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Wikipedia

Higher-speed rail

March 07, 2023

This article is about rail service that is of a higher speed than conventional inter-city rail. For high-speed rail services with speeds more than 200 km/h (125 mph), see High-speed rail.

Higher-speed rail (HrSR[1]), also known as high-performance rail,[2] higher-performance rail,[3] semi-high-speed rail or almost-high-speed rail,[4] is the jargon used to describe inter-city passenger rail services that have top speeds of more than conventional rail but are not high enough to be called high-speed rail services.[5] 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.[6]

China Railway CR200J on Beijing–Shanghai railway.
Vande Bharat Express heading towards Mumbai CSMT
Amtrak's Southwest Chief east of Los Cerrillos, New Mexico.

Though the definition of higher-speed rail varies from country to country, most countries refer to rail services operating at speeds up to 200 km/h (125 mph).[7]

The concept is usually viewed as stemming from efforts to upgrade a legacy railway line to high speed railway standards (speeds in excess of 250 km/h or 160 mph), 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.[8]

Definitions by country

As with the definitions of high-speed rail, the definition varies by country. The term has been used by government agencies,[9] government officials,[10] transportation planners,[11] academia,[12] the rail industry,[13] and the media,[14] 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 160 and 240 km/h (100 and 150 mph).[5]
  • In India, according to the Ministry of Railways, the speed range for India's higher-speed rail will be between 160 and 200 km/h (100 and 125 mph).[7]
  • In the United Kingdom, the term higher-speed rail is used for upgraded tracks with train speeds up to 125 mph (200 km/h)[15]
  • 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 90 mph (145 km/h)[16] and 110 mph (175 km/h).[17][18][19] This is the equivalent of the definition of "Emerging High-Speed Rail" as defined by the Federal Railroad Administration.[20] However, the Congressional Research Service defines "Higher Speed Rail" as rail services with speeds up to 150 mph (240 km/h) and defines rail services on dedicated tracks with speeds over 150 mph (240 km/h) as "Very High Speed Rail".[21]
    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, 80 mph (130 km/h), 90 mph (145 km/h), 110 mph (175 km/h), 125 mph (200 km/h) and 150 mph (240 km/h):

Speed limits

In Canada, the assumption about grade crossing is that operating higher-speed rail services between 160 and 200 km/h (99 and 124 mph) would require "improved levels of protection in acceptable areas".[25]

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 79 mph (127 km/h) 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).[26] 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 90 mph (145 km/h),[27] 110 mph (175 km/h), 125 mph (200 km/h) and 160 mph (255 km/h), respectively.[28] The FRA also regulates passenger train design and safety standards to ensure trains that operate at speeds of 80 mph (130 km/h) up to 125 mph (200 km/h) comply with its Tier I standard and trains that operate at speeds up to 150 mph (240 km/h) comply with its Tier II standard.[29]

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:[30] 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 110 mph (175 km/h) 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 110 to 125 mph (175 to 200 km/h): The FRA permits crossings only if an "impenetrable barrier" blocks highway traffic when a train approaches.
  • Above 125 mph (200 km/h): No crossings will be permitted.

In Europe, the limit is often 160 km/h (100 mph) over grade crossings.[31] In Sweden there is a special rule permitting 200 km/h (125 mph) if there are barriers and automatic detection of road vehicles standing on the track.[32] In Russia 250 km/h (155 mph) is permitted over grade crossings.[33] 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 110 mph (175 km/h) when proposing a new higher-speed rail service.[21]

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.

  • Europe: The InterCity services in many European countries have top speeds of mostly up to 160 km/h (100 mph), but it can go up to 200 km/h (125 mph). 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 220 km/h (135 mph).
  • 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 130 km/h (80 mph).[34] However, the International Union of Railways recognizes the Mini-shinkansen lines as high-speed rail.[35] Two Mini-shinkansen lines have been constructed: the Yamagata Shinkansen and Akita Shinkansen.[36] 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 160 and 200 km/h (100 and 125 mph)[37]
  • 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 70–130 km/h (45–80 mph). 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 250 km/h (155 mph) – though others to høy hastighet, i.e. 160 km/h (100 mph) or 200 km/h (125 mph).[38] 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,[39] and the GMB Class 71 and NSB Class 73 are often called high-speed trains[40] – with 210 km/h (130 mph) top speed. However, the limits are blurry. Sometimes, e.g. the FLIRTs are called high-speed trains.[41]
  • Sweden: SJ (Swedish Railways) operates inter-city rail services using X 2000 trains in major routes across the country with top speeds of 205 km/h (125 mph). The operator brands it as high-speed rail services;[42][43] however, the International Union of Railways only recognizes the 320 km/h (200 mph) line from Stockholm to Malmö and Göteborg as the only high-speed rail line in Sweden which is still in the planning stage.[35]
  • In Germany regional trains along the Munich-Nuremberg high speed line which was built for 300 km/h (185 mph) run at 200 km/h (125 mph) 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 125 mph or 200 km/h, such as the ECML, WCML, GWML and MML
  • South Korea: MOLIT designates railway lines as three categories: high-speed railway lines (고속철도노선), semi-high-speed railway lines (준고속철도노선), or conventional railway lines (일반철도노선). High-speed railway lines are limited to dedicated lines with maximum speed over 300 km/h (185 mph), while semi-high-speed rail can be mixed-use lines with maximum speed ranged in 200 km/h (125 mph)–300 km/h (185 mph). 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 150 km/h (95 mph). However, Gyeongchun line has been upgraded as a higher-speed railway line, with dedicated ITX-Cheongchun EMU trains designed as maximum speed of 180 km/h (110 mph).

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.[19] Some examples are:

Rail improvement strategies

 
Cab display unit of ACSES, an approved PTC system

There are many types of train 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 130 to 160 km/h (80 to 100 mph) 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-WWI 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.[49]

In the United States, the first step to increase top speeds from 79 mph (127 km/h) is to install a new signal system that incorporates FRA-approved positive train control (PTC) system that is compatible with higher-speed rail operation.[50] 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.[51]

 
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).[52] The concrete ties used to replace them are intended to make the track more stable, particularly with changes in temperature.[53] 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.[54]

In Australia, the track condition before the Regional Fast Rail project could only support trains up to speeds of 130 km/h (80 mph). The tracks are with mixture of wooden and concrete ties. The rail weight varies but with majority being 47 kg/m (95 lb/yd). The track upgrade in the project included changing to use concrete ties and to use new standard of rail weight at 60 kg/m (121 lb/yd) in order to support the new top speeds of 160 km/h (100 mph).[55]

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.[56]

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 20 mph (30 km/h). Even with newer turnouts (rated #20), the diverging speed limit is still at 45 mph (70 km/h) 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 80 mph (130 km/h).[57][58][59]

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.[60][61]

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.[62]

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.[49]

In the United States, the FRA limits train speeds to 110 mph (175 km/h) 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.[30]

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.[63]

In Norway, grade crossing speed are not permitted to exceed 160 km/h (100 mph).[64]

Rerouting and passing sidings

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.[65]

Electrification

 
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 40-mile (64 km) 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.[66] 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.[67] 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]

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 100 mph (160 km/h) 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.[68]

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 110 mph (175 km/h).[69]

In operation

Australia

See also: High-speed rail in Australia

In 1999, the concept of Regional Fast Rail project was initiated by the State Government of Victoria with a goal to provide express higher-speed rail services between 4 main regional centres of Victoria (Geelong, Ballarat, Bendigo and the Latrobe Valley) and Melbourne. The initiative included a key component to upgrade rail infrastructure to have top speeds up to 160 km/h (100 mph). 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.[70] Additionally, the services provided by Queensland Rail's Tilt Train, the Transwa Prospector and NSW Trainlink's XPT are considered higher-speed rail and all of those trains have a top service speed of 160 km/h (99–100 mph).[71][72][73]

The New South Wales XPT (short for Express Passenger Train) is the main long-distance passenger train operated by NSW TrainLink on regional railway services in New South Wales, Australia from Sydney to Dubbo, Grafton, and Casino as well as interstate destinations, Brisbane and Melbourne. The XPT is based on the British Rail designed High Speed Train and entered service in April 1982. It came to fruition in January 1978 when the Public Transport Commission invited tenders for 25 high-speed railcars similar to the Prospector railcars delivered by Comeng to the Western Australian Government Railways in 1971. Comeng's proposal for a train based on the InterCity 125 was announced as the successful bidder in October 1976.

The Tilt Train is the name for two similar tilting train services, one electric and the other diesel, operated by Queensland Rail on the North Coast line from Brisbane to Rockhampton and Cairns. In May 1999 the Electric Tilt Train set an Australian train speed record of 210 km/h (130 mph) north of Bundaberg, a record that still stands.[74][75]

The Transwa WDA/WDB/WDC class are a class of railcars built by United Goninan, Broadmeadow for Transwa in 2004–05 to replace the WAGR WCA/WCE class railcars on the AvonLink and Prospector services in Australia. They are capable of high-speed operation.

China

 
Geographically accurate map of CRH services.
Magenta and Red: High-speed rail
Yellow: Higher-speed rail
Black text in image: Cities that host CR divisions headquarters
 
A S511 train in the Beijing Suburban Railway.
 
Train K9787 in the Nanjiang 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.[76] 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"(Chinese: 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. * denotes some section of this line doesn't have 160 km/h CRH services.

Conventional lines running CRH services

This list is complete and up to date as of December 2019.
Line name Line name
(Chinese) 		start station end station Train identifiers Note
Southern Xinjiang* 南疆线(吐库二线段) Turpan/Turpan North Korla C T K Y none
Lanzhou-Xinjiang (West)*

(including Second track)

兰新线西段(北疆线) Ürümqi Bole C T K Y Bole station where Boltala Prefecture branch splits is no longer a passenger stop.[77]
Jinghe-Khorgos 精伊霍铁路 Jinghe South Khorgos C T K Y
Boltala Prefecture Branch 博州支线 Bole Boltala C T K Y
Liuyuan-Golmud* 柳格线柳敦段 Yumen Dunhuang D K Y none No CRH train from/to Dunhuang stops at Yumen.
Changchun-Baicheng
Baicheng-Arxan* 		长白·白阿线(长乌段) Changchun Ulanhot C Z K
Hohhot-Ordos 呼鄂线 Hohhot East Ordos D Z K
Beijing Suburban:
Huairou-Miyun 		北京市郊怀密线 Qinghe Gubeikou S
Beijing Suburban:
Sub-Center 		北京市郊副中心线 Liangxiang Qiaozhuang East S
Tianjin-Jizhou 津蓟铁路 Tianjin Jizhou North S
Beijing-Qinhuangdao 京秦线(京哈线) Beijing 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 Shijiazhuang Beijing South D Z T K Y Section between Xushui East and Bazhou West is high-speed Tianjin–Baoding intercity railway(mixed traffic).
G class trains running solely on aforementioned section is not counted.
Section between Shijiazhuang and Xushui East is Beijing–Guangzhou railway.
Section between Bazhou West and Beijing South is Beijing–Kowloon railway.
Northern Tongpu Quadruple Track* 北同蒲三四线 Huairen East Yuanping West D Z K Part of Datong-Xi'an high-speed line.
Beijing-Shanghai Overnight Sleepers 京沪动卧 Beijing Hangzhou D 2/1/3 pair(s) of trains between Beijing and Shanghai/Nanjing/Hangzhou daily.
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 Longkoushi Yantai D
Nanjing-Qidong* 宁启线南启段 Nantong Qidong D Section between Nanjing and Nantong is 200 km/h
CR Shanghai Suburban (Shaoxing) 上海局市域(绍兴) Qianqing Shangyu S Locally administered
CR Shanghai Suburban (Ningbo) 上海局市域(宁波) Ningbo Yuyao S Locally administered
Dazhou-Chengdu* 达成线成遂段 Dazhou Suining D Z T K Section between Suining and Chengdu is 200 km/h
Xiangyang-Chongqing* 襄渝线达渝段 Dazhou Chongqing North D T K
Nanchong-Gaoxing 南高线 Nanchong Gaoxing D Gaoxing station connects to Dazhou-Chongqing but is not a passenger stop
Shimen County-Changsha 石长线 Shimenxian North Changsha D T K
Kunming-Hekou* 昆玉河铁路(标准轨) Yuxi 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 Xuanwei Kunming C Z T K none
Litang-Zhanjiang* 黎湛线贵玉段 Guigang Yulin D T K none
Shejiang-Shantou* 畲汕线潮汕至汕头 Chaoshan Shantou G D K

Newly built lines operating less than 200 km/h speed

This list is complete and up to date as of December 2019.
Line name Line name
(Chinese) 		start station end station Train identifiers Note
Shanghai Area: Jinshan 金山线 Shanghai South Jinshanwei S[78]
Zhongchuan Airport intercity 中川机场城际 Lanzhou West 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 Caoqiao Daxing Airport Not exist Not part of China Railway System.
Baotou-Xi'an* 包西线西延段 Xi'an Yan'an D Z T K Different from Baotou–Xi'an high-speed railway (under construction).
Nanjing-Chengdu* 宁蓉线宜凉段
(宜万铁路) 		Yichang East Liangwu G D Z K Passenger service branches at Lichuan.
Lanzhou-Chongqing 兰渝铁路 Lanzhou Chongqing North G D Z K
Changsha-Zhuzhou/Xiangtan 长株潭城际铁路 Changsha West Zhuzhou South/Xiangtan C
Guiyang-Kaiyang 贵开城际铁路 Guiyang North Kaiyang C
Guiyang Loop Line 贵阳市域铁路环线 Loop Line C
Guangzhou-Shenzhen (quadtuple track) 广深线(城际线) Foshan West Shenzhen C D Through operation to 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

This list is complete and up to date as of December 2019.
Line name Line name
(Chinese) 		start station end station Train identifiers Note
Jining-Baotou quadtuple track* 集包第二双线 Jining South Hohhot East Z T K none The section between Hohhot East and Baotou is high-speed rail.
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 Taiyuan Zhongwei/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.

This list is complete and up to date as of December 2019.
Line name Line name
(Chinese) 		start station end station Train identifiers Note
Southeast coastal sleepers 沪广动卧 Shanghai Hongqiao/Shanghai Guangzhou South/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 Beijing Guangzhou South and others (see note) D Overnight service to Shenzhen North, Zhuhai, Zhanjiang West and 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 200 km/h (120 mph) 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 160 km/h (99 mph).[79]

India

 
Vande Bharat Express during its inaugural run from Howrah to New Jalpaiguri
 
WAP 7 hauling a Rajdhani Express

The Gatimaan Express was India's first semi-high speed train.[80] 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]

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 Maharaj Terminus to Karmali, Goa. It covered 552 km in 8 hours and 30 minutes.[81] 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.[82] 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.[83] The Ahmedabad – Mumbai Tejas express, also operated by IRCTC was inaugurated on the 17 January 2020.[84] 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 2019, Vande Bharat Express, also known as Train 18,[85] was inaugurated. This is an Indian higher-speed rail intercity electric multiple unit.[86] 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 ₹1 billion (US$13 million), though the unit cost is expected to go down with subsequent production.[87] At the original price, it is estimated to be 40% cheaper than a similar train imported from Europe.[88] The train was launched on 15 February 2019, from Delhi to Varanasi.[89] The service was named 'Vande Bharat Express' on 27 January 2019.[90] On 5 October 2019, a second Vande Bharat Express was opened from Delhi to Katra[91] 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.[92] an other second generation rake was inaugurated from Delhi to Una passing through Chandigarh.[93]

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.[94][95] 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.[96]

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,[97] with its commercial run started from 17 February 2019 onwards. It will be running on the Delhi-Varanasi route,[98] via Kanpur and Prayagraj, connecting the holy city of Varanasi to the Capital city, reducing travel time along the route by 15 percent.[86] The train's regenerative brakes are also expected to allow a 30% savings in electricity costs as compared to its predecessor.[99] At an operating speed of 160 kilometres per hour (99 mph), it will outpace the Shatabdi Express by 30 kilometres per hour (19 mph).[98] 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.[100] 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.[101]

Corridor / Segment Train Engine Power Length Date Inaugurated Top Speed Avg Speed
Visakhapatnam - Secunderabad Vande Bharat 2.0 EMU Electric 700.04 km (435 mi) 15 Jan 2023 180 km/h (110 mph) 82 km/h (51 mph)
Howrah – Siliguri Vande Bharat 2.0 EMU Electric 561 km (349 mi) 30 December 2022. 180 km/h (110 mph) 75 km/h (47 mph)
Chennai – Mysore Vande Bharat 2.0 EMU Electric 496 km (308 mi) 11 Nomember 2022. 180 km/h (110 mph) 76 km/h (47 mph)
Ahmedabad – Mumbai Vande Bharat 2.0, Tejas Express EMU,

WAP-7

Electric 490 km (300 mi) 17 January 2020

(Tejas) 20 September 2022 (Vande Bharat)

180 km/h (110 mph) 96 km/h (60 mph)
Bilaspur - Nagpur Vande Bharat 2.0 EMU Electric 410 km (250 mi) 11 December 2022. 180 km/h (110 mph) 75 km/h (47 mph)
Delhi – Una Vande Bharat 2.0 EMU Electric 410 km (250 mi) 13 October 2022. 180 km/h (110 mph) 79 km/h (49 mph)
Delhi – Varanasi Vande Bharat 1.0 EMU Electric 762 km (473 mi) 15 February 2019 180 km/h (110 mph) 94 km/h (58 mph)
Delhi – Katra Vande Bharat 1.0 EMU Electric 655 km (407 mi) 5 October 2019 180 km/h (110 mph) 82 km/h (51 mph)
Mumbai – Goa Tejas Express WDP-3A Diesel-Electric 552 km (343 mi) 24 May 2017 160 km/h (99 mph) 68 km/h (42 mph)
Laknow – Delhi Tejas Express WAP-7 Electric 512 km (318 mi) 4 October 2019 160 km/h (99 mph) 83 km/h (52 mph)
Chennai – Madurai Tejas Express WAP-7 Electric 493 km (306 mi) 1 March 2019 160 km/h (99 mph) 78 km/h (48 mph)
Delhi – Agra – Jhansi Gatimaan Express WAP-5 Electric 403 km (250 mi) 5 April 2016 (extended to

Jhansi on 1 April 2018)

160 km/h (99 mph) 91 km/h (57 mph)
Agartala – Delhi Tejas-Rajdhani Express WAP-4

WDP-4D

ElectricDiesel-Electric 2,423 km (1,506 mi) 15 February 2021 160 km/h (99 mph) 59 km/h (37 mph)
Mumbai – Delhi Tejas-Rajdhani Express WAP-7 Electric 1,387 km (862 mi) 19 July 2021 160 km/h (99 mph) 90 km/h (56 mph)
Mumbai–Delhi(Hazrat Nizamuddin) Tejas-Rajdhani Express WAP-7

WAP-4

Electric 1,377 km (856 mi) 1 December 2021 160 km/h (99 mph) 79 km/h (49 mph)
Delhi – Patna Tejas-Rajdhani Express WAP-7 Electric 1,005 km (624 mi) 1 September 2021 160 km/h (99 mph) 130 km/h (81 mph)

Laos

Main article: Boten–Vientiane railway

Passenger trains on the 2021 opened Boten–Vientiane railway travel at speeds of up to 160 km/h,[102][103] however the railway has been described as 'high-speed' as well.[104] 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.[105][106]

United States

This is the list of the current higher-speed rail services from the East Coast to the West Coast:

Corridor / Segment Service name Length (miles) Equipment Power Current Top speed (mph) Avg speed (mph)[107] Note
Washington, DC–Boston, MA Northeast Regional 457 locomotive-hauled coaches Electric 125 mph (200 km/h) 57 mph (92 km/h) [108] Trains run on Northeast Corridor trackage shared by high-speed Acela Express trains. This service also qualifies as high-speed rail in certain portions of its route when traveling at its maximum speed, 125 mph (200 km/h).
Philadelphia–Harrisburg, PA, PA Keystone 104 locomotive-hauled coaches Electric 110 mph (175 km/h) 59 mph (95 km/h)
New York City–Albany, NY Empire Service, Lake Shore Limited, Maple Leaf, Adirondack, Ethan Allen Express 141 locomotive-hauled coaches Diesel-electric 110 mph (175 km/h) 56 mph (90 km/h) [21]
New Haven, CT–Springfield, MA Hartford Line, Vermonter, Northeast Regional 62 locomotive-hauled coaches Diesel-electric 110 mph (175 km/h) 47 mph (76 km/h) Amtrak services running on the New Haven–Springfield Line started operating at 110 mph (175 km/h) on 16 June 2018.[109]
Chicago, IL–Detroit/Pontiac, MI Wolverine 304 locomotive-hauled coaches Diesel-electric 110 mph (175 km/h) 57 mph (92 km/h) As of 2014, a 97-mile (156 km) portion allows speeds up to 110 mph (175 km/h). Another portion of 135 miles (217 km) is under construction to increase to those speeds.[21][110]
Chicago, IL–Port Huron, MI Blue Water 319 locomotive-hauled coaches Diesel-electric 110 mph (175 km/h) 49 mph (79 km/h) As of 2014, a 97-mile (156 km) portion allows speeds up to 110 mph (175 km/h).[110][111]
Chicago, IL–St. Louis, MO Lincoln Service,Texas Eagle 284 locomotive-hauled coaches Diesel-electric 90 mph (145 km/h) 53 mph (85 km/h)
Chicago, IL–Los Angeles, CA Southwest Chief 2,256 locomotive-hauled coaches Diesel-electric 90 mph (145 km/h) 55 mph (89 km/h) [112]
Los Angeles, CA–San Diego, CA Pacific Surfliner 130 locomotive-hauled coaches Diesel-electric 90 mph (145 km/h) 55 mph (89 km/h) [21] There is a study in place to increase maximum speed to 110 mph (175 km/h) when funding is available.[113]

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.[5]

Ireland

In 2010, there was a report 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, a development of national rail to provide higher-speed rail services.[114] However, there have been no progress toward 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.[115][116]

Amtrak Cascades

Main article: Amtrak Cascades

Amtrak Cascades, a 467-mile (752 km) 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 90 to 120 mph (145 to 195 km/h) range, and eventually 150 mph (240 km/h) on a dedicated track.[117] However, as of 2012, the Washington State Department of Transportation plans for its 300-mile (480 km) stretch to have top speeds of only 79 mph (127 km/h),[118] and the plan in Oregon is to limit the speeds to 79 mph (127 km/h) as well, with safety and other freight service concerns voiced by the track owner, Union Pacific Railroad.[119] 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 90 mph (145 km/h).[120]

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 110 mph (175 km/h), between Minneapolis–Saint Paul, Minnesota, and Chicago, Illinois, via Milwaukee, Wisconsin, which follows the Empire Builder route.[121] There is no current progress with the River Route project due to the cancellation of the funding in Wisconsin.

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.[122] There was a report in 2011 that Iowa would halt its involvement in high/higher-speed rail projects.[123] 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 110 mph (175 km/h).[124][125] Therefore, the status of the proposal to link Minneapolis–Saint Paul with Chicago via Iowa is unknown.

New York

Main article: Turboliner § RTL-III
 
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 125 mph (200 km/h) 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.[126] New York ended the rehabilitation program in 2005 after spending $70.3 million.[127] 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.[128] New York auctioned off its surplus Turboliners in 2012 for $420,000.[129]

Ohio

Main article: 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 110 mph (175 km/h) in the network connecting Cleveland, Columbus, and Cincinnati, commonly referred as the 3-C corridor.[130] 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.[115]

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, Illinois, to Milwaukee and Madison, Wisconsin, with top speeds of 110 mph (175 km/h). The latter phases of the project will expand the same service to Minneapolis–Saint Paul in Minnesota and another route to Green Bay, Wisconsin.[131] 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.[115] As of 2012, the rail plan is postponed indefinitely.[132]

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.[133]

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 250 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. [134]

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 200 km/h (125 mph) 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.[25][135][136]

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 90 mph (145 km/h).[137]

Greece

A project to modernize railway network in Greece is ongoing. A new 106 km (66 mi) alignment between Tithorea and Domokos is designed to avoid the mountainous part. The new line will have speeds of 160 and 200 km/h (100 and 125 mph).[79]

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 is to implement a lower cost solution to meet the immediate needs by providing higher-speed rail services as an incremental step before the dedicated track high-speed rail can be achieved. India's higher-speed rail will be in the range of 160 and 200 km/h (100 and 125 mph).[7] On 3 July 2014, a trail run with the new top speeds of 160 km/h (100 mph) was successfully completed on a journey of 200 km (125 mi) 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 160 km/h (99 mph) to 99 minutes.[138]

In 2019 the government approved 3 rapid regional railways including Delhi–Meerut Regional Rapid Transit System with speeds up to 160 km/h.[139]

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.[140]

in July 2021, The Government announced plans of making 10 new Vande Bharat Express Lines connecting Over 40 cities. This is planned to be done by 2022.[141]

Malaysia

 
A KTM Class 93 (Platinum service) arriving in Kuala Lumpur

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 Gemas and Padang Besar on the Malaysia-Thai 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.

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.[142] 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.[143]

Panama

China claimed to invest capitals into 160 km/h rail corridor, total length would be 491 km.[144]

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 639 km (397 mi) 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 160 km/h (100 mph) and an average speed of 107 km/h (66 mph) including stops.[145] 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 200 km/h (120 mph). 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.[146]

United States

This is a partial list of ongoing higher-speed rail projects from the East Coast to the West Coast.

Corridor / Segment Length Top speed Avg speed Current status Note
Boston, MA – Springfield, MA – Montreal, QC, Canada 408 mi (657 km) 90 mph (145 km/h) 55 mph (89 km/h) Feasibility study A study of higher-speed rail options with top speeds of 90 mph (145 km/h) in 3 sections along the route.[137][147][148]
New York City – Niagara Falls, NY 463 mi (745 km) 125 mph (200 km/h) 85 mph (137 km/h) Tier 1 EIS Fully electrified track, and straightened Hudson River route. See[note 1]
Washington, DC – Richmond, VA 115 mi (185 km) 90 mph (145 km/h) Tier 2 EIS [150][151][152]
Richmond – Newport News, VA 90 mph (145 km/h) Tier 1 EIS [152]
Richmond – Norfolk, VA 110 mph (175 km/h) Tier 1 EIS [152]
Richmond, VA – Raleigh, NC 160 mi (257 km) 110 mph (175 km/h) 87 mph (140 km/h) Tier 2 EIS Top speeds from Richmond, VA, to south of Petersburg, VA, will be 90 mph (145 km/h) and changed to 110 mph (175 km/h) after that.[153]
Raleigh – Charlotte, NC 180 mi (290 km) 90 mph (145 km/h) Construction [152]
Charlotte, NC – Atlanta, GA 245 mi (394 km) 110 mph (175 km/h) Tier 1 EIS A 110 mph (175 km/h) option is considered along with 150 mph (240 km/h) high-speed rail.[152]
Atlanta, GA – Macon, GA – Jacksonville, FL 408 / 368 mi (657 / 592 km) 90–100 / 130 mph (145–160 / 210 km/h) 77 / 94 mph (124 / 151 km/h) Tier 1 EIS See[note 2]
Atlanta, GA – Chattanooga / Nashville, TN – Louisville, KY 489 / 428 mi (787 / 689 km) 90–100 / 130 mph (145–160 / 210 km/h) 72 / 85 mph (116 / 137 km/h) Tier 1 EIS completed See[note 2]
Atlanta, GA – Birmingham, AL 176 / 150 mi (283 / 241 km) 90–100 / 130 mph (145–160 / 210 km/h) 64 / 90 mph (103 / 145 km/h) Tier 1 EIS See[note 2]
Atlanta, GA – Columbus, GA 116 mi (187 km) 79–110 mph (125–175 km/h) 60 mph (97 km/h) 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.[156]
Miami – Orlando, FL 230 mi (370 km) 125 mph (200 km/h) 80 mph (129 km/h) Testing[157] Brightline is a Florida-based company building a higher-speed rail line that opened service between Miami and West Palm Beach in 2018, with speeds up to 79 mph (125 km/h). Service will eventually be extended to Orlando in 2023, with speeds up to 125 mph (200 km/h), where it will be classified as a high-speed rail service. It is the first inter-city rail not handled by Amtrak in the contiguous U.S. since 1983 when the Denver and Rio Grande Western Railroad discontinued its Rio Grande Zephyr.[158][159]
Columbus, OH – Fort Wayne, Indiana – Chicago, IL 300 mi (483 km) 110 mph (175 km/h) Feasibility Study Initial operating speeds up to 110 mph (175 km/h).[160] Study funded by local governments and organizations, not by state governments.[161]
Ann Arbor, MI – Traverse City, MI 250 mi (402 km) 90–110 mph (145–175 km/h) Feasibility Study Three alternatives with 2 higher-speed rail alternatives at top speeds of 90 mph (145 km/h) and 110 mph (175 km/h)[162]
Kalamazoo, MI – Albion, MI 45 mi (72 km) 110 mph (175 km/h) Operation starts May 25, 2021 [163]
Chicago, IL – Milwaukee, WI 86 mi (138 km) 90 mph (145 km/h) 59 mph (95 km/h) Environmental Assessment The top speeds of 90 mph (145 km/h) is one of the alternatives under consideration.[164]
Chicago, IL – Omaha, NE (via Iowa) 474–516 mi (763–830 km) 110 mph (175 km/h) Tier 1 EIS [124][125]
Minneapolis – Duluth, MN 152 mi (245 km) 90 mph (145 km/h) 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.[165]
St. Louis, MO – Kansas City, MO 283 mi (455 km)[166] 90 mph (145 km/h) Construction New sidings between Jefferson City and Lee's Summit for 90 mph (145 km/h) service[167]
Oklahoma City, OK – San Antonio, TX 850 mi (1,368 km) 110 mph (175 km/h) Feasibility Study See[note 3]
Dallas/Fort Worth – Houston, TX 239 mi (385 km) 110 mph (175 km/h) Feasibility Study See[note 3]
Phoenix – Tucson, AZ 120 mi (193 km) 125 mph (200 km/h) 66 mph (106 km/h) Tier 1 EIS completed Three alternatives finalized by Arizona Department of Transportation.[169] The Yellow Corridor Alternative was selected as the preferred alternative at the completion of Tier 1 EIS.[170]
Notes
  1. ^ The study includes higher-speed rail alternatives with top speeds of 90 (145) (options A and B) and 110 mph (175 km/h). It also has high-speed rail options with top speeds of 125 (200), 160 (255) and 220 mph (355 km/h). 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 57 mph (92 km/h) (for 90A option), 61 (98) (for 90B option), and 63 (101) (for 110 option).[149]
  2. ^ a b c The study includes two main alternatives for higher-speed rail. The first alternative is called Shared Use with top speeds of 90–110 mph (145–175 km/h). The second alternative is called Hybrid High Performance with top speeds of 130 mph (210 km/h) (however it would be classified as high-speed rail). There are also high-speed rail alternatives in the same study with top speeds of 180–220+ mph (290–355+ km/h). The numbers on the table represent the first two alternatives.[154] 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.[155]
  3. ^ a b The study includes higher-speed rail up to 110 mph (175 km/h) and high-speed rail of 150+ mph (240+ km/h) options.[168]

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 110 mph (175 km/h) 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.[171]

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.[172] 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.[173]

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 79 and 110 mph (127 and 177 km/h). The state transportation department is interested in the study but is not ready to move beyond this study.[174]

In Texas, the East Texas Corridor Council proposed a higher-speed rail route between Longview and Dallas. The trains will operate at speeds of 80 mph (130 km/h) and 110 mph (175 km/h).[175]

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 391-kilometre (243 mi) line will run parallel to the existing regular speed railway. The top speeds for the new services will be up to 160 km/h (100 mph).[176]

See also

References

  1. ^ Bowen, Douglas John (27 August 2012). "U.S. HSR accelerates". Railway Age. from the original on 1 October 2012. Retrieved 10 October 2012.
  2. ^ "H.R.4361 – National High Performance Passenger Rail Transportation-Oriented Development Act of 2012[permanent dead link]" 112th Congress of the United States. Retrieved 10 September 2013.
  3. ^ Clayton, Mark (21 August 2012). "Obama plan for high-speed rail, after hitting a bump, chugs forward again". Christian Science Monitor. from the original on 9 October 2012. Retrieved 10 October 2012.
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March 07, 2023
higher, speed, rail, this, article, about, rail, service, that, higher, speed, than, conventional, inter, city, rail, high, speed, rail, services, with, speeds, more, than, high, speed, rail, hrsr, also, known, high, performance, rail, higher, performance, rai. This article is about rail service that is of a higher speed than conventional inter city rail For high speed rail services with speeds more than 200 km h 125 mph see High speed rail Higher speed rail HrSR 1 also known as high performance rail 2 higher performance rail 3 semi high speed rail or almost high speed rail 4 is the jargon used to describe inter city passenger rail services that have top speeds of more than conventional rail but are not high enough to be called high speed rail services 5 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 6 China Railway CR200J on Beijing Shanghai railway Vande Bharat Express heading towards Mumbai CSMTAmtrak s Southwest Chief east of Los Cerrillos New Mexico Though the definition of higher speed rail varies from country to country most countries refer to rail services operating at speeds up to 200 km h 125 mph 7 The concept is usually viewed as stemming from efforts to upgrade a legacy railway line to high speed railway standards speeds in excess of 250 km h or 160 mph 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 8 Contents 1 Definitions by country 2 Speed limits 3 Similar categories 3 1 Commuter rail services 4 Rail improvement strategies 4 1 Signal upgrades 4 2 Track improvements 4 3 Crossing improvements 4 4 Rerouting and passing sidings 4 5 Electrification 5 In operation 5 1 Australia 5 2 China 5 2 1 Train identifiers 5 2 2 Conventional lines running CRH services 5 2 3 Newly built lines operating less than 200 km h speed 5 2 4 Designated 200 km h operating 160 km h lines with currently no C D G class services 5 2 5 Slow speeds on lines normally running high speed 5 3 Greece 5 4 India 5 4 1 Inaugural run and entry into service 5 5 Laos 5 6 United States 6 Earlier attempts 6 1 Canada 6 2 Ireland 6 3 United States 6 3 1 Amtrak Cascades 6 3 2 Minnesota 6 3 3 New York 6 3 4 Ohio 6 3 5 Wisconsin 7 Current efforts 7 1 Baltic states 7 2 Bangladesh 7 3 Canada 7 4 Greece 7 5 India 7 6 Malaysia 7 7 New Zealand 7 8 Panama 7 9 Philippines 7 10 United States 7 10 1 Proposed routes 7 11 Vietnam 8 See also 9 ReferencesDefinitions by country EditAs with the definitions of high speed rail the definition varies by country The term has been used by government agencies 9 government officials 10 transportation planners 11 academia 12 the rail industry 13 and the media 14 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 160 and 240 km h 100 and 150 mph 5 In India according to the Ministry of Railways the speed range for India s higher speed rail will be between 160 and 200 km h 100 and 125 mph 7 In the United Kingdom the term higher speed rail is used for upgraded tracks with train speeds up to 125 mph 200 km h 15 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 90 mph 145 km h 16 and 110 mph 175 km h 17 18 19 This is the equivalent of the definition of Emerging High Speed Rail as defined by the Federal Railroad Administration 20 However the Congressional Research Service defines Higher Speed Rail as rail services with speeds up to 150 mph 240 km h and defines rail services on dedicated tracks with speeds over 150 mph 240 km h as Very High Speed Rail 21 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 80 mph 130 km h 90 mph 145 km h 110 mph 175 km h 125 mph 200 km h and 150 mph 240 km h Agency Council Top speeds mph RefCalifornia Department of Transportation Up to 125 22 Minnesota Department of Transportation Greater than 90 but less than 125 23 North Central Texas Council of Governments 80 150 11 Oklahoma Department of Transportation 110 125 24 Texas Department of Transportation 110 125 24 Virginia Department of Rail and Public Transportation Up to 110 19 Speed limits EditIn Canada the assumption about grade crossing is that operating higher speed rail services between 160 and 200 km h 99 and 124 mph would require improved levels of protection in acceptable areas 25 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 79 mph 127 km h 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 26 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 90 mph 145 km h 27 110 mph 175 km h 125 mph 200 km h and 160 mph 255 km h respectively 28 The FRA also regulates passenger train design and safety standards to ensure trains that operate at speeds of 80 mph 130 km h up to 125 mph 200 km h comply with its Tier I standard and trains that operate at speeds up to 150 mph 240 km h comply with its Tier II standard 29 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 30 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 110 mph 175 km h 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 110 to 125 mph 175 to 200 km h The FRA permits crossings only if an impenetrable barrier blocks highway traffic when a train approaches Above 125 mph 200 km h No crossings will be permitted In Europe the limit is often 160 km h 100 mph over grade crossings 31 In Sweden there is a special rule permitting 200 km h 125 mph if there are barriers and automatic detection of road vehicles standing on the track 32 In Russia 250 km h 155 mph is permitted over grade crossings 33 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 110 mph 175 km h when proposing a new higher speed rail service 21 Similar categories EditIn 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 Europe The InterCity services in many European countries have top speeds of mostly up to 160 km h 100 mph but it can go up to 200 km h 125 mph 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 220 km h 135 mph 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 130 km h 80 mph 34 However the International Union of Railways recognizes the Mini shinkansen lines as high speed rail 35 Two Mini shinkansen lines have been constructed the Yamagata Shinkansen and Akita Shinkansen 36 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 160 and 200 km h 100 and 125 mph 37 In Norway there is sometimes talked about hoy hastighet which may be compared to higher speed rail as used here and hoyhastighet high speed rail Most of the rail network is old with sharp curves and speeds at only 70 130 km h 45 80 mph 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 250 km h 155 mph though others to hoy hastighet i e 160 km h 100 mph or 200 km h 125 mph 38 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 39 and the GMB Class 71 and NSB Class 73 are often called high speed trains 40 with 210 km h 130 mph top speed However the limits are blurry Sometimes e g the FLIRTs are called high speed trains 41 Sweden SJ Swedish Railways operates inter city rail services using X 2000 trains in major routes across the country with top speeds of 205 km h 125 mph The operator brands it as high speed rail services 42 43 however the International Union of Railways only recognizes the 320 km h 200 mph line from Stockholm to Malmo and Goteborg as the only high speed rail line in Sweden which is still in the planning stage 35 In Germany regional trains along the Munich Nuremberg high speed line which was built for 300 km h 185 mph run at 200 km h 125 mph 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 125 mph or 200 km h such as the ECML WCML GWML and MML South Korea MOLIT designates railway lines as three categories high speed railway lines 고속철도노선 semi high speed railway lines 준고속철도노선 or conventional railway lines 일반철도노선 High speed railway lines are limited to dedicated lines with maximum speed over 300 km h 185 mph while semi high speed rail can be mixed use lines with maximum speed ranged in 200 km h 125 mph 300 km h 185 mph 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 150 km h 95 mph However Gyeongchun line has been upgraded as a higher speed railway line with dedicated ITX Cheongchun EMU trains designed as maximum speed of 180 km h 110 mph Commuter rail services Edit Some commuter rail services that cover shorter distances may achieve similar speeds but they are not typically called as higher speed rail 19 Some examples are Numerous regional ICRs in China such as Dongguan Huizhou intercity railway and Changsha Zhuzhou Xiangtan intercity railway operate up to 200 km h 125 mph Coaster links Oceanside California and San Diego on Pacific Surfliner trackage with top speeds of 90 mph 140 km h 44 MARC Penn Line covers 77 miles 124 km on Northeast Corridor trackage and has been upgraded to 125 mph 200 km h 45 Metrolink Orange County Line and Inland Empire Orange County Line also on Pacific Surfliner trackage operate at top speeds of 90 mph 145 km h on segments south of Santa Ana 46 and in Camp Pendleton 47 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 110 mph 175 km h 48 Rail improvement strategies Edit Cab display unit of ACSES an approved PTC system There are many types of train 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 Edit In Victoria Australia the increased top speeds from 130 to 160 km h 80 to 100 mph 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 WWI 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 amp 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 49 In the United States the first step to increase top speeds from 79 mph 127 km h is to install a new signal system that incorporates FRA approved positive train control PTC system that is compatible with higher speed rail operation 50 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 51 Concrete ties on a BNSF line Track improvements Edit 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 52 The concrete ties used to replace them are intended to make the track more stable particularly with changes in temperature 53 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 54 In Australia the track condition before the Regional Fast Rail project could only support trains up to speeds of 130 km h 80 mph The tracks are with mixture of wooden and concrete ties The rail weight varies but with majority being 47 kg m 95 lb yd The track upgrade in the project included changing to use concrete ties and to use new standard of rail weight at 60 kg m 121 lb yd in order to support the new top speeds of 160 km h 100 mph 55 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 56 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 20 mph 30 km h Even with newer turnouts rated 20 the diverging speed limit is still at 45 mph 70 km h 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 80 mph 130 km h 57 58 59 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 60 61 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 62 Crossing improvements Edit 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 49 In the United States the FRA limits train speeds to 110 mph 175 km h 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 30 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 63 In Norway grade crossing speed are not permitted to exceed 160 km h 100 mph 64 Rerouting and passing sidings Edit 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 65 Electrification Edit 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 40 mile 64 km 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 66 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 67 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 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 100 mph 160 km h 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 68 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 110 mph 175 km h 69 In operation EditAustralia Edit NSW TrainLink XPT at Sydney s Central station A Diesel Tilt Train at Bowen Hills See also High speed rail in Australia In 1999 the concept of Regional Fast Rail project was initiated by the State Government of Victoria with a goal to provide express higher speed rail services between 4 main regional centres of Victoria Geelong Ballarat Bendigo and the Latrobe Valley and Melbourne The initiative included a key component to upgrade rail infrastructure to have top speeds up to 160 km h 100 mph 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 70 Additionally the services provided by Queensland Rail s Tilt Train the Transwa Prospector and NSW Trainlink s XPT are considered higher speed rail and all of those trains have a top service speed of 160 km h 99 100 mph 71 72 73 The New South Wales XPT short for Express Passenger Train is the main long distance passenger train operated by NSW TrainLink on regional railway services in New South Wales Australia from Sydney to Dubbo Grafton and Casino as well as interstate destinations Brisbane and Melbourne The XPT is based on the British Rail designed High Speed Train and entered service in April 1982 It came to fruition in January 1978 when the Public Transport Commission invited tenders for 25 high speed railcars similar to the Prospector railcars delivered by Comeng to the Western Australian Government Railways in 1971 Comeng s proposal for a train based on the InterCity 125 was announced as the successful bidder in October 1976 The Tilt Train is the name for two similar tilting train services one electric and the other diesel operated by Queensland Rail on the North Coast line from Brisbane to Rockhampton and Cairns In May 1999 the Electric Tilt Train set an Australian train speed record of 210 km h 130 mph north of Bundaberg a record that still stands 74 75 The Transwa WDA WDB WDC class are a class of railcars built by United Goninan Broadmeadow for Transwa in 2004 05 to replace the WAGR WCA WCE class railcars on the AvonLink and Prospector services in Australia They are capable of high speed operation China Edit Geographically accurate map of CRH services Magenta and Red High speed railYellow Higher speed railBlack text in image Cities that host CR divisions headquarters A S511 train in the Beijing Suburban Railway Train K9787 in the Nanjiang 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 76 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 Chinese 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 Edit 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 Urumqi 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 denotes some section of this line doesn t have 160 km h CRH services Conventional lines running CRH services Edit This list is complete and up to date as of December 2019 Line name Line name Chinese start station end station Train identifiers NoteSouthern Xinjiang 南疆线 吐库二线段 Turpan Turpan North Korla C T K Y noneLanzhou Xinjiang West including Second track 兰新线西段 北疆线 Urumqi Bole C T K Y Bole station where Boltala Prefecture branch splits is no longer a passenger stop 77 Jinghe Khorgos 精伊霍铁路 Jinghe South Khorgos C T K YBoltala Prefecture Branch 博州支线 Bole Boltala C T K YLiuyuan Golmud 柳格线柳敦段 Yumen Dunhuang D K Y none No CRH train from to Dunhuang stops at Yumen Changchun BaichengBaicheng Arxan 长白 白阿线 长乌段 Changchun Ulanhot C Z KHohhot Ordos 呼鄂线 Hohhot East Ordos D Z KBeijing Suburban Huairou Miyun 北京市郊怀密线 Qinghe Gubeikou SBeijing Suburban Sub Center 北京市郊副中心线 Liangxiang Qiaozhuang East STianjin Jizhou 津蓟铁路 Tianjin Jizhou North SBeijing Qinhuangdao 京秦线 京哈线 Beijing 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 Shijiazhuang Beijing South D Z T K Y Section between Xushui East and Bazhou West is high speed Tianjin Baoding intercity railway mixed traffic G class trains running solely on aforementioned section is not counted Section between Shijiazhuang and Xushui East is Beijing Guangzhou railway Section between Bazhou West and Beijing South is Beijing Kowloon railway Northern Tongpu Quadruple Track 北同蒲三四线 Huairen East Yuanping West D Z K Part of Datong Xi an high speed line Beijing Shanghai Overnight Sleepers 京沪动卧 Beijing Hangzhou D 2 1 3 pair s of trains between Beijing and Shanghai Nanjing Hangzhou daily 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 Longkoushi Yantai DNanjing Qidong 宁启线南启段 Nantong Qidong D Section between Nanjing and Nantong is 200 km hCR Shanghai Suburban Shaoxing 上海局市域 绍兴 Qianqing Shangyu S Locally administeredCR Shanghai Suburban Ningbo 上海局市域 宁波 Ningbo Yuyao S Locally administeredDazhou Chengdu 达成线成遂段 Dazhou Suining D Z T K Section between Suining and Chengdu is 200 km hXiangyang Chongqing 襄渝线达渝段 Dazhou Chongqing North D T KNanchong Gaoxing 南高线 Nanchong Gaoxing D Gaoxing station connects to Dazhou Chongqing but is not a passenger stopShimen County Changsha 石长线 Shimenxian North Changsha D T KKunming Hekou 昆玉河铁路 标准轨 Yuxi 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 Xuanwei Kunming C Z T K noneLitang Zhanjiang 黎湛线贵玉段 Guigang Yulin D T K noneShejiang Shantou 畲汕线潮汕至汕头 Chaoshan Shantou G D KNewly built lines operating less than 200 km h speed Edit This list is complete and up to date as of December 2019 Line name Line name Chinese start station end station Train identifiers NoteShanghai Area Jinshan 金山线 Shanghai South Jinshanwei S 78 Zhongchuan Airport intercity 中川机场城际 Lanzhou West 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 Caoqiao Daxing Airport Not exist Not part of China Railway System Baotou Xi an 包西线西延段 Xi an Yan an D Z T K Different from Baotou Xi an high speed railway under construction Nanjing Chengdu 宁蓉线宜凉段 宜万铁路 Yichang East Liangwu G D Z K Passenger service branches at Lichuan Lanzhou Chongqing 兰渝铁路 Lanzhou Chongqing North G D Z KChangsha Zhuzhou Xiangtan 长株潭城际铁路 Changsha West Zhuzhou South Xiangtan CGuiyang Kaiyang 贵开城际铁路 Guiyang North Kaiyang CGuiyang Loop Line 贵阳市域铁路环线 Loop Line CGuangzhou Shenzhen quadtuple track 广深线 城际线 Foshan West Shenzhen C D Through operation to 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 Edit This list is complete and up to date as of December 2019 Line name Line name Chinese start station end station Train identifiers NoteJining Baotou quadtuple track 集包第二双线 Jining South Hohhot East Z T K none The section between Hohhot East and Baotou is high speed rail 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 Taiyuan Zhongwei Yinchuan Z T K noneSlow speeds on lines normally running high speed Edit This section lists the deliberately reduced scenarios mentioned in train identifiers section above This list is complete and up to date as of December 2019 Line name Line name Chinese start station end station Train identifiers NoteSoutheast coastal sleepers 沪广动卧 Shanghai Hongqiao Shanghai Guangzhou South 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 Beijing Guangzhou South and others see note D Overnight service to Shenzhen North Zhuhai Zhanjiang West and Kunming using Beijing Guangzhou Shenzhen Guangzhou Zhuhai Xinhui Maoming Zhanjiang and Shanghai Kunming high speed lines Greece Edit Since 1997 ongoing construction to upgrade and built higher speed lines capable of speeds of up to 200 km h 120 mph 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 160 km h 99 mph 79 India Edit Vande Bharat Express during its inaugural run from Howrah to New Jalpaiguri Gatimaan Express at New Delhi Railway Station Tejas Express in Mumbai WAP 7 hauling a Rajdhani Express The Gatimaan Express was India s first semi high speed train 80 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 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 Maharaj Terminus to Karmali Goa It covered 552 km in 8 hours and 30 minutes 81 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 82 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 83 The Ahmedabad Mumbai Tejas express also operated by IRCTC was inaugurated on the 17 January 2020 84 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 2019 Vande Bharat Express also known as Train 18 85 was inaugurated This is an Indian higher speed rail intercity electric multiple unit 86 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 1 billion US 13 million though the unit cost is expected to go down with subsequent production 87 At the original price it is estimated to be 40 cheaper than a similar train imported from Europe 88 The train was launched on 15 February 2019 from Delhi to Varanasi 89 The service was named Vande Bharat Express on 27 January 2019 90 On 5 October 2019 a second Vande Bharat Express was opened from Delhi to Katra 91 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 92 an other second generation rake was inaugurated from Delhi to Una passing through Chandigarh 93 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 94 95 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 96 Inaugural run and entry into service Edit The train flagged off for an inaugural run by Prime Minister of India Narendra Modi on 15 February 2019 97 with its commercial run started from 17 February 2019 onwards It will be running on the Delhi Varanasi route 98 via Kanpur and Prayagraj connecting the holy city of Varanasi to the Capital city reducing travel time along the route by 15 percent 86 The train s regenerative brakes are also expected to allow a 30 savings in electricity costs as compared to its predecessor 99 At an operating speed of 160 kilometres per hour 99 mph it will outpace the Shatabdi Express by 30 kilometres per hour 19 mph 98 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 100 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 101 Corridor Segment Train Engine Power Length Date Inaugurated Top Speed Avg SpeedVisakhapatnam Secunderabad Vande Bharat 2 0 EMU Electric 700 04 km 435 mi 15 Jan 2023 180 km h 110 mph 82 km h 51 mph Howrah Siliguri Vande Bharat 2 0 EMU Electric 561 km 349 mi 30 December 2022 180 km h 110 mph 75 km h 47 mph Chennai Mysore Vande Bharat 2 0 EMU Electric 496 km 308 mi 11 Nomember 2022 180 km h 110 mph 76 km h 47 mph Ahmedabad Mumbai Vande Bharat 2 0 Tejas Express EMU WAP 7 Electric 490 km 300 mi 17 January 2020 Tejas 20 September 2022 Vande Bharat 180 km h 110 mph 96 km h 60 mph Bilaspur Nagpur Vande Bharat 2 0 EMU Electric 410 km 250 mi 11 December 2022 180 km h 110 mph 75 km h 47 mph Delhi Una Vande Bharat 2 0 EMU Electric 410 km 250 mi 13 October 2022 180 km h 110 mph 79 km h 49 mph Delhi Varanasi Vande Bharat 1 0 EMU Electric 762 km 473 mi 15 February 2019 180 km h 110 mph 94 km h 58 mph Delhi Katra Vande Bharat 1 0 EMU Electric 655 km 407 mi 5 October 2019 180 km h 110 mph 82 km h 51 mph Mumbai Goa Tejas Express WDP 3A Diesel Electric 552 km 343 mi 24 May 2017 160 km h 99 mph 68 km h 42 mph Laknow Delhi Tejas Express WAP 7 Electric 512 km 318 mi 4 October 2019 160 km h 99 mph 83 km h 52 mph Chennai Madurai Tejas Express WAP 7 Electric 493 km 306 mi 1 March 2019 160 km h 99 mph 78 km h 48 mph Delhi Agra Jhansi Gatimaan Express WAP 5 Electric 403 km 250 mi 5 April 2016 extended to Jhansi on 1 April 2018 160 km h 99 mph 91 km h 57 mph Agartala Delhi Tejas Rajdhani Express WAP 4 WDP 4D ElectricDiesel Electric 2 423 km 1 506 mi 15 February 2021 160 km h 99 mph 59 km h 37 mph Mumbai Delhi Tejas Rajdhani Express WAP 7 Electric 1 387 km 862 mi 19 July 2021 160 km h 99 mph 90 km h 56 mph Mumbai Delhi Hazrat Nizamuddin Tejas Rajdhani Express WAP 7 WAP 4 Electric 1 377 km 856 mi 1 December 2021 160 km h 99 mph 79 km h 49 mph Delhi Patna Tejas Rajdhani Express WAP 7 Electric 1 005 km 624 mi 1 September 2021 160 km h 99 mph 130 km h 81 mph Laos Edit Main article Boten Vientiane railway Passenger trains on the 2021 opened Boten Vientiane railway travel at speeds of up to 160 km h 102 103 however the railway has been described as high speed as well 104 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 105 106 United States Edit Amtrak Northeast Regional in Connecticut Amtrak Keystone Service passing Devon station in Pennsylvania This is the list of the current higher speed rail services from the East Coast to the West Coast Corridor Segment Service name Length miles Equipment Power Current Top speed mph Avg speed mph 107 NoteWashington DC Boston MA Northeast Regional 457 locomotive hauled coaches Electric 125 mph 200 km h 57 mph 92 km h 108 Trains run on Northeast Corridor trackage shared by high speed Acela Express trains This service also qualifies as high speed rail in certain portions of its route when traveling at its maximum speed 125 mph 200 km h Philadelphia Harrisburg PA PA Keystone 104 locomotive hauled coaches Electric 110 mph 175 km h 59 mph 95 km h New York City Albany NY Empire Service Lake Shore Limited Maple Leaf Adirondack Ethan Allen Express 141 locomotive hauled coaches Diesel electric 110 mph 175 km h 56 mph 90 km h 21 New Haven CT Springfield MA Hartford Line Vermonter Northeast Regional 62 locomotive hauled coaches Diesel electric 110 mph 175 km h 47 mph 76 km h Amtrak services running on the New Haven Springfield Line started operating at 110 mph 175 km h on 16 June 2018 109 Chicago IL Detroit Pontiac MI Wolverine 304 locomotive hauled coaches Diesel electric 110 mph 175 km h 57 mph 92 km h As of 2014 a 97 mile 156 km portion allows speeds up to 110 mph 175 km h Another portion of 135 miles 217 km is under construction to increase to those speeds 21 110 Chicago IL Port Huron MI Blue Water 319 locomotive hauled coaches Diesel electric 110 mph 175 km h 49 mph 79 km h As of 2014 a 97 mile 156 km portion allows speeds up to 110 mph 175 km h 110 111 Chicago IL St Louis MO Lincoln Service Texas Eagle 284 locomotive hauled coaches Diesel electric 90 mph 145 km h 53 mph 85 km h Chicago IL Los Angeles CA Southwest Chief 2 256 locomotive hauled coaches Diesel electric 90 mph 145 km h 55 mph 89 km h 112 Los Angeles CA San Diego CA Pacific Surfliner 130 locomotive hauled coaches Diesel electric 90 mph 145 km h 55 mph 89 km h 21 There is a study in place to increase maximum speed to 110 mph 175 km h when funding is available 113 Earlier attempts EditCanada Edit There have been several different attempts at higher speed rail in the Quebec City Windsor Corridor and several high speed rail attempts as well 5 Ireland Edit In 2010 there was a report 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 a development of national rail to provide higher speed rail services 114 However there have been no progress toward the recommendation United States Edit 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 115 116 Amtrak Cascades Edit Main article Amtrak Cascades Amtrak Cascades a 467 mile 752 km 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 90 to 120 mph 145 to 195 km h range and eventually 150 mph 240 km h on a dedicated track 117 However as of 2012 the Washington State Department of Transportation plans for its 300 mile 480 km stretch to have top speeds of only 79 mph 127 km h 118 and the plan in Oregon is to limit the speeds to 79 mph 127 km h as well with safety and other freight service concerns voiced by the track owner Union Pacific Railroad 119 This essentially halts the plan to provide a higher speed rail service on this corridor in the near future Minnesota Edit 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 90 mph 145 km h 120 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 110 mph 175 km h between Minneapolis Saint Paul Minnesota and Chicago Illinois via Milwaukee Wisconsin which follows the Empire Builder route 121 There is no current progress with the River Route project due to the cancellation of the funding in Wisconsin 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 122 There was a report in 2011 that Iowa would halt its involvement in high higher speed rail projects 123 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 110 mph 175 km h 124 125 Therefore the status of the proposal to link Minneapolis Saint Paul with Chicago via Iowa is unknown New York Edit Main article Turboliner RTL III 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 125 mph 200 km h 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 126 New York ended the rehabilitation program in 2005 after spending 70 3 million 127 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 128 New York auctioned off its surplus Turboliners in 2012 for 420 000 129 Ohio Edit Main article 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 110 mph 175 km h in the network connecting Cleveland Columbus and Cincinnati commonly referred as the 3 C corridor 130 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 115 Wisconsin Edit 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 Illinois to Milwaukee and Madison Wisconsin with top speeds of 110 mph 175 km h The latter phases of the project will expand the same service to Minneapolis Saint Paul in Minnesota and another route to Green Bay Wisconsin 131 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 115 As of 2012 the rail plan is postponed indefinitely 132 Current efforts EditBaltic states Edit 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 133 Bangladesh Edit 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 250 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 134 Canada Edit 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 200 km h 125 mph 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 25 135 136 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 90 mph 145 km h 137 Greece Edit A project to modernize railway network in Greece is ongoing A new 106 km 66 mi alignment between Tithorea and Domokos is designed to avoid the mountainous part The new line will have speeds of 160 and 200 km h 100 and 125 mph 79 India Edit 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 is to implement a lower cost solution to meet the immediate needs by providing higher speed rail services as an incremental step before the dedicated track high speed rail can be achieved India s higher speed rail will be in the range of 160 and 200 km h 100 and 125 mph 7 On 3 July 2014 a trail run with the new top speeds of 160 km h 100 mph was successfully completed on a journey of 200 km 125 mi 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 160 km h 99 mph to 99 minutes 138 In 2019 the government approved 3 rapid regional railways including Delhi Meerut Regional Rapid Transit System with speeds up to 160 km h 139 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 140 in July 2021 The Government announced plans of making 10 new Vande Bharat Express Lines connecting Over 40 cities This is planned to be done by 2022 141 Malaysia Edit A KTM Class 93 Platinum service arriving in Kuala LumpurThis section does not cite any sources Please help improve this section by adding citations to reliable sources Unsourced material may be challenged and removed February 2022 Learn how and when to remove this template message 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 Gemas and Padang Besar on the Malaysia Thai 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 New Zealand Edit Advocacy group Greater Auckland proposed the Regional Rapid Rail initiative in 2017 including tilt trains with a maximum speed of 160 km h 142 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 143 Panama Edit China claimed to invest capitals into 160 km h rail corridor total length would be 491 km 144 Philippines Edit 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 639 km 397 mi 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 160 km h 100 mph and an average speed of 107 km h 66 mph including stops 145 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 200 km h 120 mph 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 146 United States Edit This is a partial list of ongoing higher speed rail projects from the East Coast to the West Coast Corridor Segment Length Top speed Avg speed Current status NoteBoston MA Springfield MA Montreal QC Canada 408 mi 657 km 90 mph 145 km h 55 mph 89 km h Feasibility study A study of higher speed rail options with top speeds of 90 mph 145 km h in 3 sections along the route 137 147 148 New York City Niagara Falls NY 463 mi 745 km 125 mph 200 km h 85 mph 137 km h Tier 1 EIS Fully electrified track and straightened Hudson River route See note 1 Washington DC Richmond VA 115 mi 185 km 90 mph 145 km h Tier 2 EIS 150 151 152 Richmond Newport News VA 90 mph 145 km h Tier 1 EIS 152 Richmond Norfolk VA 110 mph 175 km h Tier 1 EIS 152 Richmond VA Raleigh NC 160 mi 257 km 110 mph 175 km h 87 mph 140 km h Tier 2 EIS Top speeds from Richmond VA to south of Petersburg VA will be 90 mph 145 km h and changed to 110 mph 175 km h after that 153 Raleigh Charlotte NC 180 mi 290 km 90 mph 145 km h Construction 152 Charlotte NC Atlanta GA 245 mi 394 km 110 mph 175 km h Tier 1 EIS A 110 mph 175 km h option is considered along with 150 mph 240 km h high speed rail 152 Atlanta GA Macon GA Jacksonville FL 408 368 mi 657 592 km 90 100 130 mph 145 160 210 km h 77 94 mph 124 151 km h Tier 1 EIS See note 2 Atlanta GA Chattanooga Nashville TN Louisville KY 489 428 mi 787 689 km 90 100 130 mph 145 160 210 km h 72 85 mph 116 137 km h Tier 1 EIS completed See note 2 Atlanta GA Birmingham AL 176 150 mi 283 241 km 90 100 130 mph 145 160 210 km h 64 90 mph 103 145 km h Tier 1 EIS See note 2 Atlanta GA Columbus GA 116 mi 187 km 79 110 mph 125 175 km h 60 mph 97 km h 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 156 Miami Orlando FL 230 mi 370 km 125 mph 200 km h 80 mph 129 km h Testing 157 Brightline is a Florida based company building a higher speed rail line that opened service between Miami and West Palm Beach in 2018 with speeds up to 79 mph 125 km h Service will eventually be extended to Orlando in 2023 with speeds up to 125 mph 200 km h where it will be classified as a high speed rail service It is the first inter city rail not handled by Amtrak in the contiguous U S since 1983 when the Denver and Rio Grande Western Railroad discontinued its Rio Grande Zephyr 158 159 Columbus OH Fort Wayne Indiana Chicago IL 300 mi 483 km 110 mph 175 km h Feasibility Study Initial operating speeds up to 110 mph 175 km h 160 Study funded by local governments and organizations not by state governments 161 Ann Arbor MI Traverse City MI 250 mi 402 km 90 110 mph 145 175 km h Feasibility Study Three alternatives with 2 higher speed rail alternatives at top speeds of 90 mph 145 km h and 110 mph 175 km h 162 Kalamazoo MI Albion MI 45 mi 72 km 110 mph 175 km h Operation starts May 25 2021 163 Chicago IL Milwaukee WI 86 mi 138 km 90 mph 145 km h 59 mph 95 km h Environmental Assessment The top speeds of 90 mph 145 km h is one of the alternatives under consideration 164 Chicago IL Omaha NE via Iowa 474 516 mi 763 830 km 110 mph 175 km h Tier 1 EIS 124 125 Minneapolis Duluth MN 152 mi 245 km 90 mph 145 km h 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 165 St Louis MO Kansas City MO 283 mi 455 km 166 90 mph 145 km h Construction New sidings between Jefferson City and Lee s Summit for 90 mph 145 km h service 167 Oklahoma City OK San Antonio TX 850 mi 1 368 km 110 mph 175 km h Feasibility Study See note 3 Dallas Fort Worth Houston TX 239 mi 385 km 110 mph 175 km h Feasibility Study See note 3 Phoenix Tucson AZ 120 mi 193 km 125 mph 200 km h 66 mph 106 km h Tier 1 EIS completed Three alternatives finalized by Arizona Department of Transportation 169 The Yellow Corridor Alternative was selected as the preferred alternative at the completion of Tier 1 EIS 170 Notes The study includes higher speed rail alternatives with top speeds of 90 145 options A and B and 110 mph 175 km h It also has high speed rail options with top speeds of 125 200 160 255 and 220 mph 355 km h 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 57 mph 92 km h for 90A option 61 98 for 90B option and 63 101 for 110 option 149 a b c The study includes two main alternatives for higher speed rail The first alternative is called Shared Use with top speeds of 90 110 mph 145 175 km h The second alternative is called Hybrid High Performance with top speeds of 130 mph 210 km h however it would be classified as high speed rail There are also high speed rail alternatives in the same study with top speeds of 180 220 mph 290 355 km h The numbers on the table represent the first two alternatives 154 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 155 a b The study includes higher speed rail up to 110 mph 175 km h and high speed rail of 150 mph 240 km h options 168 Proposed routes Edit 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 110 mph 175 km h 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 171 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 172 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 173 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 79 and 110 mph 127 and 177 km h The state transportation department is interested in the study but is not ready to move beyond this study 174 In Texas the East Texas Corridor Council proposed a higher speed rail route between Longview and Dallas The trains will operate at speeds of 80 mph 130 km h and 110 mph 175 km h 175 Vietnam Edit In 2018 Vietnam planned to build a higher speed rail line in the northern part of the country to link between Haiphong Hanoi and Lao Cai which is then connected to China The 391 kilometre 243 mi line will run parallel to the existing regular speed railway The top speeds for the new services will be up to 160 km h 100 mph 176 See also Edit Transport portal Rail portalHigh speed rail in the United StatesReferences Edit Bowen Douglas John 27 August 2012 U S HSR accelerates Railway Age Archived from the original on 1 October 2012 Retrieved 10 October 2012 H R 4361 National High 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