitation of signal systems and designed maximum speed of trains, most lines are limited by maximum speed under {{cvt|150|km/h|round=5}}. However, Gyeongchun line has been upgraded as a higher-speed railway line, with dedicated ITX-Cheongchun EMU trains designed as maximum speed of {{cvt|180|km/h|round=5}}.
===Commuter rail services=== Some commuter rail services that cover shorter distances may achieve similar speeds but they are not typically called as higher-speed rail.<ref name=drpt/> Some examples are: * Numerous regional ICRs in China such as Dongguan–Huizhou intercity railway and Changsha–Zhuzhou–Xiangtan intercity railway operate up to {{cvt|200|kph|round=5}}. * Coaster links Oceanside, California and San Diego on ''Pacific Surfliner'' trackage with top speeds of {{Convert|90|mph|abbr=on}}<ref>{{cite web|title=Rail Safety Tips|url=http://www.gonctd.com/rail-safety-tips|publisher=North County Transit District|access-date=3 November 2016|archive-url=https://web.archive.org/web/20151223191933/http://www.gonctd.com/rail-safety-tips|archive-date=23 December 2015|url-status=dead}}</ref> * MARC Penn Line covers {{Convert|77|mi|km}} on Northeast Corridor trackage and has been upgraded to {{cvt|125|mph|round=5}}<ref>{{cite news|last1=Starcic|first1=Janna|title=Maryland's MARC Railroad Upgrades Fleet, Service to Bolster Ridership|url=http://www.metro-magazine.com/rail/article/713751/maryland-s-marc-railroad-upgrades-fleet-service-to-bolster-ridership|access-date=26 October 2016|publisher=Metro Magazine|date=17 June 2016|archive-date=26 October 2016|archive-url=https://web.archive.org/web/20161026231331/http://www.metro-magazine.com/rail/article/713751/maryland-s-marc-railroad-upgrades-fleet-service-to-bolster-ridership|url-status=live}}</ref> * Metrolink Orange County Line and Inland Empire–Orange County Line, also on ''Pacific Surfliner'' trackage, operate at top speeds of {{cvt|90|mph|round=5}} on segments south of Santa Ana<ref name=schematics>{{CA rail schematics}}</ref> and in Camp Pendleton.<ref>{{cite book|title=2016 RTP/SCS Passenger Rail Appendix|date=December 2015|publisher=Southern California Association of Governments|url=http://scagrtpscs.net/Documents/2016/draft/d2016RTPSCS_PassengerRail.pdf|access-date=4 November 2016|archive-date=18 January 2017|archive-url=https://web.archive.org/web/20170118041409/http://scagrtpscs.net/Documents/2016/draft/d2016RTPSCS_PassengerRail.pdf|url-status=live}}</ref> * Caltrain electrification project is underway between San Francisco to Tamien station as part of upgrades for blended service with CHSR. The Caltrain trains will be capable of reaching speeds of up to {{cvt|110|mph|round=5}}.<ref>{{cite book|title=Caltrain Modernization Program|date=14 January 2014|publisher=Transbay Joint Powers Authority Citizen Advisory Group|url=http://transbaycenter.org/uploads/2014/01/TJPA-CAC-1.14.14.pdf|access-date=16 December 2016|archive-date=20 December 2016|archive-url=https://web.archive.org/web/20161220211157/http://transbaycenter.org/uploads/2014/01/TJPA-CAC-1.14.14.pdf|url-status=live}}</ref>
==Rail improvement strategies== [[File:Amt 9634-CDU-closeup.jpg|thumb|right|125px|Cab display unit of ACSES, an approved PTC system]] There are many types of trains that can support higher-speed rail operation. Usually, the rail infrastructure needs to be upgraded prior to such operation. However, the requirements to the infrastructure (signalling systems, curve radii, etc.) greatly increase with higher speeds, so an upgrade to a higher-speed standard is often simpler and less expensive than building new high-speed lines. But an upgrade to existing track currently in use, with busy traffic in some segments, introduces challenges associated with the construction work that could potentially disrupt the train services. The followings are some strategies used by regional transportation planners and rail track owners for their rail improvement projects in order to start the higher-speed rail services.
===Signal upgrades=== In Victoria, Australia, the increased top speeds from {{cvt|130|to|160|km/h|round=5}} in the Regional Fast Rail project required a change to the signalling system to account for increased braking distance. Prior to the project, the system comprised a mixture of equipment from pre-World War I mechanical signalling to the remote control systems of the 1980s. In some cases, operators needed to telephone the local operators to manually control the signal boxes. With the new speeds, the signalling needed to be computerized. The project employed the Solid State Interlocking with the newly laid fiber-optic communication between the components to use three computer systems to control the signals. When the output of one computer differs from the other two, the system will fail that computer and continue the signal operations as long as the outputs from the other two computers are consistent. The project deployed the Train Protection & Warning System which allows the system to automatically applies the brakes at a sufficient distance to stop the train if the driver does not control the speeds adequately. The project also incorporated Train Control and Monitoring System to allow real-time monitoring of the position of trains.<ref name=rfr>{{cite web|last=Marchant |first=Kevin |title=The Regional Fast Rail Project – A Technical Focus |url=http://acaa.net.au/pdf/2007_tp_pp/regionaltp.pdf |publisher=Australian Construction Achievement Award |access-date=19 January 2014 |url-status=dead |archive-url=https://web.archive.org/web/20130420163127/http://acaa.net.au/pdf/2007_tp_pp/regionaltp.pdf |archive-date=20 April 2013 }}</ref>
In the United States, the first step to increase top speeds from {{convert|79|mph|abbr=on}} is to install a new signal system that incorporates FRA-approved positive train control (PTC) system that is compatible with higher-speed rail operation.<ref>{{cite web|title=Pacific Surfliner Corridor Los Angeles to San Diego – Service Development Plan|url=http://149.136.20.80/rail/dor/assets/File/CA-Pac-Surf_Final_SDP.pdf|publisher=California Department of Transportation|access-date=21 October 2012|archive-date=1 February 2014|archive-url=https://web.archive.org/web/20140201215458/http://149.136.20.80/rail/dor/assets/File/CA-Pac-Surf_Final_SDP.pdf|url-status=live}}</ref> They are both transponder-based and GPS-based PTC systems currently in use in the United States. By a mandate, a significant portion of the railroads in the United States will be covered by PTC by the end of 2015.<ref>{{cite web|title=Positive Train Control Overview|url=http://www.fra.dot.gov/rrs/pages/fp_1265.shtml|publisher=Federal Railroad Administration|access-date=21 October 2012|date=7 June 2012|archive-url=https://web.archive.org/web/20120904132328/http://www.fra.dot.gov/rrs/pages/fp_1265.shtml|archive-date=4 September 2012}}</ref> [[File:Concrete sleeper 1638.JPG|left|thumb|Concrete ties on a BNSF line]]
===Track improvements=== To support trains that run regularly at higher speeds, the rails need to be reliable. Most freight tracks have wooden ties which cause rails to become slightly misaligned over time due to wood rot, splitting and spike-pull (where the spike is gradually loosened from the tie).<ref>{{cite book|title=Sonoma-Marin Area Rail Transit Project SCH #2002112033 Concrete Rail Ties CEQA Addendum to 2006 FEIR|date=January 2011|publisher=Sonoma-Marin Area Rail Transit District|page=6|url=http://www2.sonomamarintrain.org/userfiles/file/Addendum%20to%20FEIR%20(FINAL%20Concrete%20ties%20Addendum%201-12-11).pdf|access-date=17 November 2014|archive-date=4 March 2016|archive-url=https://web.archive.org/web/20160304072321/http://www2.sonomamarintrain.org/userfiles/file/Addendum%20to%20FEIR%20(FINAL%20Concrete%20ties%20Addendum%201-12-11).pdf|url-status=live}}</ref> The concrete ties used to replace them are intended to make the track more stable, particularly with changes in temperature.<ref>{{cite news|title=At a Glance: Railway Sleeper Materials|url=http://www.railway-technology.com/features/feature92105/|access-date=17 November 2014|work=Railway-technology.com|date=6 August 2010|archive-date=29 November 2014|archive-url=https://web.archive.org/web/20141129041157/http://www.railway-technology.com/features/feature92105/|url-status=live}}</ref> Rail joints are also an issue, since most conventional rail lines use bolts and fishplates to join two sections of the rail together. This causes the joint to become slightly misaligned over time due to loosening bolts. To make for a smoother ride at higher speeds, the lengths of rail may be welded together to form continuous welded rail (CWR). However, the continuous welded rails are vulnerable to stress due to changes in temperature.<ref>{{cite news|title=Continuous welded rails strengthen network|url=http://www.engineeringnews.co.za/article/continuous-welded-rails-strengthens-network-but-consider-rail-stress-2014-06-27|access-date=17 November 2014|work=Creamer's Media Engineering News|date=27 June 2014|archive-date=17 November 2014|archive-url=https://archive.today/20141117051606/http://www.engineeringnews.co.za/article/continuous-welded-rails-strengthens-network-but-consider-rail-stress-2014-06-27|url-status=live}}</ref>
In Australia, the track condition before the Regional Fast Rail project could only support trains up to speeds of {{cvt|130|km/h|round=5}}. The tracks are with mixture of wooden and concrete ties. The rail weight varies but with majority being {{convert|47|kg/m|0|abbr=on}}. The track upgrade in the project included changing to use concrete ties and to use new standard of rail weight at {{convert|60|kg/m|0|abbr=on}} in order to support the new top speeds of {{cvt|160|km/h|round=5}}.<ref>{{cite web|last=Deveney|first=Thomas J.|title=Regional Fast Rail – Project Overview|url=http://irse.org.au/publications/technical-papers-australasia/994-2004-march-1-deveney-regional-fast-rail-project-overview|publisher=IRSE Technical Convention|access-date=19 January 2014|date=19 March 2004|archive-date=29 November 2014|archive-url=https://web.archive.org/web/20141129053904/http://irse.org.au/publications/technical-papers-australasia/994-2004-march-1-deveney-regional-fast-rail-project-overview|url-status=live}}</ref>
There may be restriction in maximum operating speeds due to track geometry of existing line, especially on curves. Straightening the route, where possible, will reduce the travel time by increasing the allowable speeds and by reducing the length of track. When straight routes are not possible, reducing the number of curves and lowering the degree of curvature would result in higher achievable speeds on those curves. An example is the elimination of three consecutive reverse curves in favor of one larger curve. Raising superelevation may be considered for sharp curves which significantly limit speed. The higher speeds on those modified curves, together with the higher superelevation, will require track modification to have transition spirals to and from those curves to be longer.<ref>{{cite book|title=Technical Monograph: Transportation Planning for the Richmond–Charlotte Railroad Corridor (FRA/RDV-04/02)|year=2004|publisher=Federal Railroad Administration|url=http://www.fra.dot.gov/downloads/RRDev/rich_vol_2.pdf|edition=Volume II|archive-url=https://web.archive.org/web/20120906173125/http://www.fra.dot.gov/downloads/RRDev/rich_vol_2.pdf|archive-date=6 September 2012}}</ref>
Old turnouts may need replacement to allow trains to run through the turnouts at higher speeds. In the United States, some old turnouts have speed limit of {{cvt|20|mph|round=5}}. Even with newer turnouts (rated #20), the diverging speed limit is still at {{cvt|45|mph|round=5}} which would significantly slow down the higher-speed train passing through those sections. High-speed turnouts (rated #32.7) are capable of handling maximum diverging speeds of {{cvt|80|mph|round=5}}.<ref>{{cite news|title=AMTRAK REQUESTS LESS FEDERAL OPERATING SUPPORT|url=http://www.amtrak.com/ccurl/93/560/ATK-12-008%20Amtrak%20FY%202013%20Grant%20Leg%20Request.pdf|access-date=21 October 2012|newspaper=Amtrak Press Release|date=3 February 2012|archive-date=30 July 2013|archive-url=https://web.archive.org/web/20130730200336/http://www.amtrak.com/ccurl/93/560/ATK-12-008%20Amtrak%20FY%202013%20Grant%20Leg%20Request.pdf|url-status=live}}</ref><ref>{{cite web|title=Automatic Train Control and Advanced Civil Speed Enforcement System; Northeast Corridor Railroads|url=http://www.fra.dot.gov/downloads/counsel/acses5.pdf|publisher=Federal Railroad Administration|access-date=21 October 2012|archive-url=https://web.archive.org/web/20100527212505/http://www.fra.dot.gov/downloads/counsel/acses5.pdf|archive-date=27 May 2010}}</ref><ref>{{cite web|title=Track improvements: Raleigh – Greensboro|url=http://www.bytrain.org/track/rghgro.html|publisher=NCDOT|access-date=21 October 2012|archive-url=https://web.archive.org/web/20130927130841/http://www.bytrain.org/track/rghgro.html|archive-date=27 September 2013}}</ref>
In order to minimize the downtime to upgrade tracks, a track renewal train (TRT) can automate much of the process, replacing rails, ties, and ballast at the rate of 2 miles per day. In the United States, a TRT is used by Union Pacific Railroad on the track shared with future higher-speed rail service in Illinois area.<ref>{{cite web|title=TRT 909|url=http://www.idothsr.org/|publisher=IDOT High Speed Rail|access-date=21 October 2012|archive-date=13 November 2012|archive-url=https://web.archive.org/web/20121113083624/http://www.idothsr.org/|url-status=live}}</ref><ref>{{cite web|title=TRT-909 Track Renewal System|url=http://www.harscorail.com/services/track-renewal-TRT-909.aspx|website=Harsco Rail|access-date=21 October 2012|archive-url=https://web.archive.org/web/20130118215259/http://www.harscorail.com/services/track-renewal-TRT-909.aspx|archive-date=18 January 2013}}</ref>
For electrified track, the old catenary may need to be replaced. The fixed-tension catenary which is acceptable for low speeds may not be suitable for regular higher-speed rail services, where a constant tension is automatically maintained when temperature changes cause the length of the wire to expand or contract.<ref>{{cite web|title=Catenary Improvements Continue on Metro-North's New Haven Line|url=http://www.mta.info/news/stories/?story=154|publisher=MTA|access-date=22 October 2012|archive-date=27 September 2012|archive-url=https://web.archive.org/web/20120927152014/http://www.mta.info/news/stories/?story=154|url-status=live}}</ref>
===Crossing improvements=== With trains running at higher speeds throughout the route, safety at all at-grade crossings needs to be considered.
In Australia, the levels of upgrade of the crossing in the rail improvements project were based on the risk analysis. The improvements included flashing light protection, automatic full barriers protection, and pedestrian gates crossings. The project also introduced the use of rubber panels at the crossings.<ref name=rfr/>
In the United States, the FRA limits train speeds to {{cvt|110|mph|round=5}} without an "impenetrable barrier" at each crossing. Even with that top speed, the grade crossings must have adequate means to prevent collisions. Another option is grade separation, but it could be cost-prohibitive and the planners may opt for at-grade crossing improvements instead.<ref name=fracrossings/>
The safety improvements at crossings can be done using combination of techniques. This includes passive devices such as upgraded signage and pavement markings. Another low-cost passive device is median separators which are installed along the center line of roadways, extending approximately 70 to 100 feet from the crossing, to discourage drivers from running around the crossing gates. More active devices include the four-quadrant gate, which blocks both sides of each traffic lane. Longer gate arms can cover 3/4 of the roadway. Video cameras can also be installed to catch the violators. A signal monitoring system can also be installed to alert the crews when the crossing equipment has malfunctioned.<ref>{{cite web|title=Sealed Corridor Program|url=http://www.bytrain.org/safety/sealed.html|publisher=NCDOT|access-date=22 October 2012|archive-date=1 September 2012|archive-url=https://web.archive.org/web/20120901212038/http://www.bytrain.org/safety/sealed.html|url-status=live}}</ref>
In Norway, grade crossing speed are not permitted to exceed {{cvt|160|km/h|round=5}}.<ref>http://www.jernbaneverket.no/Sikkerhet/Planovergangar/Der-vei-krysser-jernbane/ {{Webarchive|url=https://web.archive.org/web/20160304101346/http://www.jernbaneverket.no/Sikkerhet/Planovergangar/Der-vei-krysser-jernbane/ |date=4 March 2016 }}; in Norwegian</ref>
===Rerouting and passing sidings=== [[File:NS Entering the NE Corridor.jpg|thumb|right|Norfolk Southern Railway freight enters the NEC from the Port Road Branch in Perryville, Maryland]] In areas where there is frequent interference between freight and passenger trains due to congestion which causes the passenger trains to slow down, more extensive improvements may be needed. Certain segments of the line in congested areas may need to be rerouted. New track may need to be laid to avoid many curves which slow down the trains. In stretches of heavy freight train traffic, adding passing sidings along the segment should be considered. Sometimes certain stations may need to be bypassed.<ref>{{cite web|title=WSDOT Summary of Track 1 Projects|url=http://www.wsdot.wa.gov/NR/rdonlyres/3936E083-54E0-4486-8183-07A9BE03FE56/0/WSDOTSummaryTrack1Projects_Summary.pdf|access-date=22 October 2012|archive-date=17 October 2012|archive-url=https://web.archive.org/web/20121017161657/http://www.wsdot.wa.gov/NR/rdonlyres/3936E083-54E0-4486-8183-07A9BE03FE56/0/WSDOTSummaryTrack1Projects_Summary.pdf|url-status=live}}</ref>
===Electrification=== thumb|The "Main Line" portion of the Keystone Corridor is fully electrified. Another consideration is electrification. Electrifying a railway line entails a major upgrade to the rail infrastructure and equipment. On the infrastructure side, it requires catenary lines to be built above the tracks. New transmission lines are needed to carry power from the power plants. Substations are required for each of the {{Convert|40|mi|adj=on}} lengths to reduce severe voltage losses. There is also a need to consider the required amount of power supply and new power plants may be required. For locomotives, new electric locomotives are needed or existing diesel-electric locomotives can be retrofitted into all-electric locomotives, but it is a complicated task.<ref>{{cite journal|last1=Freeman|first1=Richard|last2=Cooper|first2=Hal|title=Why Electrified Rail Is Superior|journal=21st Century|issue=Summer 2005|page=28}}</ref> These factors cause electrification to have high initial investment costs. The advantages of all-electric locomotives are that they provide quieter, cleaner and more reliable operations than the diesel-electric counterpart. The fuel consumption, locomotive maintenance costs and track wear of all all-electric locomotives are also lower.<ref>{{cite news|title=Current Developments in UK Rail: An Electrifying Future|url=http://www.railway-technology.com/features/feature104304/|access-date=28 September 2014|publisher=Railway-technology.com|date=9 December 2010|archive-date=19 October 2014|archive-url=https://web.archive.org/web/20141019115049/http://www.railway-technology.com/features/feature104304|url-status=live}}</ref> Furthermore, electric traction makes the operator more independent of oil price fluctuations and imports, as electricity can be generated from domestic resources or renewable energy. This was a major consideration in the electrification of the German Democratic Republic network, as lignite (and therefore electricity) was cheap and plentiful domestically whereas oil had to be imported at world market prices.{{citation needed|date=March 2017}}
An alternative to catenary lines is to use a third rail system which has a semi-continuous rigid conductor placed alongside or between the rails of a railway track. However the operating speeds of this type of systems cannot be greater than {{cvt|100|mph|round=5}} due to its limitation of the power supply gaps at turnouts and grade crossings. Therefore, the third rail system is not generally used for higher-speed rail.<ref>{{cite news|last1=Yadav|first1=Anil|title=Traction choices: overhead ac vs third rail dc|url=http://www.railjournal.com/index.php/rolling-stock/traction-choices-overhead-ac-vs-third-rail-dc.html|access-date=17 November 2014|work=International Railway Journal|date=4 February 2013|archive-date=6 September 2014|archive-url=https://web.archive.org/web/20140906202540/http://www.railjournal.com/index.php/rolling-stock/traction-choices-overhead-ac-vs-third-rail-dc.html|url-status=live}}</ref>
One example in the United States that does involve electrification is the Keystone Improvement Project to provide higher-speed rail service along the Harrisburg–Pittsburgh segment of the Keystone Corridor in Pennsylvania. The plan includes additional track, a new signal system and electrification. If completed as planned, this would allow Amtrak to utilize electric power continuously on service from Philadelphia to Pittsburgh. The first segment ("Main Line") has already been using electric locomotives with a top speed of {{cvt|110|mph|round=5}}.<ref>{{cite news|last=Cotey|first=Angela|title=Keystone Corridor|url=http://www.hsrupdates.com/corridor_profiles/details/Keystone-Corridor--84|access-date=20 October 2012|newspaper=Progressive Railroading|archive-date=12 July 2012|archive-url=https://web.archive.org/web/20120712080707/http://www.hsrupdates.com/corridor_profiles/details/Keystone-Corridor--84|url-status=live}}</ref>
==In operation==
=== United States === This is the list of the current higher-speed intercity and long-distance trains. For the list of trains with a top speed {{cvt|110|mph|0}} and above, see High-speed rail in the United States. {| class="wikitable" style="font-size:95%;" ! Service name ! Route !Operator!! Current Top speed !! Average speed!! Route length (miles) !! Equipment !! Note |- | ''Texas Eagle'' | Chicago–Los Angeles |Amtrak|| {{cvt|100|mph|0}} || {{cvt|55|mph|0}} || 2,728 || Diesel-electric locomotive-hauled coaches ||<ref>{{citation |title=Texas Eagle |url=http://www.texaseagle.com/}}</ref> |- | ''Southwest Chief'' | Chicago–Los Angeles |Amtrak|| {{cvt|90|mph|0}} || {{cvt|55|mph|0}} || 2,256 || Diesel-electric locomotive-hauled coaches ||<ref>{{cite news |last=Wolfe |first=Thomas |date=27 July 2005 |title=Passengers on Amtrak's Southwest Chief Experience a Community Away From Home |url=http://www.redorbit.com/news/technology/187759/passengers_on_amtraks_southwest_chief_experience_a_community_away_from/ |url-status=live |archive-url=https://web.archive.org/web/20150924130442/http://www.redorbit.com/news/technology/187759/passengers_on_amtraks_southwest_chief_experience_a_community_away_from/ |archive-date=24 September 2015 |access-date=21 October 2012 |newspaper=Red Orbit}}</ref> |- | ''Pacific Surfliner'' | Los Angeles–San Diego |Amtrak|| {{cvt|90|mph|0}} || {{cvt|55|mph|0}} || 130 || Diesel-electric locomotive-hauled coaches ||There is a study in place to increase maximum speed to {{cvt|110|mph|0}} when funding is available.<ref>{{cite web |title=Regional Transportation Plan 2012–2035 |url=http://rtpscs.scag.ca.gov/Documents/2012/final/SR/2012fRTP_PassengerRail.pdf |url-status=live |archive-url=https://web.archive.org/web/20150111070616/http://rtpscs.scag.ca.gov/Documents/2012/final/SR/2012fRTP_PassengerRail.pdf |archive-date=11 January 2015 |access-date=11 January 2015 |publisher=Southern California Association of Governments |page=9}}</ref> |}
=== Australia === [[File:Southern_eXpress_-_September_2023.jpg|thumb|An XPT in September 2023]] [[File:QRTILTRAIN2.jpg|thumb|A Diesel Tilt Train at Bowen Hills]] {{See also|High-speed rail in Australia}} In 1978, the Public Transport Commission of New South Wales invited tenders for 25 high-speed railcars, though bidders were allowed to propose alternative types of high-speed train. Commonwealth Engineering submitted a tender for a fleet based on the British Rail designed InterCity 125, which had entered service in the United Kingdom in 1976.<ref>{{cite magazine |title=NSW gives country passengers a break|magazine=Railway Gazette International|date=March 1979|page=210}}</ref> The XPT (Express Passenger Train) entered service in New South Wales in 1982.<ref>{{Cite news |last=Hely|first=Susan|date=2022-04-07|title=From the Archives 1982: First XPT was a minute late and two hours early|url=https://www.smh.com.au/national/nsw/from-the-archives-1982-first-xpt-was-a-minute-late-and-two-hours-early-20220315-p5a4u9.html|access-date=2024-04-01|work=The Sydney Morning Herald|language=en}}</ref> It significantly reduced travel times, cutting up to two hours off the trip from Sydney to Melbourne.<ref>{{Cite news |last=Kurmelovs|first=Royce|date=2020-02-25|title=From showpiece to goat track: the long, dangerous decline of Sydney-to-Melbourne rail travel|url=https://www.theguardian.com/australia-news/2020/feb/26/from-showpiece-to-goat-track-the-long-dangerous-decline-of-sydney-to-melbourne-rail-travel|access-date=2024-04-01|work=The Guardian|language=en-GB|issn=0261-3077|archive-date=1 April 2024|archive-url=https://web.archive.org/web/20240401125431/https://www.theguardian.com/australia-news/2020/feb/26/from-showpiece-to-goat-track-the-long-dangerous-decline-of-sydney-to-melbourne-rail-travel|url-status=live}}</ref> The XPT operates at a top speed of {{convert|160|km/h|mph|-1|abbr=on}}. However, it can theoretically reach speeds of {{convert|200|km/h|mph||abbr=on}}.<ref>{{Cite news |date=13 June 1981|title=To find out what the XPT can do|url=https://trove.nla.gov.au/newspaper/article/125640734?searchTerm=XPT%20speed%20record&searchLimits=l-availability=y|url-status=live|archive-url=https://web.archive.org/web/20180325110036/https://trove.nla.gov.au/newspaper/article/125640734?searchTerm=XPT%20speed%20record&searchLimits=l-availability=y|archive-date=25 March 2018|access-date=25 March 2018|work=Canberra Times}}</ref>
In 1999, the concept of Regional Fast Rail project was initiated by the government of Victoria with a goal to provide express higher-speed rail services between four main regional centres of Victoria (Geelong, Ballarat, Bendigo and the Latrobe Valley) and Melbourne. The initiative included a key component to upgrade rail infrastructure for top speeds of up to {{cvt|160|km/h|round=5}}. The development phase of initiative was between 2000 and 2002. Finally, the services on four lines began between 2005 and 2006 with top speeds of 160 km/h using VLocity trains.<ref>{{cite web|title=Results of special audits and other investigations, August 2006 |url=http://www.audit.vic.gov.au/reports_mp_psa/psa1602.html |publisher=Auditor General Victoria |access-date=13 November 2013 |url-status=dead |archive-url=https://web.archive.org/web/20060918152911/http://www.audit.vic.gov.au/reports_mp_psa/psa1602.html |archive-date=18 September 2006 }}</ref>
The Electric Tilt Train entered service in Queensland in 1998 on the ''Spirit of Capricorn'' between Brisbane and Rockhampton. With a journey time of seven hours, they shaved over two hours from the schedule operated by the preceding InterCity Express sets.<ref>{{cite web |last=Beattie|first=Peter|date=1 November 1998|title=All aboard Australia's first Tilt Train|url=http://www.cabinet.qld.gov.au/MMS/StatementDisplaySingle.aspx?id=24380|url-status=live|archive-url=https://web.archive.org/web/20120229004700/http://www.cabinet.qld.gov.au/MMS/StatementDisplaySingle.aspx?id=24380|archive-date=29 February 2012|access-date=23 January 2018|work=Ministerial Media Statements|publisher=Queensland Government}}</ref><ref>"Australia enters the Tilt Train era" ''Railway Digest'' December 1998 pages 22–25, 40</ref><ref>{{cite web |last=Bredhauer|first=Stephen|date=30 December 1998|title=Australia's Biggest Rail Investment|url=http://www.cabinet.qld.gov.au/MMS/StatementDisplaySingle.aspx?id=24873|url-status=live|archive-url=https://web.archive.org/web/20120229004709/http://www.cabinet.qld.gov.au/MMS/StatementDisplaySingle.aspx?id=24873|archive-date=29 February 2012|access-date=23 January 2018|work=Ministerial Media Statements|publisher=Queensland Government}}</ref> An Electric Tilt Train reached {{convert|210|km/h|mph|abbr=on}} north of Bundaberg in May 1999, a Australian speed record that still stands and which makes it the fastest narrow-gauge train in the world.<ref>{{cite book |author=QR Limited|author-link=Queensland Rail|url=http://www.corporate.qr.com.au/Images/QR_Annual_Report_tcm15-2468.pdf|title=Annual Report June 1999|publisher=QR Limited|year=1999|location=Brisbane|page=53|archive-url=https://web.archive.org/web/20090930024735/http://www.corporate.qr.com.au/Images/QR_Annual_Report_tcm15-2468.pdf|archive-date=2009-09-30|url-status=dead}}</ref><ref name="Railway Digest' page 15">"QR Tilt Train Sets Australian Rail Speed Record" ''Railway Digest'' June 1999 page 15</ref><ref>{{Cite web |title=World's fastest on narrow tracks – National – www.smh.com.au|url=http://www.smh.com.au/news/National/Worlds-fastest-on-narrow-tracks/2004/11/16/1100574468966.html|url-status=live|archive-url=https://web.archive.org/web/20170819151323/http://www.smh.com.au/news/National/Worlds-fastest-on-narrow-tracks/2004/11/16/1100574468966.html|archive-date=19 August 2017|access-date=2017-06-28|website=www.smh.com.au|date=17 November 2004}}</ref> In August 1999, a contract was awarded to Walkers for two diesel tilting trains to operate services from Brisbane to Cairns.<ref>"Bundaberg Tilt Service Hits Airline as Cairns Tilt Contract Signed" ''Railway_Digest'' September 1999 page 16</ref> In contrast to the Electric Tilt Train, the Diesel Tilt Train is a push-pull locomotive based train. The maximum speed of the Tilt Trains in service is {{convert|160|km/h|mph|abbr=on}}.<ref>{{Cite web |title=travel up to 160 kilometres per hour|url=https://www.queenslandrail.com.au/aboutus/mediacentre/media%20releases/MegamilestoneasRockhamptonandBundabergTiltTrainsreachfivemillion|url-status=dead|archive-url=https://web.archive.org/web/20180305202431/https://www.queenslandrail.com.au/aboutus/mediacentre/media%20releases/MegamilestoneasRockhamptonandBundabergTiltTrainsreachfivemillion|archive-date=5 March 2018|access-date=2018-03-05|website=www.queenslandrail.com.au}}</ref>
In December 2000, Westrail awarded a contract to United Goninan, Broadmeadow for nine railcars to replace the 1971 built WAGR WCA/WCE class fleet. Seven were for ''The Prospector'' and two for the ''AvonLink'' service.<ref name="GrayMay">{{MayGray-WAGRPassCar|pages=338–341}}</ref><ref>"WA Short Lines" ''Railway Digest'' February 2001</ref> The first entered service on 28 June 2004.<ref name="GrayMay" /> The new railcars are capable of {{convert|200|km/h|mph|abbr=on}}, but track conditions restrict their top speed to {{convert|160|km/h|mph|abbr=on}}.<ref>{{Cite web |title=Prospector |url=http://cdn.ugllimited.com/Asset/cms/Passengerr_Product_Brochures/084_Prospector_ProductSheet_V6_WEB.pdf |url-status=dead |archive-url=https://web.archive.org/web/20140511114104/http://cdn.ugllimited.com/Asset/cms/Passengerr_Product_Brochures/084_Prospector_ProductSheet_V6_WEB.pdf |archive-date=11 May 2014 |publisher=UGL Rail}}</ref><ref>{{Cite news|url=http://www.pta.wa.gov.au/news/media-statements/kalgoorlie-celebrates-launch-of-new-prospector|title=Kalgoorlie celebrates launch of new Prospector|work=Public Transport Authority (Western Australia)|access-date=10 July 2017|language=en-AU|archive-date=19 August 2017|archive-url=https://web.archive.org/web/20170819145631/http://www.pta.wa.gov.au/news/media-statements/kalgoorlie-celebrates-launch-of-new-prospector|url-status=live}}</ref>
===China=== thumb|400x400px|alt=Railway Lines in China that run CRH services|Geographically accurate map of CRH services.<br>Magenta and Red: High-speed rail<br>Yellow: Higher-speed rail<br>Black text in image: Cities that host CR divisions headquarters [[File:CRH6F-A-0496@FGP (20201009113705).jpg|left|thumb|A S511 train in the Beijing Suburban Railway.]] [[File:China Railways train K9787 on Nanjiang Railway line.jpg|left|thumb|Train K9787 in the Southern Xinjiang railway.]] In China, higher-speed railways are railways that are not officially categorized as high-speed rail but allow CRH EMUs run on it with speeds up to 200 km/h.<ref>{{Cite web|url=http://www.gov.cn/zwgk/2013-09/06/content_2482594.htm|title=铁路安全管理条例|website=gov.cn|access-date=15 May 2018|archive-date=14 October 2014|archive-url=https://web.archive.org/web/20141014043645/http://www.gov.cn/zwgk/2013-09/06/content_2482594.htm|url-status=live}}</ref> Typically these lines are classified as Grade I conventional railways and are used by both passenger and freight services.
Note that the majority of high-speed lines are also called "passenger-only"({{lang-zh|客运专线}}) lines. Inside mainland China this word invokes a sense of higher-speed rail but the wording usage is inconsistent.
====Train identifiers==== Identifiers starting with G indicates at least part of the train's route operates at a maximum 300 km/h or above (this is a characteristic of the line rather than the precise maximum speed of this exact train) and not running at deliberately reduced speed on any section. Other sections of the route may have lower speeds as low as 160 km/h.
Identifiers starting with C indicates short-distance travel using CRH trains, the maximum speed is irrelevant (ranging from 160 km/h Ürümqi-Korla service to 350 km/h Beijing–Tianjin (via intercity) service).
Identifiers starting with D indicates CRH services with maximum speed 265 km/h or less, including overnight sleepers on 310 km/h Beijing–Guangzhou line (running them 310 km/h overnight not only causes noises but also disturbs sleeping patterns of passengers. This is an example of deliberately reduced speeds).
Identifiers starting with S indicates metropolitan services using CRH rolling stock and have a different fare system to the national one. Their maximum speed is 160 km/h.
'''Note:''' The start and end station in the following lists accounts only CRH services. <nowiki>*</nowiki> denotes some section of this line doesn't have 160 km/h CRH services.
====Conventional lines running CRH services==== {{Complete list|date=December 2019}} {| class="wikitable sortable" |- ! Line name ! Line name<br>(Chinese) ! start station ! end station ! Train identifiers ! Note |- | Southern Xinjiang* | 南疆线(吐库二线段) | {{rws|Turpan}}/{{rws|Turpan North}} | {{rws|Korla}} | C T K Y none | |- | Lanzhou–Xinjiang (West)*<br> (including Second track) | 兰新线西段(北疆线) | {{rws|Ürümqi}} | {{rws|Bole}} | C T K Y | Bole station where Boltala Prefecture branch splits is no longer a passenger stop.<ref>{{Cite web |url=http://www.china-railway.com.cn/xwzx/zhxw/201909/t20190924_96313.html |title=中国国家铁路集团有限公司<!-- Bot generated title --> |access-date=29 November 2019 |archive-date=1 August 2020 |archive-url=https://web.archive.org/web/20200801162329/http://www.china-railway.com.cn/xwzx/zhxw/201909/t20190924_96313.html |url-status=live }}</ref> |- | Jinghe–Khorgos | 精伊霍铁路 | {{rws|Jinghe South}} | {{rws|Khorgos}} | C T K Y | |- | Boltala Prefecture branch | 博州支线 | {{rws|Bole}} | {{rws|Boltala}} | C T K Y | |- | Liuyuan–Golmud* | 柳格线柳敦段 | {{rws|Yumen}} | {{rws|Dunhuang}} | D K Y none | No CRH train from/to Dunhuang stops at Yumen. |- | Changchun–Baicheng<br>Baicheng–Arxan* | 长白·白阿线(长乌段) | {{rws|Changchun}} | {{rws|Ulanhot}} | C Z K | |- | Hohhot–Ordos | 呼鄂线 | {{rws|Hohhot East}} | {{rws|Ordos}} | D Z K | |- | Beijing Suburban:<br>Huairou–Miyun | 北京市郊怀密线 | {{rws|Qinghe||Qinghe}} | {{rws|Gubeikou}} | S | |- | Beijing Suburban:<br>Sub-Center | 北京市郊副中心线 | {{rws|Liangxiang}} | {{rws|Qiaozhuang East}} | S | |- | Tianjin–Jizhou | 津蓟铁路 | {{rws|Tianjin}} | {{rws|Jizhou North}} | S | |- | Beijing–Qinhuangdao | 京秦线(京哈线) | {{rws|Beijing}} | {{rws|Qinhuangdao}} | D Z T K Y | Both conventional and high-speed services has some detouring to Tianjin instead. |- | Xiong'an Area | 雄安地区动车 | {{rws|Shijiazhuang}} | {{rws|Beijing South}} | D Z T K Y | Section between {{rws|Xushui East}} and {{rws|Bazhou West}} is high-speed Tianjin–Baoding intercity railway(mixed traffic).<br>G class trains running solely on aforementioned section is not counted.<br>Section between Shijiazhuang and Xushui East is Beijing–Guangzhou railway.<br>Section between Bazhou West and Beijing South is Beijing–Kowloon railway. |- | Northern Tongpu Quadruple Track* | 北同蒲三四线 | {{rws|Huairen East}} | {{rws|Yuanping West}} | D Z K | Part of Datong-Xi'an high-speed line. |- | Beijing–Shanghai Overnight Sleepers | 京沪动卧 | {{rws|Beijing}} | {{rws|Hangzhou}} | D | 2/1/3 pair(s) of trains between Beijing and Shanghai/Nanjing/Hangzhou daily.<br>Trains to Hangzhou have section between Kunshan and Hangzhou runs via Shanghai–Kunming railway and does not stop at Shanghai. |- | Longkou–Yantai | 龙烟线 | {{rws|Longkoushi}} | {{rws|Yantai}} | D | |- | Nanjing–Qidong* | 宁启线南启段 | {{rws|Nantong}} | {{rws|Qidong|Jiangsu}} | D | Section between Nanjing and Nantong is 200 km/h |- | CR Shanghai Suburban (Shaoxing) | 上海局市域(绍兴) | {{rws|Qianqing}} | {{rws|Shangyu}} | S | Locally administered |- | CR Shanghai Suburban (Ningbo) | 上海局市域(宁波) | {{rws|Ningbo}} | {{rws|Yuyao}} | S | Locally administered |- | Dazhou–Chengdu* | 达成线成遂段 | {{rws|Dazhou}} | {{rws|Suining|Sichuan}} | D Z T K | Section between Suining and Chengdu is 200 km/h |- | Xiangyang–Chongqing* | 襄渝线达渝段 | {{rws|Dazhou}} | {{rws|Chongqing North}} | D T K | |- | Nanchong–Gaoxing | 南高线 | {{rws|Nanchong}} | {{rws|Gaoxing}} | D | Gaoxing station connects to Dazhou-Chongqing but is not a passenger stop |- | Shimen County–Changsha | 石长线 | {{rws|Shimenxian North}} | {{rws|Changsha}} | D T K | |- | Kunming–Hekou* | 昆玉河铁路(标准轨) | Yuxi | {{rws|Hekou North}} | C K | CRH service between Yuxi and Kunming South run on Kunming–Yuxi intercity railway (200 km/h) |- | Shanghai–Kunming* | 沪昆线宣昆段 | {{rws|Xuanwei}} | {{rws|Kunming}} | C Z T K none | |- | Litang–Zhanjiang* | 黎湛线贵玉段 | {{rws|Guigang}} | {{rws|Yulin}} | D T K none | |- | Shejiang–Shantou* | 畲汕线潮汕至汕头 | {{rws|Chaoshan}} | {{rws|Shantou}} | G D K | |}
====Newly built lines operating less than 200 km/h speed==== {{Complete list|date=December 2019}} {| class="wikitable sortable" |- ! Line name ! Line name<br>(Chinese) ! start station ! end station ! Train identifiers ! Note |- | Shanghai Area: Jinshan | 金山线 | {{rws|Shanghai South}} | {{rws|Jinshanwei}} | S<ref>{{cite web|url=http://sh.sina.com.cn/news/m/2021-01-19/detail-ikftssan8253719.shtml|title=20日起金山铁路动车组车次全面更新 列车时刻保持不变|date=19 January 2021}}</ref> | |- | Zhongchuan Airport intercity | 中川机场城际 | {{rws|Lanzhou West}} | {{rws|Zhongchuan Airport}} | C D | Lanzhou Area only except a single round trip to/from Tianshui South. |- | Beijing Subway Daxing Airport Express | 北京地铁大兴机场线 | {{stl|BJS|Caoqiao}} | {{stl|BJS|Daxing Airport}} | Not exist | Not part of China Railway System. |- | Baotou-Xi'an* | 包西线西延段 | {{rws|Xi'an}} | {{rws|Yan'an}} | D Z T K | Different from Baotou–Xi'an high-speed railway (under construction). |- | Nanjing–Chengdu* | 宁蓉线宜凉段<br>(宜万铁路) | {{rws|Yichang East}} | {{rws|Liangwu}} | G D Z K | Passenger service branches at {{rws|Lichuan}}. |- | Lanzhou–Chongqing | 兰渝铁路 | {{rws|Lanzhou}} | {{rws|Chongqing North}} | G D Z K | |- | Changsha–Zhuzhou/Xiangtan | 长株潭城际铁路 | {{rws|Changsha West}} | {{rws|Zhuzhou South}}/{{rws|Xiangtan}} | C | |- | Guiyang–Kaiyang | 贵开城际铁路 | {{rws|Guiyang North}} | {{rws|Kaiyang}} | C | |- | Guiyang Loop Line | 贵阳市域铁路环线 | colspan="2"|Loop Line | C | |- | Guangzhou-Shenzhen (quadruple track) | 广深线(城际线) | {{rws|Foshan West}} | {{rws|Shenzhen}} | C D | Through operation to {{rws|Huaiji}} (Guiyang–Guangzhou high-speed line), it operates at 180 km/h. |}
====Designated 200 km/h, operating 160 km/h lines with currently no C/D/G class services==== {{Complete list|date=December 2019}} {| class="wikitable sortable" |- ! Line name ! Line name<br>(Chinese) ! start station ! end station ! Train identifiers ! Note |- | Jining–Baotou quadruple track* | 集包第二双线 | {{rws|Jining South}} | {{rws|Hohhot East}} | Z T K none | The section between Hohhot East and Baotou is high-speed rail.<br>The section between Jining South and Hohhot differs from Zhangjiakou–Hohhot high-speed railway (all of this line's D class service is transfterred to it). |- | Taiyuan–Zhongwei/Yinchuan Corridor | 太中银通道 | {{rws|Taiyuan}} | {{rws|Zhongwei}}/{{rws|Yinchuan}} | Z T K none | |}
====Slow speeds on lines normally running high-speed==== This section lists the deliberately reduced scenarios mentioned in "train identifiers" section above. {{Complete list|date=December 2019}} {| class="wikitable sortable" |- ! Line name ! Line name<br>(Chinese) ! start station ! end station ! Train identifiers ! Note |- | Southeast coastal sleepers | 沪广动卧 | {{rws|Shanghai Hongqiao}}/{{rws|Shanghai}} | {{rws|Guangzhou South}}/{{rws|Zhuhai}} | D | Section between Shanghai and Hangzhou uses Shanghai–Kunming high-speed line. Section between Shenzhen North and Zhuhai uses Guangzhou-Shenzhen-Hong Kong high-speed line and Guangzhou-Zhuhai intercity line. |- | Beijing–Guangzhou sleepers | 京广动卧 | {{rws|Beijing}} | {{rws|Guangzhou South}} and others (see note) | D | Overnight service to {{rws|Shenzhen North}}, {{rws|Zhuhai}}, {{rws|Zhanjiang West}} and {{rws|Kunming}} using Beijing–Guangzhou–Shenzhen, Guangzhou-Zhuhai, Xinhui–Maoming–Zhanjiang and Shanghai–Kunming high-speed lines. |}
===Greece=== Since 1997, ongoing construction to upgrade and built higher-speed lines capable of speeds of up to {{convert|200|km/h|abbr=on}} is conducted. The P.A.Th.E. Plan (Patras-Athens-Thessaloniki-Evzonoi), as it is called aims at reduced journey times between Greece's main cities (Athens, Thessaloniki and Patra) as well as an improved rail connection between Greece and North Macedonia. Currently, only the modernized lines of Domokos–Thessaloniki, Athens Airport–Kiato, and Thessaloniki–Strymonas are in operation at maximum speeds of {{convert|160|km/h|abbr=on}}.<ref name=greece>{{cite web|title=Railway Infrastructure|url=http://www.ose.gr/en/25-about-ose/89-%CF%83%CE%B9%CE%B4%CE%B7%CF%81%CE%BF%CE%B4%CF%81%CE%BF%CE%BC%CE%B9%CE%BA%CE%AE-%CF%85%CF%80%CE%BF%CE%B4%CE%BF%CE%BC%CE%AE-2|website=OSE SA|access-date=10 August 2015|archive-date=16 July 2015|archive-url=https://web.archive.org/web/20150716234421/http://www.ose.gr/en/25-about-ose/89-%CF%83%CE%B9%CE%B4%CE%B7%CF%81%CE%BF%CE%B4%CF%81%CE%BF%CE%BC%CE%B9%CE%BA%CE%AE-%CF%85%CF%80%CE%BF%CE%B4%CE%BF%CE%BC%CE%AE-2|url-status=live}}</ref>
===India=== [[File:Gatimaan express.jpg|thumb|Gatiman Express at New Delhi railway station]] [[File:Rajendra B.Aklekar.jpg|thumb|Tejas Express in Mumbai]] [[File:Vande Bharat Express at Whitefield.jpg|thumb|Vande Bharat Express in Bengaluru heading towards Chennai]] [[File:Namo Bharat Train closeup.jpg|thumb|RapidX train in Delhi-Meerut RRTS]] The '''Gatiman Express''' was India's first semi-high speed train.<ref>{{Cite news|agency=PTI|date=12 October 2014|title=Delhi-Agra semi-high speed train to be named Gatimaan Express|language=en-IN|work=The Hindu|url=https://www.thehindu.com/news/cities/Delhi/delhiagra-semihigh-speed-train-to-be-named-gatimaan-express/article6493500.ece|access-date=18 July 2021|issn=0971-751X|archive-date=9 November 2020|archive-url=https://web.archive.org/web/20201109083623/https://www.thehindu.com/news/cities/Delhi/delhiagra-semihigh-speed-train-to-be-named-gatimaan-express/article6493500.ece|url-status=live}}</ref> In October 2014, the railways applied for safety certificate from Commission of Railway Safety to start the service. In June 2015, the train was officially announced. The train was launched on 5 April 2016 and completed its maiden journey between Nizamuddin and Agra Cantt within 100 minutes. But due to low occupancy, Indian Railways first extended this train from Agra to Gwalior on 19 February 2018 and then to Jhansi on 1 April 2018.{{Citation needed|date=November 2021}}
The '''Tejas Express''' was Introduced by Indian Railways in 2017. It features modern onboard facilities with doors which are operated automatically. Tejas means "sharp", "lustre" and "brilliance" in many Indian languages. The inaugural run of Tejas Express was on 24 May 2017 from Mumbai Chhatrapati Shivaji Terminus to Karmali, Goa. It covered 552 km in 8 hours and 30 minutes.<ref>{{Cite web|last=Nair|first=Binoo|date=30 September 2016|title=Mumbai-Goa route gets Railways' premium train Tejas|url=https://www.dnaindia.com/india/report-mumbai-goa-route-gets-railways-premium-train-tejas-2260090|access-date=18 July 2021|website=DNA India|language=en|archive-date=18 July 2021|archive-url=https://web.archive.org/web/20210718235004/https://www.dnaindia.com/india/report-mumbai-goa-route-gets-railways-premium-train-tejas-2260090|url-status=live}}</ref> On 1 March 2019, second Tejas Express of the country was flagged off between Chennai Egmore and Madurai Junction by Prime Minister Narendra Modi. It covered 497 km in 6 hours and 30 minutes.<ref>{{Cite web|date=1 March 2019|title=Madurai–Chennai Tejas Express flagged off! After Vande Bharat, it's the swankiest Indian Railways train|url=https://www.financialexpress.com/infrastructure/railways/new-trains-2019-tejas-express-chennai-egmore-madurai-train-no-22672-22671-schedule/1502482/|access-date=18 July 2021|website=The Financial Express|language=en-US|archive-date=18 July 2021|archive-url=https://web.archive.org/web/20210718235005/https://www.financialexpress.com/infrastructure/railways/new-trains-2019-tejas-express-chennai-egmore-madurai-train-no-22672-22671-schedule/1502482/|url-status=live}}</ref> Lucknow–New Delhi Tejas Express, which was inaugurated on 4 October 2019, is India's first train operated by private operators, IRCTC, a subsidiary of Indian Railways.<ref>{{Cite web|last=Ray|first=Anulekha|date=4 October 2019|title=India's first private train Lucknow-Delhi Tejas Express flagged off today|url=https://www.livemint.com/news/india/india-s-first-private-train-lucknow-delhi-tejas-express-starts-today-key-things-11570164891093.html|access-date=18 July 2021|website=mint|language=en|archive-date=18 July 2021|archive-url=https://web.archive.org/web/20210718235003/https://www.livemint.com/news/india/india-s-first-private-train-lucknow-delhi-tejas-express-starts-today-key-things-11570164891093.html|url-status=live}}</ref> The Ahmedabad–Mumbai Tejas express, also operated by IRCTC was inaugurated on 17 January 2020.<ref>{{Cite web|website=RailPost |title=Ahmedabad–Mumbai Tejas Express To Be Flagged Off Toda|date=17 January 2020 |url=https://www.railpost.in/ahmedabad-mumbai-tejas-express-to-be-flagged-off-today/|access-date=18 July 2021|language=en-US|archive-date=18 July 2021|archive-url=https://web.archive.org/web/20210718235006/https://www.railpost.in/ahmedabad-mumbai-tejas-express-to-be-flagged-off-today/|url-status=live}}</ref> From 1 September 2021, the train LHB Rajdhani Rakes are replaced with LHB Tejas Sleeper Rakes. This increased the speed of the train to 130 km/h. The train can travel at a top speed of 160 km/h making it a Semi-High Speed Train.
In 2021, Indian Railways started to upgrade Rajdhani Coaches to Tejas coaches. This replaced its traditional LHB Rajdhani coaches On 15 February 2021, the Agartala Rajdhani Express was upgraded with Tejas livery Sleeper Coaches. On 19 July 2021, the Mumbai Rajdhani Express was upgraded to Tejas class smart coaches. LHB Rajdhani coaches.<ref>{{cite news |last1=Tyagi |first1=Harshita |title=Western Railway runs Mumbai–New Delhi Rajdhani Express with new Tejas-like smart sleeper coaches |url=https://www.timesnownews.com/business-economy/industry/article/western-railway-runs-mumbai-new-delhi-rajdhani-express-with-new-tejas-like-smart-sleeper-coaches/787342 |url-status=live |archive-url=https://web.archive.org/web/20210719154222/https://www.timesnownews.com/business-economy/industry/article/western-railway-runs-mumbai-new-delhi-rajdhani-express-with-new-tejas-like-smart-sleeper-coaches/787342 |archive-date=19 July 2021 |access-date=19 July 2021 |work=Times Now}}</ref><ref>{{cite news |title=The Incredibles |url=https://mumbaimirror.indiatimes.com/mumbai/other/the-incredibles/articleshow/84307471.cms |url-status=live |archive-url=https://web.archive.org/web/20210719154223/https://mumbaimirror.indiatimes.com/mumbai/other/the-incredibles/articleshow/84307471.cms |archive-date=19 July 2021 |access-date=19 July 2021 |work=Mumbai Mirror}}</ref> On 1 September 2021 the Rajendra Nagar Patna Rajdhani Express was upgraded to Tejas rakes. This increased the speed of the train to 130 km/h. The train can travel at a top speed of 160 km/h.<ref>{{Cite web |last=Livemint |date=1 September 2021 |title=Railways starts Patna-New Delhi Rajdhani Express with Tejas rake from today |url=https://www.livemint.com/news/india/indian-railways-starts-patna-new-delhi-rajdhani-express-with-tejas-rake-from-today-11630500931343.html |url-status=live |archive-url=https://web.archive.org/web/20210903060758/https://www.livemint.com/news/india/indian-railways-starts-patna-new-delhi-rajdhani-express-with-tejas-rake-from-today-11630500931343.html |archive-date=3 September 2021 |access-date=3 September 2021 |website=mint |language=en}}</ref>
In 2019, '''Vande Bharat Express''', also known as '''Train 18''',<ref name="VBE">{{cite web|url=https://www.ndtv.com/india-news/train-18-indias-fastest-named-vande-bharat-express-piyush-goyal-1983965|title=India's fastest to be called Vande Bharat Express|work=Indian Express|access-date=28 January 2019|archive-date=28 January 2019|archive-url=https://web.archive.org/web/20190128060002/https://www.ndtv.com/india-news/train-18-indias-fastest-named-vande-bharat-express-piyush-goyal-1983965|url-status=live}}</ref> was inaugurated. This is an Indian higher-speed rail intercity electric multiple unit.<ref name="express24">{{citation|title=Train 18, India's first engine-less train, set to hit tracks on October 29|date=24 October 2018|url=https://indianexpress.com/article/india/train-18-indias-first-engine-less-train-set-to-hit-tracks-on-october-29-5415892/|work=The Indian Express|access-date=9 December 2020|archive-date=6 November 2018|archive-url=https://web.archive.org/web/20181106233913/https://indianexpress.com/article/india/train-18-indias-first-engine-less-train-set-to-hit-tracks-on-october-29-5415892/|url-status=live}}</ref> It was designed and built by Integral Coach Factory (ICF) at Perambur, Chennai under the Indian government's Make in India initiative over a span of 18 months. The unit cost of the first rake was given as {{INRConvert|1|b}}, though the unit cost is expected to go down with subsequent production.<ref name="prabhakar">{{cite news |last1=Prabhakar |first1=Siddarth |title=First Made-in-India engineless train gets on track for trial run – Times of India |url=https://timesofindia.indiatimes.com/city/chennai/first-made-in-india-train-set-ready-for-trial-run/articleshow/66324376.cms |access-date=4 November 2018 |work=The Times of India |date=23 October 2018 |archive-date=5 November 2018 |archive-url=https://web.archive.org/web/20181105101450/https://timesofindia.indiatimes.com/city/chennai/first-made-in-india-train-set-ready-for-trial-run/articleshow/66324376.cms |url-status=live }}</ref> At the original price, it is estimated to be 40% cheaper than a similar train imported from Europe.<ref name="arora">{{cite news |last1=Arora |first1=Rajat |title=Made-in-India 160 km per hour train to run from June |url=https://economictimes.indiatimes.com/industry/transportation/railways/made-in-india-160-km-per-hour-train-to-run-from-june/articleshow/63323107.cms |access-date=5 November 2018 |work=The Economic Times |date=16 March 2018 |location=New Delhi, India |archive-date=27 June 2018 |archive-url=https://web.archive.org/web/20180627202039/https://economictimes.indiatimes.com/industry/transportation/railways/made-in-india-160-km-per-hour-train-to-run-from-june/articleshow/63323107.cms |url-status=live }}</ref> The train was launched on 15 February 2019, from Delhi to Varanasi.<ref>{{cite news | url=https://www.businesstoday.in/current/economy-politics/train-18-pm-modi-to-flag-off-vande-bharat-express-on-february-15-from-new-delhi/story/317978.html | title=Train 18: PM Modi to flag off Vande Bharat Express on February 15 from New Delhi | date=7 February 2019 | newspaper=Business Today | author=PTI | access-date=15 February 2019 | archive-date=7 February 2019 | archive-url=https://web.archive.org/web/20190207131914/https://www.businesstoday.in/current/economy-politics/train-18-pm-modi-to-flag-off-vande-bharat-express-on-february-15-from-new-delhi/story/317978.html | url-status=live }}</ref> The service was named 'Vande Bharat Express' on 27 January 2019.<ref>{{Cite web|url=http://www.pib.nic.in/PressReleseDetail.aspx?PRID=1561592|title=Minister of Railways & Coal Shri Piyush Goyal Announces 'Vande Bharat Express'|website=Press Information Bureau, India|access-date=27 January 2019|archive-date=27 January 2019|archive-url=https://web.archive.org/web/20190127212747/http://www.pib.nic.in/PressReleseDetail.aspx?PRID=1561592|url-status=live}}</ref> On 5 October 2019, a second Vande Bharat Express was opened from Delhi to Katra<ref>{{cite news |title=Vande Bharat trains: Soon, 44 more semi-high speed trains on Indian Railways network; check details |url=https://www.financialexpress.com/infrastructure/railways/vande-bharat-trains-soon-44-more-semi-high-speed-trains-on-indian-railways-network-check-details/2017412/#:~:text=ministry%20had%20stated.-,At%20present%2C%20Indian%20Railways%20operates%20two%20world%2Dclass%20Vande%20Bharat,between%20New%20Delhi%20and%20Katra. |access-date=23 August 2020 |work=The Financial Express |date=8 July 2020 |archive-date=19 August 2020 |archive-url=https://web.archive.org/web/20200819135854/https://www.financialexpress.com/infrastructure/railways/vande-bharat-trains-soon-44-more-semi-high-speed-trains-on-indian-railways-network-check-details/2017412/#:~:text=ministry%20had%20stated.-,At%20present%2C%20Indian%20Railways%20operates%20two%20world%2Dclass%20Vande%20Bharat,between%20New%20Delhi%20and%20Katra. |url-status=live }}</ref> On 30 September 2022, Prime Minister Narendra Modi inaugurated a 3rd Vande Bharat Express rake connecting Mumbai and Ahmedabad passing through Surat. This rake was an upgraded second generation version.<ref name=":6">{{Cite web |last=Livemint |date=30 September 2022 |title=New Vande Bharat Express flagged off by PM. Know routes, timings, other details |url=https://www.livemint.com/news/india/new-vande-bharat-express-launched-by-pm-narendra-modi-know-routes-timings-other-details-11664515160424.html |access-date=1 October 2022 |website=mint |language=en}}</ref> an other second generation rake was inaugurated from Delhi to Una passing through Chandigarh.<ref name=":7">{{cite web |title=PM Modi to flag off Vande Bharat Express in Himachal Pradesh's Una today |date=12 October 2022 |url=https://indianexpress.com/article/cities/chandigarh/pm-modi-to-flag-off-vande-bharat-express-himachal-pradesh-una-tomorrow-8204532/ |access-date=13 October 2022 |publisher=Indian Express}}</ref>
The Delhi Meerut Regional Rapid Transit System (RRTS), also known as RapidX, is a semi high-speed rail project inaugurated in 2023. Trains, called Namo Bharat trains, can reach speeds of up to 180 kilometers per hour.
'''Inaugural run and entry into service'''
The train flagged off for an inaugural run by Prime Minister of India Narendra Modi, on 15 February 2019,<ref>{{cite web |date=7 February 2019 |title=Train 18: PM Modi to flag off Vande Bharat Express on February 15 from New Delhi |url=https://www.businesstoday.in/current/economy-politics/train-18-pm-modi-to-flag-off-vande-bharat-express-on-february-15-from-new-delhi/story/317978.html |url-status=live |archive-url=https://web.archive.org/web/20190207131914/https://www.businesstoday.in/current/economy-politics/train-18-pm-modi-to-flag-off-vande-bharat-express-on-february-15-from-new-delhi/story/317978.html |archive-date=7 February 2019 |access-date=17 February 2019 |work=Business Today}}</ref> with its commercial run started from 17 February 2019 onwards. It will be running on the Delhi-Varanasi route,<ref name="ndtv">{{cite news |date=29 October 2018 |title=Pics: Train 18 To Begin Trial Run Today. Here Are 10 Things To Know |url=https://www.ndtv.com/business/train-18-indias-fastest-train-route-launch-date-today-features-engineless-rotating-seats-in-pictures-1939151 |url-status=live |archive-url=https://web.archive.org/web/20181105062047/https://www.ndtv.com/business/train-18-indias-fastest-train-route-launch-date-today-features-engineless-rotating-seats-in-pictures-1939151 |archive-date=5 November 2018 |access-date=4 November 2018 |work=NDTV Profit |publisher=NDTV}}</ref> via Kanpur and Prayagraj, connecting the holy city of Varanasi to the Capital city, reducing travel time along the route by 15 percent.<ref name="express24" /> The train's regenerative brakes are also expected to allow a 30% savings in electricity costs as compared to its predecessor.<ref>{{Cite news |date=14 November 2018 |title=T 18: Train with a brain is Railways 'engineering marvel' |url=http://www.uniindia.com/news/india/t-18-train-with-a-brain-is-railways-engineering-marvel/1404772.html |url-status=live |archive-url=https://web.archive.org/web/20210504213000/http://www.uniindia.com/news/india/t-18-train-with-a-brain-is-railways-engineering-marvel/1404772.html |archive-date=4 May 2021 |access-date=9 December 2020 |work=United News of India}}</ref> At an operating speed of {{convert|160|km/h}}, it will outpace the Shatabdi Express by {{convert|30|km/h}}.<ref name="ndtv" /> Although the trainset has been tested for speeds up to 180 km/h, it is capable of running at speed of 200 km/h. Every other car on the train is motorised.<ref name="unitedtrial">{{cite news |date=29 October 2018 |title=Self-propelled Train 18 debuts for trial run |url=http://www.uniindia.com/news/india/self-propelled-train-18-debuts-for-trial-run/1391824.html |url-status=live |archive-url=https://web.archive.org/web/20181105012318/http://www.uniindia.com/news/india/self-propelled-train-18-debuts-for-trial-run/1391824.html |archive-date=5 November 2018 |access-date=4 November 2018 |work=United News of India}}</ref> The 8-hour journey from New Delhi to Varanasi station has the Chair Car CC Class fare of ₹1,755.00 and covers the total distance of about 762 kilometers.<ref>{{Cite web |title=INDIAN RAILWAY CATERING & TOURISM CORPORATION LTD. |url=https://www.irctc.co.in/nget/train-list |url-status=dead |archive-url=https://web.archive.org/web/20200618044258/https://www.irctc.co.in/nget/train-list |archive-date=18 June 2020 |access-date=9 December 2020}}</ref>
=== Japan === [[File:Jr 285 Sunrise Izumo fixed.jpg|thumb|Sunrise Izumo from Tokyo heading towards Izumo, Shimane]] The ''Skyliner'' limited express train service between Tokyo and Narita Airport in the fastest non-Shinkansen rail service in the country, with a speed of {{Convert|160|km/h|mph|round=|abbr=on}}.<ref name="SLinfo">{{cite web |url= https://www.keisei.co.jp/keisei/tetudou/skyliner/us/skyliner/index.php |title=Skyliner Overview|publisher=Keisei Electric Railway Co., Ltd.|location= Japan|language=en|access-date=12 November 2019}}</ref>
Before 2015, the ''Hakutaka'' limited express train service on the Hokuhoku Line in Niigata Prefecture also matched the speed of {{Convert|160|km/h|mph|round=|abbr=on}}. However, after the opening of Hokuriku Shinkansen on 14 March 2015, the maximum speed limit of the line was reduced to {{Convert|130|km/h|mph|round=5|abbr=on}}.<ref>Itō, Kumi. ''Transformation underwent at Hokuetsu Express'', ''Railway Fan'', Issue 670, Kōyūsha, February 2017, p. 68-73.</ref>
=== South Korea === Great Train eXpress (GTX), a commuter rail network in the Seoul Metropolitan Area, has a speed of {{Convert|180|km/h|mph|round=|abbr=on}}. Only one line, GTX-A, is currently operating. Two more lines, GTX-B and GTX-C, are scheduled to open in 2030.<ref>{{cite web |last= |first= |date=2024-01-31 |title=[Graphic News] GTX lines expansion |url=https://m.koreaherald.com/view.php?ud=20240130000858 |access-date=2024-03-31 |website=The Korea Herald}}</ref> Three other lines, named GTX-D, GTX-E and GTX-F, are currently being planned.<ref>{{Cite web |date=2024-01-25 |title=드디어 베일 벗은 '2기 GTX'…D·E·F 노선 '이곳' 지난다 |url=https://www.hankyung.com/article/202401259242i |access-date=2024-03-31 |website=한국경제}}</ref>
===Laos=== {{Main article|Boten–Vientiane railway}}
Passenger trains on the 2021 opened Boten–Vientiane railway travel at speeds of up to 160 km/h,<ref>{{Cite web|title=China-Laos Railway starts operation|url=http://www.news.cn/english/2021-12/03/c_1310350441.htm|access-date=6 December 2021|website=www.news.cn}}</ref><ref>{{Cite web|date=28 November 2021|title=Laos hopes for economic boost from Chinese-built railway|url=https://www.france24.com/en/live-news/20211128-laos-hopes-for-economic-boost-from-chinese-built-railway|access-date=6 December 2021|website=France 24|language=en}}</ref> however the railway has been described as 'high-speed' as well.<ref>{{Cite news|date=3 December 2021|title=China and Laos open $6 billion high-speed rail link|language=en|work=Reuters|url=https://www.reuters.com/markets/deals/china-laos-open-6-billion-high-speed-rail-link-2021-12-03/|access-date=6 December 2021}}</ref> Some sections of the railway were planned to allow speeds of up to 200 km/h, however this was downgraded to 160 km/h in the final design.<ref>{{Cite web|date=4 August 2020|title=China-Laos railway – a guide to the Boten-Vientiane railway in Laos|url=https://futuresoutheastasia.com/vientiane-boten-railway/|access-date=6 December 2021|website=Future Southeast Asia|language=en-US}}</ref><ref>{{Cite news|title=High speed rail coming to Laos|work=Bangkok Post|url=https://www.bangkokpost.com/learning/advanced/345036/high-speed-rail-coming-to-laos|access-date=6 December 2021}}</ref>
==Earlier attempts==
===Canada=== There have been several different attempts at higher speed rail in the Quebec City–Windsor Corridor, and several high speed rail attempts as well.<ref name=Borges/>
===Ireland=== In 2010, a report was commissioned by the Chartered Institute of Logistics and Transport as a mid-term review of Transport 21, an Irish infrastructure plan announced in 2005. The report recommended, among other things, the development of national rail to provide higher-speed rail services.<ref>{{cite web |title=T21 Midterm Review |url= http://www.cilt.ie/images/stories/T21_Midterm_Review.pdf |publisher=Chartered Institute of Logistics and Transport (Ireland) |access-date=29 July 2013 |date=November 2010 |archive-url= https://web.archive.org/web/20150210213521/http://cilt.ie/images/stories/T21_Midterm_Review.pdf|archive-date=10 February 2015|url-status=dead}}</ref> However, there has been no progress towards implementing the recommendation.
===United States=== There have been long-range visions to establish high/higher-speed rail networks in different regions of the United States but without adequate funding. During the American Recovery and Reinvestment Act of 2009, there was a surge of interest to apply for grants from the federal government to start those projects. However, many proposals have been put on hold or cancelled after failing to secure funding or support from the public or key local politicians.<ref name="Ohio-Wisconsin">{{cite news|last=Lambert|first=Lisa|title=U.S. yanks high-speed rail funds for Wisconsin and Ohio|url=https://www.reuters.com/article/us-usa-infrastructure-highspeedrail-idUSTRE6B860B20101209|access-date=3 November 2012|newspaper=Reuters|date=9 December 2010|archive-date=14 January 2016|archive-url=https://web.archive.org/web/20160114090643/http://www.reuters.com/article/us-usa-infrastructure-highspeedrail-idUSTRE6B860B20101209|url-status=live}}</ref><ref>{{cite news|title=Rejected by Florida, U.S. reallocates $2 billion for high-speed rail|url=http://www.cnn.com/2011/POLITICS/05/09/lahood.rail/index.html|access-date=3 November 2012|newspaper=CNN |date=10 May 2011|archive-date=17 September 2012|archive-url=https://web.archive.org/web/20120917234112/http://www.cnn.com/2011/POLITICS/05/09/lahood.rail/index.html|url-status=live}}</ref>
====Amtrak Cascades==== {{Main|Amtrak Cascades}}
Amtrak Cascades, a {{Convert|467|mi||adj=on}} intercity rail service, stretches from Eugene, Oregon, through the State of Washington to Vancouver, British Columbia, in Canada. As of 2010, the long-term goal of this corridor was to have the top speeds of the segment of Eugene, Oregon, to Blaine, Washington, with top speeds in the {{cvt|90|to|120|mph|round=5}} range, and eventually {{cvt|150|mph|round=5}} on a dedicated track.<ref>{{cite news|title=Washington to get $590 million for high-speed rail improvements |url=http://seattletimes.com/html/localnews/2010910788_highspeedrail28m.html |access-date=22 October 2012 |newspaper=The Seattle Times |date=27 January 2010 |url-status=dead |archive-url=https://web.archive.org/web/20121017222206/http://seattletimes.com/html/localnews/2010910788_highspeedrail28m.html |archive-date=17 October 2012 }}</ref> However, as of 2012, the Washington State Department of Transportation plans for its {{Convert|300|mi||adj=on}} stretch to have top speeds of only {{convert|79|mph|abbr=on}},<ref>{{cite web|title=High-Speed Rail Program|url=http://www.wsdot.wa.gov/Rail/highspeedrail.htm|publisher=WSDOT|access-date=22 October 2012|archive-url=https://web.archive.org/web/20121014084917/http://www.wsdot.wa.gov/rail/highspeedrail.htm|archive-date=14 October 2012|url-status=dead}}</ref> and the plan in Oregon is to limit the speeds to {{cvt|79|mph|0}} as well, with safety and other freight service concerns voiced by the track owner, Union Pacific Railroad.<ref>{{cite web|title=Corridor Forum Meeting #1 – Summary|url=http://www.oregonpassengerrail.org/files/meetings/corridor_forum/09252012/final_cf_summary_09252012.pdf|work=Oregon Passenger Rail – Eugene Portland|publisher=Oregon Passenger Rail|access-date=3 November 2012|archive-date=29 May 2014|archive-url=https://web.archive.org/web/20140529205137/http://www.oregonpassengerrail.org/files/meetings/corridor_forum/09252012/final_cf_summary_09252012.pdf|url-status=live}}</ref> This essentially halts the plan to provide a higher-speed rail service on this corridor in the near future.
====Minnesota====
The ''Northern Lights Express'' project, in the planning stages and proposed to begin construction in 2017, would upgrade the BNSF trackage between Minneapolis and Duluth to support service up to {{cvt|90|mph|round=5}}.<ref>{{cite news|last1=Levy|first1=Paul|title=Plans for $1B rail line from Minneapolis to Duluth chugging along|url=http://www.startribune.com/local/west/265144831.html|access-date=17 November 2014|work=Star Tribune West Metro|date=29 June 2014|archive-date=29 November 2014|archive-url=https://web.archive.org/web/20141129044618/http://www.startribune.com/local/west/265144831.html|url-status=live}}</ref>
Other higher-speed rail proposals are periodically considered, but would need to pass through neighboring states, which have thus far not agreed to cooperate. Minnesota transportation planners proposed a higher-speed rail service called the ''River Route'', with top speeds of {{cvt|110|mph|round=5}}, between Minneapolis–Saint Paul, Minnesota, and Chicago, via Milwaukee, Wisconsin, which follows the ''Empire Builder'' route.<ref>{{cite web|title=River Route: Twin Cities to Chicago|url=http://www.mnhighspeedrail.com/html/mn-rail-route.php|publisher=Minnesota High-Speed Rail|access-date=3 November 2012|archive-date=5 May 2012|archive-url=https://web.archive.org/web/20120505020919/http://www.mnhighspeedrail.com/html/mn-rail-route.php|url-status=live}}</ref> The service would eventually open in 2024 as the ''Borealis'', though with a top speed of only {{cvt|79|mph|round=}}.
Another alternative that has been discussed is to have a new route that heads south to Iowa to join the rail link from Iowa to Chicago.<ref>{{cite news|title=Dayton has hopes for high-speed rail in Minn.|url=http://minnesota.publicradio.org/display/web/2011/02/25/dayton-high-speed-rail/|access-date=4 November 2012|newspaper=Minnesota Public Radio|date=25 February 2011|archive-date=6 November 2021|archive-url=https://web.archive.org/web/20211106101723/https://www.mprnews.org/story/2011/02/25/dayton-high-speed-rail|url-status=live}}</ref> There was a report in 2011 that Iowa would halt its involvement in high/higher-speed rail projects.<ref name="Branstad">{{cite news|title=Branstad kills Iowa involvement in high-speed rail|url=http://www.dailyiowan.com/2011/08/22/Metro/24459.html|access-date=4 November 2012|newspaper=The Daily Iowan|date=22 August 2011|archive-date=8 September 2012|archive-url=https://web.archive.org/web/20120908185436/http://www.dailyiowan.com/2011/08/22/Metro/24459.html|url-status=live}}</ref> However, the Iowa Department of Transportation and Illinois Department of Transportation continue to pursue the study of rail link between Chicago and Omaha, Nebraska, through Iowa with top speeds of {{cvt|110|mph|round=5}}.<ref name="IowaEIS">{{cite web|title=Tier 1 Service Level EIS: Chapter 2 – Alternatives|url=http://www.iowadot.gov/chicagotoomaha/pdfs/draftEIS/Chapter%202%20Alternatives.pdf|work=Chicago to Council Bluffs-Omaha Regional Passenger Rail System Planning Study|publisher=Iowa Department of Transportation|access-date=4 November 2012|archive-date=3 September 2013|archive-url=https://web.archive.org/web/20130903163718/http://www.iowadot.gov/chicagotoomaha/pdfs/draftEIS/Chapter%202%20Alternatives.pdf|url-status=live}}</ref><ref name="IowaPatch">{{cite news|title=Omaha to Chicago (and possibly through Iowa City) Railway Route Study to Kick off this Month|url=http://iowacity.patch.com/articles/omaha-to-chicago-and-possibly-through-iowa-city-railway-study-to-take-place#pdf-9053359|access-date=4 November 2012|newspaper=Iowa City Patch|date=6 February 2012|archive-url=https://web.archive.org/web/20140529232642/http://iowacity.patch.com/groups/politics-and-elections/p/omaha-to-chicago-and-possibly-through-iowa-city-railw81492e66d1|archive-date=29 May 2014}}</ref> Therefore, the status of the proposal to link Minneapolis–Saint Paul with Chicago via Iowa is unknown.
====New York==== {{main|Turboliner#RTL-III}}
thumb|right|An un-rebuilt RTL Turboliner in New York in 1983. In 1998, New York State initiated a $185 million program in partnership with Amtrak to increase the speeds of the ''Empire Service'' to {{cvt|125|mph|round=5}} by reconstructing all seven gas-turbine Turboliner trainsets, originally built in 1976–1977, to the new RTL-III specification. The reconstructed trains, coupled with track improvements, would cut the travel time between New York City and Albany by 20 minutes. However, the project ran into many problems including issues with the trains and the unsuccessful implementation of required track improvements.<ref>{{cite news|last=Kaplan|first=Thomas|title=For Sale: 4 Weedy, Rusty Relics of a Doomed Rail Project|url=https://www.nytimes.com/2012/06/01/nyregion/cuomo-administration-looks-to-sell-4-trains-from-failed-rail-project.html?_r=0|access-date=8 November 2012|newspaper=The New York Times|date=31 May 2012|archive-date=10 February 2018|archive-url=https://web.archive.org/web/20180210062203/http://www.nytimes.com/2012/06/01/nyregion/cuomo-administration-looks-to-sell-4-trains-from-failed-rail-project.html?_r=0|url-status=live}}</ref> New York ended the rehabilitation program in 2005 after spending $70.3 million.<ref name="tu20050528">{{cite news|title=Express rail plan hits end of line |url=http://www.ble-t.org/pr/news/pf_headline.asp?id=13679 |newspaper=Times Union |date=28 May 2005 |first=Cathy |last=Woodruff |archive-url=https://web.archive.org/web/20140819084101/http://www.ble-t.org/pr/news/pf_headline.asp?id=13679 |archive-date=19 August 2014 |url-status=dead }}</ref> Fallout over the program led to litigation between New York and Amtrak; Amtrak would eventually pay New York $20 million and commit to funding $10 million in track improvements.<ref name="tu20071213">{{cite news|title=Track cleared for upgrades; State suit settled; Amtrak to pay $20M, make improvements |url=http://alb.merlinone.net/mweb/wmsql.wm.request?oneimage&imageid=6433663 |newspaper=Times Union |date=13 December 2007 |first=Cathy |last=Woodruff |archive-url=https://web.archive.org/web/20141111072558/http://alb.merlinone.net/mweb/wmsql.wm.request?oneimage&imageid=6433663 |archive-date=11 November 2014 |url-status=dead }}</ref> New York auctioned off its surplus Turboliners in 2012 for $420,000.<ref name="tu20121213">{{cite web|last=Karlin|first=Rick|title=State's rusting trains sell for $420,000|work=Times Union |date=13 December 2012|url=http://www.timesunion.com/local/article/State-s-rusting-trains-sell-for-420-000-4116188.php|access-date=13 December 2012|archive-date=22 March 2016|archive-url=https://web.archive.org/web/20160322232019/http://www.timesunion.com/local/article/State-s-rusting-trains-sell-for-420-000-4116188.php|url-status=live}}</ref>
====Ohio==== {{Main|Ohio Hub}}
The Ohio Hub, a rail improvement project proposed by the Ohio Department of Transportation, is aimed at revitalizing passenger rail service in the Ohio region. The proposal was to increase the top speeds to {{cvt|110|mph|round=5}} in the network connecting Cleveland, Columbus, and Cincinnati, commonly referred as the 3-C corridor.<ref>{{cite web|title=The Ohio & Lake Erie Regional Rail Ohio Hub Study: Technical Memorandum & Business Plan|url=http://www2.dot.state.oh.us/ohiorail/Ohio%20Hub/Website/ordc/Ohio_Hub_Final_Docs/Final_Document_Rev_12_06_07/Executive_Summary_Full_Report.pdf|work=The Ohio Hub|publisher=Ohio Department of Transportation|access-date=3 November 2012|archive-url=https://web.archive.org/web/20120418024153/http://www2.dot.state.oh.us/ohiorail/Ohio%20Hub/Website/ordc/Ohio_Hub_Final_Docs/Final_Document_Rev_12_06_07/Executive_Summary_Full_Report.pdf|archive-date=18 April 2012|date=July 2007}}</ref> The project is currently in an unknown state after the U.S. government rescinded the federal funding from Ohio and redirected it to other states.<ref name="Ohio-Wisconsin"/>
====Wisconsin==== In October 2009, the Wisconsin Department of Transportation adopted the ''Connections 2030'' plan which is the long-range plan for state transportation needs. The plan includes ''Wisconsin Rail Plan 2030'', the twenty-year plan to improve the state railroad system by 2030. In the rail plan, there is a multi-phase project to upgrade the rail service from Chicago, to Milwaukee and Madison, Wisconsin, with top speeds of {{cvt|110|mph|round=5}}. The latter phases of the project will expand the same service to Minneapolis–Saint Paul in Minnesota and another route to Green Bay, Wisconsin.<ref>{{cite web|title=Chapter 6: Intercity Passenger Rail |url=http://www.dot.wisconsin.gov/projects/state/docs/railplan-chapter6.pdf |work=Wisconsin Rail Plan 2030 |publisher=Wisconsin Department of Transportation |access-date=3 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130817004243/http://dot.wisconsin.gov/projects/state/docs/railplan-chapter6.pdf |archive-date=17 August 2013 }}</ref> There was a reaction against the project in 2010, and the $810 million grant the state originally received for the project from the federal government was rescinded.<ref name="Ohio-Wisconsin"/> As of 2012, the rail plan is postponed indefinitely.<ref>{{cite web|title=Wisconsin Rail Plan 2030 – Draft plan |url=http://www.dot.wisconsin.gov/projects/state/railplan-chapters.htm |work=Wisconsin Rail Plan 2030 |publisher=Wisconsin Department of Transportation |access-date=3 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20121025134111/http://www.dot.wisconsin.gov/projects/state/railplan-chapters.htm |archive-date=25 October 2012 }}</ref>
==Current efforts==
===Baltic states=== The three Baltic states have been working with the European Union as part of the Trans-European Transport Networks (TEN-T) initiative on a study to build a higher-speed rail line in the ''Rail Baltica'' corridor to connect Warsaw, in Poland, and Tallinn, in Estonia.<ref>{{cite web|title=Rail Baltica Final Report Volume I|url=http://www.euregio-heltal.org/wp-content/uploads/2011/03/Rail_Baltica_Final_Report_Volume_I_31_05_11_FINAL_v2.pdf|publisher=AECOM Limited|access-date=13 November 2013|date=May 2011|archive-url=https://web.archive.org/web/20131113052542/http://www.euregio-heltal.org/wp-content/uploads/2011/03/Rail_Baltica_Final_Report_Volume_I_31_05_11_FINAL_v2.pdf|archive-date=13 November 2013|url-status=dead}}</ref>
===Bangladesh=== Bangladesh Government has taken initiatives to develop high-speed rail (HSR) in between its two major cities – Dhaka, the National Capital City and Chattogram (former Chittagong), the second largest and the principal Port City of the country. Bangladesh Railway (BR), the Government-owned and-managed transportation agency of the country, signed a contract of BDT 102 crore on 31 May 2018 with a Consortium of China Railway Design Corporation (CRDC), a Chinese Company and Mazumder Enterprise (ME), a Bangladeshi Pvt. Ltd. Company for feasibility study and detailed design for construction of proposed Dhaka-Chattogram via Cumilla/Laksam HSR line.
With 320.79 km length, Dhaka-Chattogram is the main business corridor and life line of BR, and at present, the railway route is a circuitous way through Tongi-Bhairab Bazar-Brahmanbaria-Cumilla-Chattogram. The proposed shorter route, which would be Dhaka-Cumilla/Laksham-Chattogram, will cut short the length by about 91 km, making the total length around 230 km. The expected speed of the proposed HSR would be above 300 km/h (yet to determine) and it would take less than one hour to reach Chattogram from Dhaka, which currently takes more than five hours. Under the 18-month contract, the Consortium's responsibilities will include identifying alternative alignments, assessing the viability of the project, preparing detailed engineering design, and cost estimation. <ref>{{Cite web |url=http://srmilan.tripod.com/ |title=Welcome to Milan's World<!-- Bot generated title --> |access-date=18 August 2018 |archive-date=19 August 2018 |archive-url=https://web.archive.org/web/20180819081211/http://srmilan.tripod.com/ |url-status=live }}</ref>
===Canada=== For a rail route to connect Windsor, Ontario to Detroit, Michigan in the United States, a higher-speed rail plan was proposed as an alternative after a study on the Windsor to Quebec City route in Canada was to consider only high-speed rail with top speeds of {{cvt|200|km/h|mph|round=5}} or more. Politicians in Windsor area proposed in 2012 that having higher-speed rail connection between Windsor and Detroit must be part of the consideration.<ref name="qohsrps"/><ref>{{cite web|title=Masse Rolls Out Need for Speed Campaign|url=http://www.brianmasse.ca/post/masse-rolls-out-need-for-speed-campaign|publisher=Office of Brian Masse|access-date=17 November 2012|archive-url=https://archive.today/20130115064002/http://www.brianmasse.ca/post/masse-rolls-out-need-for-speed-campaign|archive-date=15 January 2013|url-status=dead}}</ref><ref>{{cite news|title=Windsor politicians disagree with rail study|url=https://www.cbc.ca/news/canada/windsor/watch-windsor-politicians-disagree-with-rail-study-1.1056861|access-date=17 November 2012|newspaper=CBCNews|date=18 October 2012|archive-date=24 October 2011|archive-url=https://web.archive.org/web/20111024130630/http://www.cbc.ca/news/canada/windsor/story/2011/10/18/wdr-high-speed-rail.html|url-status=live}}</ref>
Another feasibility study is ongoing as part of the Northern New England Intercity Rail Initiative to connect between Boston and Montreal trains at top speeds of {{cvt|90|mph|round=5}}.<ref name=NNEIRI/>
===Greece=== A project to modernize railway network in Greece is ongoing. A new {{Convert|106|km|abbr=on|adj=on}} alignment between Tithorea and Domokos is designed to avoid the mountainous part. The new line will have speeds of {{cvt|160|and|200|km/h|round=5}}.<ref name=Greece/>
===India=== In October 2013, the Minister of Railways announced at the two-day international technical conference on ''High Speed Rail Travel; Low Cost Solution'' that the focus of India's rail improvement was to implement a lower-cost solution to meet immediate needs by providing higher-speed rail services as an incremental step before dedicated-track high-speed rail can be achieved. India's higher-speed rail would be in the range of {{cvt|160|and|200|km/h|round=5}}.<ref name="India" /> On 3 July 2014, a trial run with new top speeds of {{cvt|160|km/h|round=5}} was successfully completed on a journey of {{cvt|200|km|round=5}} between Delhi and Agra. The new service, operational since 5 April 2016, cut the travel time from 126 minutes (compared to standard trains) with a top speed of {{convert|160|km/h|abbr=on}} to 99 minutes.<ref>{{cite news |last1=Singh |first1=Mahendra |title=Delhi to Agra in 99 minutes; train hits 160 kmph on trial run |url= http://timesofindia.indiatimes.com/india/Delhi-to-Agra-in-99-minutes-train-hits-160-kmph-on-trial-run/articleshow/37732774.cms|access-date=4 July 2014 |work=The Times of India |date=4 July 2014 |archive-date=4 July 2014 |archive-url= https://web.archive.org/web/20140704035708/http://timesofindia.indiatimes.com/india/Delhi-to-Agra-in-99-minutes-train-hits-160-kmph-on-trial-run/articleshow/37732774.cms |url-status=live}}</ref>
In 2019, the government approved 3 rapid regional railways including the Delhi–Meerut Regional Rapid Transit System with speeds up to 160 km/h.<ref>{{Cite news |url= https://www.ndtv.com/delhi-news/over-rs-30-000-crore-cleared-for-delhi-meerut-high-speed-rail-corridor-1996284 |title=Over Rs 30,000 Crore Cleared For Delhi-Meerut High-Speed Rail Corridor |website=NDTV.com |access-date=12 November 2019 |archive-date=27 August 2019 |archive-url= https://web.archive.org/web/20190827050043/https://www.ndtv.com/delhi-news/over-rs-30-000-crore-cleared-for-delhi-meerut-high-speed-rail-corridor-1996284 |url-status=live}}</ref>
In June 2020, the government of Kerala approved the Thiruvananthapuram–Kasargode Semi High Speed Rail Corridor or Silver line, a Semi-High speed rail line connecting the state.<ref>{{Cite news |last=Radhakrishnan |first=S. Anil |date=9 June 2020 |title=K-Rail revises alignment of section |work=The Hindu |url= https://www.thehindu.com/news/national/kerala/k-rail-revises-alignment-of-vadakara-thalassery-section/article31787611.ece |access-date=19 July 2021 |archive-date=19 July 2021|archive-url= https://web.archive.org/web/20210719024535/https://www.thehindu.com/news/national/kerala/k-rail-revises-alignment-of-vadakara-thalassery-section/article31787611.ece |url-status=live}}</ref>
In July 2021, the Government announced plans to create 10 new Vande Bharat Express lines connecting over 40 cities. This is planned to be done by 2022.<ref>{{Cite news |date=18 July 2021 |title=Indian Railways gears up to roll out 10 trains to link 40 cities in Vande Bharat boost: Report |url= https://www.hindustantimes.com/india-news/indian-railways-gears-up-to-roll-out-10-trains-to-link-40-cities-in-vande-bharat-boost-report-101626582550550.html |access-date=19 July 2021 |website=Hindustan Times |archive-date=18 July 2021 |archive-url= https://web.archive.org/web/20210718155752/https://www.hindustantimes.com/india-news/indian-railways-gears-up-to-roll-out-10-trains-to-link-40-cities-in-vande-bharat-boost-report-101626582550550.html |url-status=live}}</ref>
===Malaysia=== [[File:ETS EP arriving KLO.jpg|thumb|right|A KTM Class 93 (Platinum service) arriving in Kuala Lumpur]] {{Unreferenced section|date=February 2022}} The KTM ETS is an inter-city rail service operated by Keretapi Tanah Melayu Berhad utilizing electric multiple units. The KTM ETS is the second electric train service to be operated by the Malaysian railway company, after the KTM Komuter service.
Commencing in August 2010, the ETS is the fastest metre gauge train service in Malaysia and operates along the electrified and double-tracked stretch of the West Coast Line between {{rws|Gemas}} and {{rws|Padang Besar}} on the Malaysia–Thailand border by the Malaysian national railway operator, Keretapi Tanah Melayu.
The rail service is operated by KTM Intercity Division. It was previously operated by ETS Sendirian Berhad, a fully owned subsidiary of Keretapi Tanah Melayu Berhad. The operation speed for this train is 140 km/h with the maximum possible speeds for the trains at 160 km/h.
=== New Zealand === Advocacy group Greater Auckland proposed the Regional Rapid Rail initiative in 2017, including tilt trains with a maximum speed of 160 km/h.<ref>{{cite web|url=https://www.nzherald.co.nz/rotorua-daily-post/news/article.cfm?c_id=1503438&objectid=11905926|title=High-speed Auckland to Rotorua rail link proposed|website=The New Zealand Herald |date=18 August 2017|access-date=5 August 2017|archive-date=17 August 2017|archive-url=https://web.archive.org/web/20170817193406/http://www.nzherald.co.nz/rotorua-daily-post/news/article.cfm?c_id=1503438&objectid=11905926|url-status=live}}</ref> This network would link Auckland with Hamilton, Tauranga and Rotorua. In December 2018, the government of New Zealand committed funding to reintroducing a five-year trial rail service between Papakura in southern Auckland to Hamilton, starting in 2020.<ref>{{Cite news |url=https://www.pressreader.com/new-zealand/hamilton-news/20190531 |title=Tron Express launch date pushed back |date=31 May 2019 |newspaper=Hamilton News |page=4 |access-date=3 June 2019 |archive-date=3 June 2019 |archive-url=https://web.archive.org/web/20190603011804/https://www.pressreader.com/new-zealand/hamilton-news/20190531 |url-status=live }}</ref>
===Panama=== China claimed to invest capitals into 160 km/h rail corridor, total length would be 491 km.<ref>{{Cite web|url = https://www.panamaequity.com/exploring-living-in-panama/china-in-panama-high-speed-rail-mega-infrastructure-news-more/|title = China in Panama: High-speed rail, mega infrastructure news + more|date = 28 September 2018|access-date = 24 November 2019|archive-date = 1 August 2020|archive-url = https://web.archive.org/web/20200801144236/https://www.panamaequity.com/exploring-living-in-panama/china-in-panama-high-speed-rail-mega-infrastructure-news-more/|url-status = live}}</ref>
===Philippines=== The state-owned Philippine National Railways plans to rebuild its historic South Main Line from Manila to the Bicol Region in the southeastern tip of Luzon. The agency will build {{Convert|639|km|mi|abbr=on}} of track, with the main line itself leading to Matnog, Sorsogon and a spur line leading to Batangas City. It will be a standard-gauge railway served by Chinese-built diesel multiple units with a maximum speed of {{cvt|160|km/h|mph|round=5}} and an average speed of {{cvt|107|km/h|mph}} including stops.<ref>{{cite web|title=Towards Improving Connectivity Between the Bicol and Calabarzon Regions|url=http://nro5.neda.gov.ph/towards-improving-connectivity-between-the-bicol-and-calabarzon-regions/|website=nro5.neda.gov.ph|publisher=National Economic and Development Authority|access-date=8 February 2020|archive-date=14 November 2019|archive-url=https://web.archive.org/web/20191114164301/http://nro5.neda.gov.ph/towards-improving-connectivity-between-the-bicol-and-calabarzon-regions/|url-status=live}}</ref> The project will start construction in mid-2020 and is set to open partially by 2022.
In January 2022, PNR general manager Junn Magno defined the agency's future high-speed rail projects to be electrified railways with a maximum speed of at least {{Convert|200|km/h|abbr=on}}. The high power costs and resulting expensive ticket prices resulted in the operation of high-speed rail in the country to be marked as infeasible. The agency then resorted to semi-high speed express trains for its new standard-gauge lines.<ref>{{Cite AV media|title=PNR Bicol Express Train (Junn Magno's Interview on Dos Por Dos)|url=https://www.youtube.com/watch?v=REO3IfUG2wM|publisher=DZRH, via Jessv PH on Youtube|date=22 January 2022|access-date=22 January 2022}}</ref>
===United States=== This is a partial list of ongoing higher-speed rail projects from the East Coast to the West Coast.
{| class="wikitable sortable" style="font-size:95%;" |+ ! Corridor / Segment !! Length !! Top speed !! Avg speed !! Current status !! Note |- | Boston – Springfield, Massachusetts – Montreal, Canada || {{cvt|408|mi|0}} || {{cvt|90|mph|round=5}} || {{cvt|55|mph|0}} || Feasibility study || A study of higher-speed rail options with top speeds of {{cvt|90|mph|round=5}} in 3 sections along the route.<ref name=NNEIRI>{{cite report|title=Preliminary Service Options Performance Report|url=http://www.massdot.state.ma.us/Portals/39/Docs/ServiceLeveland_April%2022_2014_small.pdf|website=Northern New England Intercity Rail Initiative|publisher=massDOT|pages=11|access-date=21 January 2015|date=April 2014|archive-date=21 January 2015|archive-url=https://web.archive.org/web/20150121084907/http://www.massdot.state.ma.us/Portals/39/Docs/ServiceLeveland_April%2022_2014_small.pdf|url-status=live}}</ref><ref>{{cite web|title=Public Meetings White River, VT & Springfield, MA January 22 and 23, 2014|url=http://www.massdot.state.ma.us/Portals/39/Docs/2014-01-24NNEIRIPresentationforWebsite.pdf|website=Northern New England Intercity Rail Initiative|publisher=massDOT|access-date=21 January 2015|archive-date=21 January 2015|archive-url=https://web.archive.org/web/20150121084047/http://www.massdot.state.ma.us/Portals/39/Docs/2014-01-24NNEIRIPresentationforWebsite.pdf|url-status=live}}</ref><ref>{{cite web|title=Stakeholder Meeting Pioneer Valley Planning Commission May 7, 2014|url=http://www.massdot.state.ma.us/Portals/39/Docs/2014_May%207_StakeholdePresentation_Final.pdf|website=Northern New England Intercity Rail Initiative|publisher=massDOT|access-date=21 January 2015|archive-date=21 January 2015|archive-url=https://web.archive.org/web/20150121084343/http://www.massdot.state.ma.us/Portals/39/Docs/2014_May%207_StakeholdePresentation_Final.pdf|url-status=live}}</ref> |- | New York City – Niagara Falls, New York || {{cvt|463|mi|0}} || {{cvt|125|mph|round=5}} || {{cvt|85|mph|0}} || Tier 1 EIS || Fully electrified track, and straightened Hudson River route. See{{NoteTag|name=note1|The study includes higher-speed rail alternatives with top speeds of {{cvt|90|mph|round=5|abbr=values}} (options A and B) and {{cvt|110|mph|round=5}}. It also has high-speed rail options with top speeds of {{cvt|125|mph|round=5|abbr=values}}, {{cvt|160|mph|round=5|abbr=values}} and {{cvt|220|mph|round=5}}. As of March 2012, the Tier 1 EIS has eliminated the high-speed rail options, except for the 125 mph option. The numbers on the table represent the 125 mph alternative. The other alternatives are for non-electrified track with average speeds of {{cvt|57|mph|0}} (for 90A option), {{cvt|61|mph|0|abbr=values}} (for 90B option), and {{cvt|63|mph|0|abbr=values}} (for 110 option).<ref>{{cite web|title=Online Briefing Winter 2011 - 2012 |url=https://www.dot.ny.gov/content/delivery/Main-Projects/S93751-Home/S93751--Repository/ECHSR_Online_Briefing_March_2012.pdf |work=High Speed Rail Empire Corridor Project |publisher=New York Department of Transportation |access-date=8 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20160304074513/https://www.dot.ny.gov/content/delivery/Main-Projects/S93751-Home/S93751--Repository/ECHSR_Online_Briefing_March_2012.pdf |archive-date=4 March 2016 }}</ref>}} |- | Washington, DC – Richmond, Virginia || {{cvt|115|mi|0}} || {{cvt|90|mph|round=5}} || || Tier 2 EIS || <ref name="va-nc">{{cite web|title=Virginia-North Carolina Interstate High-Speed Rail Compact: Lengthening and Strengthening the Northeast Corridor (NEC) – April 20, 2012 |url=http://www.letsgetmoving.org/images/uploads/pages/VA-NC-HSR-Compact-one-page-summary.pdf |publisher=Regional Transport Alliance |access-date=22 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20141020223728/http://www.letsgetmoving.org/images/uploads/pages/VA-NC-HSR-Compact-one-page-summary.pdf |archive-date=20 October 2014 }}</ref><ref>{{cite news|title=Public to Weigh in on D.C. to Richmond Higher Speed Passenger Rail|url=http://www.nbc29.com/story/26718018/public-to-weigh-in-on-dc-to-richmond-higher-speed-passenger-rail|access-date=15 October 2014|work=U.S. Department of Transportation Federal Railroad Administration Press Release|date=6 October 2014|archive-date=18 October 2014|archive-url=https://web.archive.org/web/20141018150703/http://www.nbc29.com/story/26718018/public-to-weigh-in-on-dc-to-richmond-higher-speed-passenger-rail|url-status=live}}</ref><ref name="frasoutheast">{{Cite report |author=Randy Brown |author2=Jason Orthner |date=4 August 2014 |title=2014 FRA Rail Program Delivery: Southeast Region |url=http://www.fra.dot.gov/Elib/Document/4104 |publisher=Federal Railroad Administration |access-date=16 January 2015 |archive-date=4 March 2016 |archive-url=https://web.archive.org/web/20160304092147/http://www.fra.dot.gov/Elib/Document/4104 |url-status=dead }}</ref> |- | Richmond – Newport News, Virginia || || {{cvt|90|mph|round=5}} || || Tier 1 EIS || <ref name="frasoutheast"/> |- | Richmond – Norfolk, Virginia || || {{cvt|110|mph|round=5}} || || Tier 1 EIS || <ref name="frasoutheast"/> |- | Richmond, VA – Raleigh, North Carolina || {{cvt|160|mi|0}} || {{cvt|110|mph|round=5}} || {{cvt|87|mph|0}} || Tier 2 EIS || Top speeds from Richmond, VA, to south of Petersburg, Virginia, will be {{cvt|90|mph|round=5}} and changed to {{cvt|110|mph|round=5}} after that.<ref>{{Cite report|title=Recommendation Report: Southeast High Speed Rail Richmond, VA to Raleigh, NC, Tier II Environmental Impact Statement |url=http://www.sehsr.org/pdf/Report.pdf |publisher=DRPT and NCDOT |page=10 |access-date=19 May 2014 |url-status=dead |archive-url=https://web.archive.org/web/20131018150716/http://sehsr.org/pdf/Report.pdf |archive-date=18 October 2013 }}</ref> |- | Raleigh – Charlotte, North Carolina || {{cvt|180|mi|0}} || {{cvt|90|mph|round=5}} || || Construction || <ref name="frasoutheast"/> |- | Charlotte, NC – Atlanta || {{cvt|245|mi|0}} || {{cvt|110|mph|round=5}} || || Tier 1 EIS || A {{cvt|110|mph|round=5}} option is considered along with {{cvt|150|mph|round=5|adj=on}} high-speed rail.<ref name="frasoutheast"/> |- | Atlanta – Macon, Georgia – Jacksonville, Florida || {{cvt|408| / |368|mi|0}} || {{cvt|90–100| / |130|mph|round=5}} || {{cvt|77| / |94|mph|0}} || Tier 1 EIS || See{{NoteTag|name=note2|The study includes two main alternatives for higher-speed rail. The first alternative is called Shared Use with top speeds of {{cvt|90–110|mph|round=5}}. The second alternative is called Hybrid High Performance with top speeds of {{cvt|130|mph|round=5}} (however it would be classified as high-speed rail). There are also high-speed rail alternatives in the same study with top speeds of {{cvt|180–220|mph||disp=preunit|+|round=5}}. The numbers on the table represent the first two alternatives.<ref>{{cite web|title=Executive Summary: Atlanta Birmingham Corridor|url=http://www.dot.ga.gov/travelingingeorgia/rail/Documents/HighSpeedRail/Executive%20Summaries.pdf|work=Tier 1 EIS|publisher=Georgia Department of Transportation|access-date=8 November 2012|archive-url=https://web.archive.org/web/20141118050336/http://www.dot.ga.gov/travelingingeorgia/rail/Documents/HighSpeedRail/Executive%20Summaries.pdf|archive-date=18 November 2014}}</ref> Federal Railroad Administration signed the Final EIS and Record of Decision in September 2017 to formally complete the Tier 1 EIS process for Atlanta to Chattanooga route.<ref>{{cite book|title=Tier 1 Combined Final Environmental Impact Statement and Record of Decision (Tier 1 FEIS/ROD)|date=12 September 2017|publisher=Federal Railroad Administration|url=https://www.fra.dot.gov/Elib/Document/17445|access-date=17 October 2017}}{{dead link|date=July 2025|bot=medic}}{{cbignore|bot=medic}}</ref>}} |- | Atlanta – Chattanooga, Tennessee / Nashville, Tennessee – Louisville, Kentucky || {{cvt|489| / |428|mi|0}} || {{cvt|90–100| / |130|mph|round=5}} || {{cvt|72| / |85|mph|0}} || Tier 1 EIS completed || See{{NoteTag|name=note2}} |- | Atlanta – Birmingham, Alabama || {{cvt|176| / |150|mi|0}} || {{cvt|90–100| / |130|mph|round=5}} || {{cvt|64| / |90|mph|0}} || Tier 1 EIS || See{{NoteTag|name=note2}} |- | Atlanta – Columbus, Georgia || {{cvt|116|mi|0}} || {{cvt|79–110|mph|round=5}} || {{cvt|60|mph|0}} || Feasibility Study || Higher-speed rail was one of the 3 alternatives in the feasibility study completed in 2014. Funding is not yet available to begin Tier 1 EIS phase.<ref>{{cite book|title=Columbus to Atlanta High Speed Rail Feasibility Study – Final Report|date=February 2014|publisher=Columbus Consolidated Government|url=http://www.columbusga.org/planning/HS-Rail/CHSR_Report_Final.pdf|access-date=17 December 2016|archive-date=3 July 2014|archive-url=https://web.archive.org/web/20140703092748/http://columbusga.org/planning/hs-rail/CHSR_Report_Final.pdf|url-status=live}}</ref> |- | Columbus, Ohio – Fort Wayne, Indiana – Chicago|| {{cvt|300|mi|0}} || {{cvt|110|mph|round=5}} || || Feasibility Study || Initial operating speeds up to {{cvt|110|mph|round=5}}.<ref>{{cite news|last=Barrow|first=Keith|title=Columbus – Chicago passenger rail study published|url=http://www.railjournal.com/index.php/north-america/columbus-%E2%80%93-chicago-passenger-rail-study-published.html|access-date=20 July 2013|newspaper=International Railway Journal|date=18 July 2013|archive-date=7 December 2013|archive-url=https://web.archive.org/web/20131207050244/http://www.railjournal.com/index.php/north-america/columbus-%E2%80%93-chicago-passenger-rail-study-published.html|url-status=live}}</ref> Study funded by local governments and organizations, not by state governments.<ref>{{cite news|last=LeDuc |first=Doug |title=Support for passenger rail study gains steam |url=http://www.fwdailynews.com/news/latest/support-for-passenger-rail-study-gains-steam/article_0dd859a0-4533-5e60-a737-577a91d3e04a.html |archive-url=https://archive.today/20130720024612/http://www.fwdailynews.com/news/latest/support-for-passenger-rail-study-gains-steam/article_0dd859a0-4533-5e60-a737-577a91d3e04a.html |url-status=dead |archive-date=20 July 2013 |access-date=20 July 2013 |newspaper=FW Daily News |date=9 March 2012 }}</ref> |- | Ann Arbor, Michigan – Traverse City, Michigan|| {{cvt|250|mi|0}} || {{cvt|90–110|mph|round=5}} || || Feasibility Study || Three alternatives with 2 higher-speed rail alternatives at top speeds of {{cvt|90|mph|round=5}} and {{cvt|110|mph|round=5}}<ref>{{cite news|last1=Dawsey|first1=Chastity Pratt|title=Plans on track for passenger train from Ann Arbor to Traverse City, group says|url=https://www.bridgemi.com/quality-life/plans-track-passenger-train-ann-arbor-traverse-city-group-says|access-date=21 April 2018|work=Bridge|date=17 April 2018|archive-date=21 April 2018|archive-url=https://web.archive.org/web/20180421163139/https://www.bridgemi.com/quality-life/plans-track-passenger-train-ann-arbor-traverse-city-group-says|url-status=live}}</ref> |- | Kalamazoo, Michigan – Albion, Michigan || {{cvt|45|mi|0}} || {{cvt|110|mph|round=5}} || || Operation starts 25 May 2021 || <ref>{{cite news |title=Amtrak Midwest trains get green light to increase max speed on Michigan route |url=https://www.progressiverailroading.com/amtrak/news/Amtrak-Midwest-trains-get-green-light-to-increase-max-speed-on-Michigan-route--63505 |access-date=19 May 2021 |agency=Progressive Railroading |date=18 May 2021 |archive-date=18 May 2021 |archive-url=https://web.archive.org/web/20210518155416/https://www.progressiverailroading.com/amtrak/news/Amtrak-Midwest-trains-get-green-light-to-increase-max-speed-on-Michigan-route--63505 |url-status=live }}</ref> |- | Chicago – Milwaukee || {{cvt|86|mi|0}} || {{cvt|90|mph|round=5}} || {{cvt|59|mph|0}} || Environmental Assessment || The top speeds of {{cvt|90|mph|round=5}} is one of the alternatives under consideration.<ref>{{cite web|title=Chicago-Milwaukee Environmental Assessment & Service Development Plan: Agency Stakeholder Meeting |url=http://www.dot.wisconsin.gov/projects/rail/docs/chi-mil-12-2-14.pdf |website=Wisconsin Department of Transportation |access-date=19 January 2015 |date=2 December 2014 |url-status=dead |archive-url=https://web.archive.org/web/20150119044455/http://www.dot.wisconsin.gov/projects/rail/docs/chi-mil-12-2-14.pdf |archive-date=19 January 2015 }}</ref> |- | Chicago – Omaha, Nebraska (via Iowa) || {{cvt|474–516|mi|0}} || {{cvt|110|mph|round=5}} || || Tier 1 EIS ||<ref name="IowaEIS"/><ref name="IowaPatch"/> |- | Minneapolis – Duluth, Minnesota || {{cvt|152|mi|0}} || {{cvt|90|mph|round=5}} || || Environmental Assessment completed || Known as Northern Lights Express, received Finding Of No Significant Impact on Tier 2 Environmental Assessment in February 2018, and cleared to seek federal funding for design and construction.<ref>{{cite book|title=Northern Lights Express Passenger Rail Project from Minneapolis to Duluth, Minnesota Finding of No Significant Impact and Section 4(f) Determination|date=20 February 2018|publisher=Federal Railroad Administration|url=https://www.fra.dot.gov/Elib/Document/17846|access-date=13 March 2018}}{{dead link|date=July 2025|bot=medic}}{{cbignore|bot=medic}}</ref> |- | St. Louis – Kansas City, Missouri || {{cvt|283|mi|0}}<ref>{{cite web|title=March 2011 Narrative Application Form – Individual PE/NEPA, Part I: MO-KC to STL Corridor-Pleasant Hill to Jefferson City (90 mph) PE/NEPA|url=http://www.modot.org/othertransportation/rail/documents/12PHtoJC.pdf|publisher=Missouri Department of Transportation|access-date=13 February 2013|archive-date=9 November 2012|archive-url=https://web.archive.org/web/20121109091022/http://modot.org/othertransportation/rail/documents/12PHtoJC.pdf|url-status=live}}</ref> || {{cvt|90|mph|round=5}} || || Construction || New sidings between Jefferson City and Lee's Summit for {{cvt|90|mph|round=5}} service<ref>{{cite web|title=Show Me Improved Rail Service|url=http://www.modot.org/othertransportation/rail/documents/Application%20Summary%20for%20FRA%20HSIPR%20FY%202011%20Projects.pdf|publisher=Missouri Department of Transportation|access-date=13 February 2013|date=April 2011|archive-date=9 November 2012|archive-url=https://web.archive.org/web/20121109091218/http://modot.org/othertransportation/rail/documents/Application%20Summary%20for%20FRA%20HSIPR%20FY%202011%20Projects.pdf|url-status=live}}</ref> |- | Oklahoma City – San Antonio|| {{cvt|850|mi|0}} || {{cvt|110|mph|round=5}} || || Feasibility Study || See{{NoteTag|name=note3|The study includes higher-speed rail up to {{cvt|110|mph|round=5}} and high-speed rail of {{cvt|150|mph||disp=preunit|+|round=5}} options.<ref name=nctcog>{{cite web|title=Coordination with TxDOT on Two Federally-Funded High Speed Rail Corridor Studies (July 22, 2011) |url=http://www.nctcog.org/trans/committees/sttc/Item_6.sttc072211.pdf |publisher=North Central Texas Council of Governments |access-date=24 October 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130331130101/http://www.nctcog.org/trans/committees/sttc/Item_6.sttc072211.pdf |archive-date=31 March 2013 }}</ref>}} |- | Dallas/Fort Worth – Houston|| {{cvt|239|mi|0}} || {{cvt|110|mph|round=5}} || || Feasibility Study || See{{NoteTag|name=note3}} |- | Phoenix – Tucson, Arizona|| {{cvt|120|mi|0}} || {{cvt|125|mph|round=5}} || {{cvt|66|mph|0}} || Tier 1 EIS completed|| Three alternatives finalized by Arizona Department of Transportation.<ref>{{cite web|title=Final Alternatives 2013|url=http://www.azdot.gov/docs/default-source/planning/final-alternatives-2013.pdf?sfvrsn=0|publisher=Arizona Department of Transportation|access-date=19 May 2014|archive-date=19 May 2014|archive-url=https://web.archive.org/web/20140519192216/http://www.azdot.gov/docs/default-source/planning/final-alternatives-2013.pdf?sfvrsn=0|url-status=live}}</ref> The Yellow Corridor Alternative was selected as the preferred alternative at the completion of Tier 1 EIS.<ref>{{cite book|title=Arizona Passenger Rail Corridor Study – Tucson to Phoenix: Record of Decision|date=1 December 2016|publisher=Arizona Department of Transportation|access-date=17 October 2017|url=https://www.fra.dot.gov/Elib/Document/16858|archive-date=15 May 2017|archive-url=https://web.archive.org/web/20170515014439/https://www.fra.dot.gov/Elib/Document/16858|url-status=dead}}</ref> |- | colspan="6" | '''Notes'''<br>{{NoteFoot}} |}
====Proposed routes==== In addition to ongoing projects, there are proposed routes that have not reached the feasibility study stage yet. In Pennsylvania, a rail advocacy group started fund raising efforts in 2014 to obtain $25,000 for a preliminary study and additional $100,000 for feasibility study of the route from Erie to Pittsburgh. The proposal is for {{cvt|110|mph|round=5}} express train services to directly link the two cities. An alternative is to have intermediate stops in Ohio cities including Ashtabula, Warren, and Youngstown before heading back to New Castle, Pennsylvania.<ref>{{cite news|last1=Barron|first1=Sean|title=Eastgate advisory board talks about high-speed rail service|url=http://www.vindy.com/news/2014/sep/05/eastgate-advisory-board-talks-about-high/|access-date=30 September 2014|work=The Vindicator|date=5 September 2014|archive-date=15 September 2014|archive-url=https://web.archive.org/web/20140915160021/http://www.vindy.com/news/2014/sep/05/eastgate-advisory-board-talks-about-high/|url-status=live}}</ref>
In Ohio, a rail advocacy group works with local political leaders in Ohio, Indiana and Illinois to consider a higher-speed rail line from Cincinnati to Chicago. This is in response to another advocacy group in Indiana that gained funding for the Columbus, Ohio – Fort Wayne – Chicago route that is already in feasibility study stage. The group persuaded the Hamilton County government in Ohio to advocate for the study.<ref>{{cite news|last1=Williams|first1=Jason|title=High-speed rail to Chicago sought|url=http://www.cincinnati.com/story/news/2014/09/22/passenger-rail-to-chicago/16072133/|access-date=30 September 2014|work=Cincinnati.com|date=23 September 2014|archive-date=27 February 2021|archive-url=https://web.archive.org/web/20210227224950/https://www.cincinnati.com/story/news/2014/09/22/passenger-rail-to-chicago/16072133/|url-status=live}}</ref> The county commissioners unanimously voted in September 2014 to pursue a feasibility study. As a possible route that goes through the states of Kentucky and Indiana, the county expects that Ohio-Kentucky-Indiana Regional Council of Governments will help fund a feasibility study.<ref>{{cite news|title=Hamilton County Commissioners Back High-Speed Rail |url=http://www.local12.com/news/features/top-stories/stories/hamilton-county-commissioners-back-highspeed-rail-18126.shtml |access-date=30 September 2014 |work=WKRC TV |date=25 September 2014 |url-status=dead |archive-url=https://web.archive.org/web/20140929172153/http://www.local12.com/news/features/top-stories/stories/hamilton-county-commissioners-back-highspeed-rail-18126.shtml |archive-date=29 September 2014 }}</ref>
In Michigan, a feasibility study sponsored by an environmental group is in progress for a new rail line between Detroit and Grand Rapids. The proposal is to have trains running at speeds between {{convert|79|and|110|mph|abbr=on}}. The state transportation department is interested in the study but is not ready to move beyond this study.<ref>{{cite news|last1=Fleming|first1=Leonard N.|title=Grand Rapids, Detroit train idea taking shape|url=http://www.detroitnews.com/story/news/local/michigan/2015/07/20/detroit-gr-train-proposal/30448267/|access-date=10 August 2015|work=The Detroit News|date=21 July 2015|archive-date=16 August 2015|archive-url=https://web.archive.org/web/20150816104004/http://www.detroitnews.com/story/news/local/michigan/2015/07/20/detroit-gr-train-proposal/30448267/|url-status=live}}</ref>
In Texas, the East Texas Corridor Council proposed a higher-speed rail route between Longview and Dallas. The trains will operate at speeds of {{Convert|80|mph|abbr=on}} and {{cvt|110|mph|round=5}}.<ref>{{cite news|last=Jones|first=Peggy|title=A bullet train in East Texas? Company plans to build Dallas-Houston route|url=http://www.news-journal.com/news/local/a-bullet-train-in-east-texas-company-plans-to-build/article_3d2e4393-680a-5c4b-a091-280abd7ad51d.html|archive-url=https://archive.today/20130129194543/http://www.news-journal.com/news/local/a-bullet-train-in-east-texas-company-plans-to-build/article_3d2e4393-680a-5c4b-a091-280abd7ad51d.html|url-status=dead|archive-date=29 January 2013|access-date=24 October 2012|newspaper=News Journal, Longview, Texas}}</ref>
===Vietnam=== In 2018, Vietnam planned to build a higher-speed rail line in the northern part of the country to link between Haiphong, Hanoi, and Lào Cai which is then connected to China. The {{Convert|391|km|adj=on}} line will run parallel to the existing regular speed railway. The top speeds for the new services will be up to {{cvt|160|kph|round=5}}.<ref>{{cite news|title=Vietnam plans to build faster railway to China border|url=http://english.vietnamnet.vn/fms/society/198640/vietnam-plans-to-build-faster-railway-to-china-border.html|access-date=21 April 2018|work=VietnameNet Bridge|date=9 April 2018|archive-date=22 April 2018|archive-url=https://web.archive.org/web/20180422062413/http://english.vietnamnet.vn/fms/society/198640/vietnam-plans-to-build-faster-railway-to-china-border.html|url-status=live}}</ref>
==See also== {{Portal|Transport|Rail}} * High-speed rail
==Notes== {{Notelist}}
==References== {{Reflist|30em}}
{{Public transport}} {{Higher-speed rail}}
Category:Higher-speed rail