Editing High-speed rail (section)

==History==
Railways were the first form of rapid land transport and had an effective monopoly on long-distance passenger traffic until the development of the [[automobile|motor car]] and [[airliners]] in the early to mid-20th century. Speed had always been an important factor for railways and they constantly tried to achieve higher speeds and decrease journey times. Rail transport in the late 19th century was not much slower than non-high-speed trains today, and many railways regularly operated relatively fast express trains which averaged speeds of around {{cvt|100|km/h}}.<ref>[[Official Guide of the Railways]], [http://cprr.org/Museum/Books/I_ACCEPT_the_User_Agreement/Official_Rail_Guide_1910.pdf 1910: The Official Guide of the Railways and Steam Navigation Lines of the United States, Puerto Rico, Canada, Mexico, and Cuba], Rand McNally & Company Publishing, 1910,</ref>

===Early research===
[[File:STES-AEG Versuchstriebwagen.jpg|thumb|The German 1903 record holder]]

====First experiments====
High-speed rail development began in Germany in 1899 when the [[Prussian state railways|Prussian state railway]] joined with ten electrical and engineering firms and electrified {{convert|72|km|abbr=on}} of military owned railway between [[Marienfelde]] and [[Zossen]]. The line used [[Three-phase electric power|three-phase current]] at [[Volt|10 kilovolts]] and [[Hertz|45 Hz]].{{Citation needed|date=September 2016}}

The Van der Zypen & Charlier company of [[Deutz, Cologne]] built two railcars, one fitted with electrical equipment from [[Siemens & Halske|Siemens-Halske]], the second with equipment from ''[[AEG (German company)|Allgemeine Elektrizitäts-Gesellschaft]]'' (AEG), that were tested on the [[Marienfelde]]–[[Zossen]] line during 1902 and 1903 (see [[Experimental three-phase railcar]]).{{Citation needed|date=September 2016}}

On 23 October 1903, the S&H-equipped railcar achieved a speed of {{convert|206.7|km/h|abbr=on}} and on 27 October the AEG-equipped railcar achieved {{convert|210.2|km/h|abbr=on}}.<ref name="wrf_sith">Sith Sastrasinh, "[http://www.worldrailfans.info/forum/index.php?/topic/2292-electrical-train-marienfelde-zossen-in-1901/?p=18578 Electrical Train Marienfelde–Zossen in 1901] {{Webarchive|url=https://web.archive.org/web/20160911101535/http://www.worldrailfans.info/forum/index.php?%2Ftopic%2F2292-electrical-train-marienfelde-zossen-in-1901%2F%3Fp=18578 |date=11 September 2016 }}", 21 January 2000, WorldRailFans. Accessed 23 January 2013.</ref> These trains demonstrated the feasibility of electric high-speed rail; however, regularly scheduled electric high-speed rail travel was still more than 30 years away.

====High-speed aspirations====
After the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with road traffic at grade crossings, etc. The physical laws were well-known, i.e. if the speed was doubled, the curve radius should be quadrupled; the same was true for the acceleration and braking distances.
[[File:Károly Zipernowsky.jpg|left|thumb|upright|Károly Zipernowsky]]

In 1891, engineer [[Károly Zipernowsky]] proposed a high-speed line from Vienna to Budapest for electric railcars at {{convert|250|km/h|abbr=on}}.{{sfn|Krettek|1975|p= 47}} In 1893 Wellington Adams proposed an [[air-line railroad|air-line]] from Chicago to St. Louis of {{convert|252|mi}},{{sfn|Middleton|1968|p=27}} at a speed of only {{convert|160|km/h|abbr=on}}.

[[File:CNY map.png|thumb|right|upright=1.4|1907 map showing the projected Chicago–New York Electric Air Line Railroad]]
Alexander C. Miller had greater ambitions. In 1906, he launched the ''[[Chicago-New York Electric Air Line Railroad]]'' project to reduce the running time between the two big cities to ten hours by using electric {{convert|160|km/h|abbr=on}} locomotives. After seven years of effort, less than {{convert|50|km|abbr=on}} of straight track was finished.{{sfn|Middleton|1968|p=27}} A part of the line is still used as one of the last interurbans in the US.

====High-speed interurbans====
In the US, some of the [[interurban]]s (i.e. trams or [[streetcar]]s which run from city to city) of the early 20th century were very high-speed for their time (also Europe had and still does have some interurbans). Several high-speed rail technologies have their origin in the interurban field.

In 1903 – 30 years before the conventional railways started to streamline their trains – the officials of the Louisiana Purchase Exposition organised the Electric Railway Test Commission to conduct a series of tests to develop a carbody design that would reduce wind resistance at high speeds. A long series of tests was carried.{{sfn|Middleton|1968|p=68}} In 1905, [[St. Louis Car Company]] built a railcar for the traction magnate [[Henry E. Huntington]], capable of speeds approaching {{cvt|100|mph|order=flip}}. Once it ran {{cvt|20|mi|order=flip}} between Los Angeles and Long Beach in 15 minutes, an average speed of {{cvt|80|mph|order=flip}}.{{sfn|Middleton|1968|p=60}} However, it was too heavy for much of the tracks, so [[Cincinnati Car Company]], [[J. G. Brill Company|J. G. Brill]] and others pioneered lightweight constructions, use of aluminium alloys, and low-level [[bogie]]s which could operate smoothly at extremely high speeds on rough interurban tracks. [[Westinghouse Licensing Corporation|Westinghouse]] and [[General Electric]] designed motors compact enough to be mounted on the bogies. From 1930 on, the [[Red Devil (interurban)|Red Devils]] from Cincinnati Car Company and a some other interurban rail cars reached about {{convert|145|km/h|abbr=on}} in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers.

Extensive [[wind tunnel]] research – the first in the railway industry – was done before J. G. Brill in 1931 built the [[Bullet (interurban)|Bullet]] cars for [[Philadelphia and Western Railroad]] (P&W). They were capable of running at {{cvt|92|mph|order=flip}}.{{sfn|Middleton|1968|p=72}} Some of them were almost 60 years in service.<ref>{{cite web |url=https://ruins.wordpress.com/2007/04/05/built-to-last-jg-brills-bullets/ |title=Built to Last: J.G. Brill's 'Bullets' |date=5 April 2007}}</ref> P&W's [[Norristown High Speed Line]] is still in use, almost 110 years after P&W in 1907 opened their double-track Upper Darby–Strafford line without a single grade crossing with roads or other railways. The entire line was governed by an absolute block signal system.{{sfn|Middleton|1968|p=10}}

====Early German high-speed network====
[[File:Bundesarchiv Bild 102-14151, "Fliegender Hamburger", DRG 778.jpg|thumb|The German Fliegender Hamburger]]
On 15 May 1933, the [[Deutsche Reichsbahn|Deutsche Reichsbahn-Gesellschaft]] company introduced the diesel-powered "[[DRG Class SVT 877|Fliegender Hamburger]]" in regular service between [[Berlin–Hamburg Railway|Hamburg and Berlin]] ({{convert|286|km|abbr=on|disp=or}}), thereby achieving a new top speed for a regular service, with a top speed of {{convert|160|km/h|abbr=on}}. This train was a streamlined multi-powered unit, albeit diesel, and used [[Jakobs bogie]]s.

Following the success of the Hamburg line, the steam-powered [[Henschel-Wegmann Train]] was developed and introduced in June 1936 for service from [[Berlin]] to [[Dresden]], with a regular top speed of {{convert|160|km/h|abbr=on}}. Incidentally no train service since the cancelation of this express train in 1939 has traveled between the two cities in a faster time {{As of|2018|lc=y}}.{{Citation needed|date=August 2019}} In August 2019, the travel time between [[Dresden-Neustadt station|Dresden-Neustadt]] and [[Berlin-Südkreuz]] was 102 minutes.<ref>{{cite web|url=https://reiseauskunft.bahn.de/bin/traininfo.exe/dn/185376/364783/130852/3634/80?ld=43181&protocol=https:&seqnr=5&ident=2a.026610181.1565204730&date=08.08.19&station_evaId=8010085&station_type=dep¤tReferrer=tp&rt=1&rtMode=DB-HYBRID&&time=14:46¤tJourneyClass=2&|archive-url=https://archive.today/20190807190812/https://reiseauskunft.bahn.de/bin/traininfo.exe/dn/185376/364783/130852/3634/80?ld=43181&protocol=https:&seqnr=5&ident=2a.026610181.1565204730&date=08.08.19&station_evaId=8010085&station_type=dep¤tReferrer=tp&rt=1&rtMode=DB-HYBRID&&time=14:46¤tJourneyClass=2&|url-status=dead|archive-date=7 August 2019|title=Timetable for EuroCity 378|publisher=Deutsche Bahn}}</ref> See [[Berlin–Dresden railway]].

Further development allowed the usage of these "Fliegenden Züge" (flying trains) on a rail network across Germany.{{citation needed|date=May 2022}}
The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) had been in the planning since 1934 but it never reached its envisaged size.

All high-speed service stopped in August 1939 shortly before the outbreak of [[World War II]].<ref>{{cite book |language=de |url={{Google books |plainurl=yes |id=YPmMUHzFVqwC |page=218 }} |title=Geschichte und Zukunft des Verkehrs.: Verkehrskonzepte von der Frόhen ... |access-date=26 March 2013|isbn=978-3593357669 |year=1997 |last1=Dienel |first1=Hans-Liudger |last2=Trischler |first2=Helmuth |publisher=Campus Verlag }}</ref>

====American Streamliners====
[[File:Twin Cities Zephyr Oregon Illinois early 1940s.jpg|right|thumb|Burlington ''[[Pioneer Zephyr|Zephyr]]'' passenger train]]
On 26 May 1934, one year after Fliegender Hamburger introduction, the [[Chicago, Burlington and Quincy Railroad|Burlington Railroad]] set an average speed record on long distance with their new streamlined train, the [[Pioneer Zephyr|Zephyr]], at {{convert|124|km/h|abbr=on}} with peaks at {{convert|185|km/h|abbr=on}}. The Zephyr was made of stainless steel and, like the Fliegender Hamburger, was diesel powered, articulated with [[Jacobs bogie]]s, and could reach {{convert|160|km/h|abbr=on}} as commercial speed.

The new service was inaugurated 11 November 1934, traveling between [[Kansas City, Missouri|Kansas City]] and [[Lincoln, Nebraska|Lincoln]], but at a lower speed than the record, on average speed {{convert|74|km/h|abbr=on}}.<ref name="meanspeed1">{{cite web |url=http://www.streamlinerschedules.com/concourse/track4/pioneerzeph193809.html |title=The Pioneer Zephyr – September, 1938 – Streamliner Schedules |author=Eric H. Bowen |access-date=17 December 2014 |archive-date=21 October 2014 |archive-url=https://web.archive.org/web/20141021054656/http://www.streamlinerschedules.com/concourse/track4/pioneerzeph193809.html |url-status=dead }}</ref>

In 1935, the [[Chicago, Milwaukee, St. Paul and Pacific Railroad|Milwaukee Road]] introduced the [[Hiawatha (Milwaukee Road trains)|Morning Hiawatha]] service, hauled at {{convert|160|km/h|abbr=on}} by steam locomotives. In 1939, the largest railroad of the world, the [[Pennsylvania Railroad]] introduced a duplex steam engine [[Pennsylvania Railroad class S1|Class S1]], which was designed to be capable of hauling 1200 tons passenger trains at {{convert|161|km/h|abbr=on}}. The S1 engine was assigned to power the popular all-coach overnight premier train [[Trail Blazer (passenger train)|the Trail Blazer]] between New York and Chicago since the late 1940s and it consistently reached {{convert|161|km/h|abbr=on}} in its service life. These were the last "high-speed" trains to use steam power. In 1936, the [[Twin Cities Zephyr]] entered service, from Chicago to Minneapolis, with an average speed of {{convert|101|km/h|abbr=on}}.<ref name="meanspeed2">{{cite web |url=http://www.streamlinerschedules.com/concourse/track4/twinzephyrs193809.html |title=The Twin Zephyrs – September, 1938 – Streamliner Schedules |author=Eric H. Bowen |access-date=17 December 2014 |archive-date=21 October 2014 |archive-url=https://web.archive.org/web/20141021053729/http://www.streamlinerschedules.com/concourse/track4/twinzephyrs193809.html |url-status=dead }}</ref>

Many of these streamliners posted travel times comparable to or better than their modern [[Amtrak]] successors, which are limited to {{convert|79|mph|abbr=on|order=flip}} top speed on most of the network.

====Italian electric and the last steam record====
[[File:Rimessa ferroviaria pistoia 64.jpg|thumb|The original Italian [[FS Class ETR 200|ETR 200]] trainset of the speed world record ({{convert|203|km/h|abbr=on|disp=or}}) in 1938, now preserved as historical train, was re-numbered ETR 232 in the 1960s]]
The German high-speed service was followed in Italy in 1938 with an electric-multiple-unit [[ETR 200]], designed for {{convert|200|km/h|abbr=on}}, between Bologna and Naples. It too reached {{convert|160|km/h|abbr=on}} in commercial service, and achieved a world mean speed record of {{convert|203|km/h|abbr=on}} between Florence and Milan in 1938.

In Great Britain in the same year, the streamlined [[steam locomotive]] ''[[LNER Class A4 4468 Mallard|Mallard]]'' achieved the official [[Land speed record for railed vehicles|world speed record]] for [[steam locomotive]]s at {{convert|125.88|mph|abbr=on|order=flip}}. The external combustion engines and boilers on steam locomotives were large, heavy and time and labor-intensive to maintain, and the days of steam for high speed were numbered.

====Introduction of the Talgo system====
In 1945, a Spanish engineer, [[Alejandro Goicoechea]], developed a streamlined, articulated train that was able to run on existing tracks at higher speeds than contemporary passenger trains. This was achieved by providing the locomotive and cars with a unique [[axle]] system that used one axle set per car end, connected by a Y-bar coupler. Amongst other advantages, the centre of mass was only half as high as usual.<ref>{{Google books |id=AyEDAAAAMBAJ |page=70 |title=Low Slung Train Travels Fast }} ''Popular Science'', February 1945, p. 70</ref> This system became famous under the name of [[Talgo]] (''Tren Articulado Ligero Goicoechea Oriol''), and for half a century was the main Spanish provider of high-speed trains.

====First above 300&nbsp;km/h developments====
[[File:SNCF CC 7102 Pk42 Le Mee sur Seine.jpg|thumb|The French CC 7100, 1955 record holder]]
In the early 1950s, the French National Railway started to receive their new powerful [[SNCF Class CC 7100|CC 7100]] electric locomotives, and began to study and evaluate running at higher speeds. In 1954, the CC 7121 hauling a full train achieved a record {{convert|243|km/h|abbr=on}} during a test on standard track. The next year, two specially tuned electric locomotives, the CC 7107 and the prototype BB 9004, broke previous speed records, reaching respectively {{convert|320|km/h|abbr=on}} and {{convert|331|km/h|abbr=on}}, again on standard track.<ref name="douviensTGV">{{cite web|url=http://archivchemindefer.free.fr/dossierTGV/DouviensTGV.pdf|title=D'où viens tu TGV |language=fr |last1=Picard |first1=Jean François |last2=Beltran |first2=Alain }}</ref> For the first time, {{convert|300|km/h|abbr=on|round=5}} was surpassed, allowing the idea of higher-speed services to be developed and further engineering studies commenced. Especially, during the 1955 records, a dangerous [[hunting oscillation]], the swaying of the [[bogie]]s which leads to dynamic instability and potential derailment was discovered. This problem was solved by [[Yaw damper (railroad)|yaw dampers]] which enabled safe running at high speeds today. Research was also made about "current harnessing"{{clarify|date=November 2015}} at high-speed by the pantographs, which was solved 20 years later by the Zébulon [[TGV]]'s prototype.

===Breakthrough: Shinkansen===
[[File:Model 3000 SE of Odakyu Electric Railway.JPG|thumb|The [[Odakyu 3000 series SE]]]]
[[File:0 series Yurakucho 19670505.jpg|thumb|The original 0 series Shinkansen train. Introduced in 1964, it reached a speed of {{convert|210|km/h|abbr=on}}.]]
[[File:E6-E5-Coupling in omiya 20130320.jpg|thumb|E6 and E5 series Shinkansen models]]

====Japanese research and development====
With some 45 million people living in the densely populated Tokyo–[[Osaka]] corridor, congestion on road and rail became a serious problem after [[World War II]],{{sfn|Hood|2006|pp=18–43}} and the Japanese government began thinking about ways to transport people in and between cities. Because Japan was resource limited and did not want to import petroleum for security reasons, energy-efficient high-speed rail was an attractive potential solution.

[[Japanese National Railways]] (JNR) engineers began to study the development of a high-speed regular mass transit service. In 1955, they were present at the [[Lille]]'s Electrotechnology Congress in France, and during a 6-month visit, the head engineer of JNR accompanied the deputy director Marcel Tessier at the DETE ([[SNCF]] Electric traction study department).<ref name="douviensTGV"/> JNR engineers returned to Japan with a number of ideas and technologies they would use on their future trains, including alternating current for rail traction, and international standard gauge.{{Citation needed|date=March 2014}}

====First narrow-gauge Japanese high-speed service====
In 1957, the engineers at the private [[Odakyu Electric Railway]] in [[Greater Tokyo Area]] launched the [[Odakyu 3000 series SE]] EMU. This EMU set a world record for [[narrow gauge]] trains at {{convert|145|km/h|abbr=on}}, giving the Odakyu engineers confidence they could safely and reliably build even faster trains at standard gauge.{{sfn|Hood|2006|pp=18–43}} Conventional Japanese railways up until that point had largely been built in the {{Track gauge|1067mm}} [[Cape gauge]], however widening the tracks to [[standard gauge]] ({{Track gauge|1435mm}})  would make very high-speed rail much simpler due to improved stability of the wider rail gauge, and thus [[standard gauge]] was adopted for high-speed service.<ref name="KIMT 2020-11-18">{{Cite news |last=Jones|first=Ben|date=2 December 2019|title=How Japan's Shinkansen bullet trains changed the world of rail travel |url=https://www.kimt.com/content/national/565685772.html|access-date=18 November 2020|work=KIMT News|agency=Associated Press |language=en|archive-date=18 April 2021|archive-url=https://web.archive.org/web/20210418072549/https://www.kimt.com/content/national/565685772.html|url-status=dead}}</ref> With the sole exceptions of Russia, Finland, and Uzbekistan all high-speed rail lines in the world are still standard gauge, even in countries where the preferred gauge for legacy lines is different.

====A new train on a new line====
The new service, named [[Shinkansen]] (meaning ''new main line'') would provide a new alignment, 25% wider standard gauge utilising continuously welded rails between Tokyo and Osaka with new rolling stock, designed for {{convert|250|km/h|abbr=on}}. However, the [[World Bank]], whilst supporting the project, considered the design of the equipment as unproven for that speed, and set the maximum speed to {{convert|210|km/h|abbr=on}}.<ref name="douviensTGV"/>

After initial feasibility tests, the plan was fast-tracked and construction of the first section of the line started on 20 April 1959.<ref>{{cite web |language=ja |url=http://www.pref.kanagawa.jp/cnt/p19871.html |script-title=ja:Kanagawa Prefecture:県央・湘南の環境と共生する都市づくりＮＥＷＳ NO. 11」新幹線豆知識クイズの解説 |publisher=Pref.kanagawa.jp |access-date=17 October 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110927053732/http://www.pref.kanagawa.jp/cnt/p19871.html |archive-date=27 September 2011}}</ref> In 1963, on the new track, test runs hit a top speed of {{convert|256|km/h|abbr=on}}. Five years after the beginning of the construction work, in October 1964, just in time for the [[1964 Tokyo Olympics|Olympic Games]], the first modern high-speed rail, the [[Tōkaidō Shinkansen]], was opened between the two cities; a {{cvt|320|mi|order=flip}} line between  Tokyo and Ōsaka.<ref>{{Cite web |title=Shinkansen {{!}} Summary & Facts {{!}} Britannica |url=https://www.britannica.com/topic/Shinkansen |access-date=2022-05-18 |website=www.britannica.com |language=en}}</ref> As a result of its speeds, the Shinkansen earned international publicity and praise, and it was dubbed the "bullet train."

The first Shinkansen trains, the [[0 Series Shinkansen]], built by [[Kawasaki Heavy Industries]]{{snd}}in English often called "Bullet Trains", after the original Japanese name {{Nihongo||弾丸列車|Dangan Ressha}}{{snd}}outclassed the earlier fast trains in commercial service. They traversed the {{convert|515|km|abbr=on}} distance in 3 hours 10 minutes, reaching a top speed of {{convert|210|km/h|abbr=on}} and sustaining an average speed of {{convert|162.8|km/h|abbr=on}} with stops at Nagoya and Kyoto.<ref>{{cite web |title=The Shinkansen Turns 50: The History and Future of Japan's High-Speed Train |url=https://www.nippon.com/en/features/h00078/ |website=nippon.com |access-date=25 January 2021 |language=en |date=1 October 2014}}</ref>

====High-speed rail for the masses====
Speed was not only a part of the Shinkansen revolution: the Shinkansen offered high-speed rail travel to the masses. The first ''Bullet trains'' had 12 cars and later versions had up to 16,<ref>{{cite web |url=http://english.jr-central.co.jp/about/outline.html |title=Outline History and Overview of the Tokaido Shinkansen |publisher=Central Japan Railway Company |date=March 2010 |access-date=2 March 2011}}</ref> and double-deck trains further increased the capacity.<ref>{{cite web |url=http://www.jreast.co.jp/e/routemaps/tohokushinkansen.html |title=Tohoku Shinkansen |publisher=East Japan Railway Company |date=March 2011 |access-date=2 May 2011}}</ref><ref>{{cite web |url=http://www.jreast.co.jp/investor/factsheet/pdf/factsheet.pdf |title=2010 Fact Sheets |publisher=JR East |date=30 July 2010 |access-date=2 May 2011}}</ref>

After three years, more than 100 million passengers had used the trains, and the milestone of the first one billion passengers was reached in 1976. In 1972, the line was extended a further {{convert|161|km|abbr=on}}, and further construction has resulted in the network expanding to {{convert|2951|km|abbr=on}} of high speed lines as of 2024, with a further {{convert|211|km|abbr=on}} of extensions currently under construction and due to open in 2038. The cumulative patronage on the entire system since 1964 is over 10 billion, the equivalent of approximately 140% of the world's population, without a single train passenger fatality. (Suicides, passengers falling off the platforms, and industrial accidents have resulted in fatalities.){{sfn|Hood|2006|p=214}}

Since their introduction, Japan's Shinkansen systems have been undergoing constant improvement, not only increasing line speeds. Over a dozen train models have been produced, addressing diverse issues such as [[tunnel boom]] noise, vibration, [[Drag (physics)#Aerodynamics|aerodynamic drag]], lines with lower patronage ("Mini shinkansen"), [[earthquake]] and [[typhoon]] safety, [[braking distance]], problems due to snow, and energy consumption (newer trains are twice as energy-efficient as the initial ones despite greater speeds).<ref>{{cite web |url=http://ajw.asahi.com/article/behind_news/social_affairs/AJ201309190078 |title=New maglev Shinkansen to run underground for 86% of initial route |work=AJW by The Asahi Shimbun |access-date=17 December 2014 |url-status=dead |archive-url=https://web.archive.org/web/20141226124352/http://ajw.asahi.com/article/behind_news/social_affairs/AJ201309190078 |archive-date=26 December 2014}}</ref>
[[File:JR-Maglev-MLX01-901 001.jpg|thumb|A maglev train on the Yamanashi Test Track, November 2005]]

====Future developments of Shinkansen====
After decades of research and successful testing on a {{Convert|43|km|0|abbr=on}} test track, in 2014 JR Central began constructing a [[Maglev]] Shinkansen line, which is known as the [[Chūō Shinkansen]]. These Maglev trains still have the traditional underlying tracks and the cars have wheels. This serves a practical purpose at stations and a safety purpose out on the lines in the event of a power failure. However, in normal operation, the wheels are raised up into the car as the train reaches certain speeds where the magnetic levitation effect takes over. It is proposed to link Tokyo and Osaka by 2037, with the section from Tokyo to Nagoya expected to be operational by 2034.<ref>{{cite web |url=http://www.hurriyetdailynews.com/japan-produces-next-generation-of-train-technology-151376 |title=Japan produces next generation of train technology |date= 25 January 2020 |access-date=26 January 2020}}</ref> Maximum speed is anticipated at {{convert|505|kph|mph|abbr=on}}. The first generation train can be ridden by tourists visiting the test track.

===Europe and North America in 1960s and 1970s===
[[File:103 224+TEE DDM.jpg|thumb|The German [[DB Class 103]]]]

====First demonstrations at {{convert|200|km/h|abbr=on}}====
In Europe, high-speed rail began during the International Transport Fair in [[Munich]] in June 1965, when Dr Öpfering, the director of [[Deutsche Bundesbahn]] (German Federal Railways), performed 347 demonstrations at {{convert|200|km/h|abbr=on}} between Munich and [[Augsburg]] by [[DB Class 103]] hauled trains. The same year the [[Aérotrain]], a French hovercraft monorail train prototype, reached {{convert|200|km/h|abbr=on}} within days of operation.<ref name="douviensTGV"/>

====''Le Capitole''====
[[File:Spoorwegmuseum_Mulhouse_Capitole.jpg|thumb|left|The [[SNCF Class BB 9200|BB 9200]] hauled ''Le Capitole'' at 200 km/h.]]
After the successful introduction of the Japanese Shinkansen in 1964, at {{convert|210|km/h|abbr=on}}, the German demonstrations up to {{convert|200|km/h|abbr=on}} in 1965, and the proof-of-concept jet-powered [[Aérotrain]], [[SNCF]] ran its fastest trains at {{convert|160|km/h|abbr=on}}.<ref name="douviensTGV"/>

In 1966, French Infrastructure Minister [[Edgard Pisani]] consulted engineers and gave the French National Railways twelve months to raise speeds to {{convert|200|km/h|abbr=on}}.<ref name="douviensTGV"/> The classic line Paris–[[Toulouse]] was chosen, and fitted, to support {{convert|200|km/h|abbr=on}} rather than {{convert|140|km/h|abbr=on}}. Some improvements were set, notably the signals system, development of on board "in-cab" signalling system, and curve revision.

The next year, in May 1967, a regular service at {{convert|200|km/h|abbr=on}} was inaugurated by the [[Trans Europ Express|TEE]] ''[[Le Capitole (train)|Le Capitole]]'' between Paris and [[Toulouse]], with specially adapted [[SNCF Class BB 9200]] locomotives hauling classic UIC cars, and a full red livery.<ref name="douviensTGV"/> It averaged {{convert|119|km/h|abbr=on|}} over the {{convert|713|km|abbr=on|}}.<ref>{{cite web|title=Le Capitole – 1969 SNCF Ferroviaire / French Trains |via= YouTube|url=https://www.youtube.com/watch?v=leb5TveiK3g| archive-url=https://ghostarchive.org/varchive/youtube/20211211/leb5TveiK3g| archive-date=2021-12-11 | url-status=live|access-date=2 February 2021|website=www.youtube.com|date= 19 January 2018}}{{cbignore}}</ref>

At the same time, the [[Aérotrain]] prototype 02 reached {{convert|345|km/h|abbr=on}} on a half-scale experimental track. In 1969, it achieved {{convert|422|km/h|abbr=on}} on the same track. On 5 March 1974, the full-scale commercial prototype Aérotrain I80HV, jet powered, reached {{convert|430|km/h|abbr=on}}.{{Citation needed|date=February 2018}}

====US Metroliner trains====
[[File:metroliner1968.jpg|thumb|[[metroliner (train)|Metroliner]] trains developed in the U.S. for rapid service between New York and Washington, DC]]
In the United States, following the creation of Japan's first high-speed [[Shinkansen]], President [[Lyndon B. Johnson]] as part of his [[Great Society]] infrastructure building initiatives asked the [[U.S. Congress|Congress]] to devise a way to increase speeds on the railroads.<ref>[http://www.presidency.ucsb.edu/ws/?pid=27281 Remarks at the Signing of the High-Speed Ground Transportation Act] {{Webarchive|url=https://web.archive.org/web/20180708221044/http://www.presidency.ucsb.edu/ws/?pid=27281 |date=8 July 2018 }}. 30 September 1965</ref> Congress delivered the [[High Speed Ground Transportation Act of 1965]] which passed with overwhelming [[Bipartisanship|bipartisan]] support and helped to create regular [[Metroliner (train)|Metroliner]] service between New York City, Philadelphia, and Washington, D.C. The new service was inaugurated in 1969, with top speeds of {{convert|200|km/h|abbr=on}} and averaging {{convert|145|km/h|abbr=on}} along the route, with the travel time as little as 2 hours 30 minutes.<ref>The Metroliner was able to travel from New York to Washington in just 2.5 hours because it did not make any intermediate stops, Metroliner Timetable, Penn Central, 26 October 1969, [http://www.streamlinerschedules.com/concourse/track3/metroliner197002.html The Metroliners] this travel time beats the Contemporary (2015) Acela on the same route, though the latter makes intermediate stops</ref> In a 1967 competition with a GE powered Metroliner on Penn Central's mainline, the [[UAC TurboTrain|United Aircraft Corporation TurboTrain]] set a record of {{convert|275|km/h|abbr=on}}.<ref>{{cite web|url=https://ewh.ieee.org/cmte/asmeltc/hsr_plaque.htm|title=High Speed Rail Transportation I|website=[[IEEE]]}}</ref>

====United Kingdom, Italy and Germany====
{{Further|High-speed rail in the United Kingdom}}
[[File:Etr500.JPG|thumb|An [[ETR 500]] train running on the [[Florence–Rome high-speed railway|Florence–Rome high-speed line]] near [[Arezzo]] in Italy, the first high-speed railway opened in Europe.<ref name="op.europa.eu">{{Cite web |title=Special report: A European high-speed rail network |url=https://op.europa.eu/webpub/eca/special-reports/high-speed-rail-19-2018/en/ |access-date=2023-07-22 |website=op.europa.eu |language=en-GB}}</ref>]]

In 1976 [[British Rail]] introduced a high-speed service able to reach {{cvt|125|mph|order=flip}} using the [[InterCity 125]] [[diesel-electric]] trainsets under the brand name of High Speed Train (HST). It was the fastest diesel-powered train in regular service and it improved upon its {{cvt|100|mph|order=flip}} forerunners in speed and acceleration. As of 2025 it is still in regular service as the fastest diesel-powered train.<ref>{{cite web |last1=Baylis |first1=Simon |title=Class 43 High-Speed Train, also known as the InterCity 125, is unveiled at National Railway Museum in York. |url=https://www.railwaymuseum.org.uk/about-us/press-office/high-speed-locomotive-sir-kenneth-grange-joins-national-railway-museum |website=Railway Museum |date=11 November 2019 |access-date=11 December 2019}}</ref> The train is a reversible multi-car set having driving power-cars at both ends and a fixed formation of passenger cars between them. Journey times were reduced by an hour for example on the [[East Coast Main Line]], and passenger numbers increased.<ref>{{Cite news |date=2021-05-16 |title=Intercity 125: Workers say farewell to British Rail icon |url=https://www.bbc.com/news/uk-england-south-yorkshire-57069437 |access-date=2024-05-20 |language=en-GB}}</ref> Prior to COVID-19, ridership of the UK's High Speed Intercity Services had exceeded 40 million journeys per annum.<ref>{{Cite web |title=Passenger rail usage {{!}} ORR Data Portal |url=https://dataportal.orr.gov.uk/statistics/usage/passenger-rail-usage/ |access-date=2024-05-20 |website=dataportal.orr.gov.uk}}</ref>

In 1977 Germany introduced a new service at {{convert|200|km/h|abbr=on}}, on the Munich–Augsburg line. That same year, Italy inaugurated the first European High-Speed line, the ''[[Florence–Rome high-speed railway|Direttissima]]'' between [[Rome]] and [[Florence]], designed for {{cvt|250|km/h}}, but used by [[FS Class E444|FS E444]] hauled train at {{cvt|200|km/h}}. In France this year also saw the abandonment for political reasons of the [[Aérotrain]] project, in favour of the [[TGV]].

===Evolution in Europe===
{{main|High-speed rail in Europe}}

====Italy====
{{Main|High-speed rail in Italy}}
[[File:Italy TAV.png|thumb|Map of Italian high-speed and higher speed rail network]]
[[File:Frecciarossa 1000 No' 08.jpg|thumb|[[Ferrovie dello Stato Italiane|FS]]' [[Frecciarossa 1000]] high speed train at [[Milano Centrale railway station]], with a maximum speed of {{convert|400|km/h|0|abbr=on}},<ref>{{cite web |title=Frecciarossa 1000 in Figures |url=http://www.fsitaliane.it/fsi-en/GROUP/Safety-and-Technology/Frecciarossa1000:-the-train-of-the-future/Frecciarossa-1000-in-Figures |publisher=Ferrovie dello Stato Italiane |access-date=24 November 2014|url-status=dead |archive-url=https://web.archive.org/web/20141218192603/http://www.fsitaliane.it/fsi-en/GROUP/Safety-and-Technology/Frecciarossa1000%3A-the-train-of-the-future/Frecciarossa-1000-in-Figures |archive-date=18 December 2014}}</ref> is one of the fastest trains in Europe.<ref>{{cite web |url=http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train/ |title=Frecciarossa 1000 Very High-Speed Train |website=Railway Technology |access-date=2016-05-05 |archive-date=9 August 2015 |archive-url=https://web.archive.org/web/20150809032916/http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train |url-status=live}}</ref><ref>{{cite news |url=https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346 |title=French Train Breaks Speed Record |website=[[CBC News]] |access-date=5 June 2019 |archive-date=5 August 2020 |archive-url=https://web.archive.org/web/20200805201116/https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346 |url-status=live}}</ref>]]
[[File:Italo Evo in Venezia.jpg|thumb|{{ill|ETR 675|it|Elettrotreno NTV ETR.675}} ''Italo EVO'' ([[Nuovo Trasporto Viaggiatori|NTV]]) at [[Venezia Mestre railway station]].]]

The earliest European high-speed railway to be built was the Italian [[Florence–Rome high-speed railway]] (also called "Direttissima") in 1977.<ref name="op.europa.eu"/> High-speed trains in Italy were developed during the 1960s. [[FS Class E444|E444]] locomotives were the first standard locomotives capable of {{convert|200|km/h|abbr=on|round=5}}, while an [[ALe 601]] [[electrical multiple unit]] (EMU) reached a speed of {{convert|240|km/h|abbr=on|round=5}} during a test. Other EMUs, such as the [[ETR 220]], [[ETR 250]] and [[ETR 300]], were also updated for speeds up to {{convert|200|km/h|abbr=on|round=5}}. The braking systems of cars were updated to match the increased speeds.{{citation needed|date=February 2025}}

On 25 June 1970, work was started on the [[Florence–Rome high-speed railway line|Rome–Florence ''Direttissima'']], the first high-speed line in Italy and in Europe. It included the {{convert|5,375|m|mi|adj=mid|-long}} bridge on the [[Paglia]] river, then the longest in Europe. Works were completed in the early 1990s.{{citation needed|date=February 2025}}

In 1975, a program for a widespread updating of rolling stock was launched. As it was decided to put more emphasis on local traffic, this caused a shifting of resources from the ongoing high-speed projects, with their subsequent slowing or, in some cases, total abandonment. Therefore, 160 [[FS Class E.656|E.656]] electric and 35 [[FS Class D.345|D.345]] locomotives for short-medium range traffic were acquired, together with 80 EMUs of the [[FS Class ALe 801/940|ALe 801/940]] class, 120 [[FS Class ALn 668|ALn 668]] diesel railcars. Some 1,000 much-needed passenger and 7,000 freight cars were also ordered.{{citation needed|date=February 2025}}

In the 1990s, work started on the [[Treno Alta Velocità]] (''TAV'') project, which involved building a new high-speed network on the routes [[Milan]] – (Bologna–Florence–Rome–Naples) – [[Salerno]], [[Turin]] – (Milan–Verona–Venice) – [[Trieste]] and Milan–[[Genoa]]. Most of the planned lines have already been opened, while international links with France, Switzerland, Austria and Slovenia are underway.{{citation needed|date=February 2025}}

Most of the [[Rome–Naples high-speed railway line|Rome–Naples line]] opened in December 2005, the [[Turin–Milan high-speed railway line|Turin–Milan line]] partially opened in February 2006 and the [[Milan–Bologna high-speed railway line|Milan–Bologna line]] opened in December 2008. The remaining sections of the Rome–Naples and the Turin–Milan lines and the [[Bologna–Florence high-speed railway line|Bologna–Florence line]] were completed in December 2009. All these lines are designed for speeds up to {{convert|300|km/h|abbr=on|round=5}}. Since then, it is possible to travel from Turin to Salerno ({{convert|950|km|abbr=on}}) in less than 5 hours. More than 100 trains per day are operated.<ref>{{Cite web|url=http://www.trenitalia.com/tcom/Le-Frecce/Collegamenti-e-servizi-Frecciarossa|title=Viaggia con i treni Frecciarossa e acquista il biglietti a prezzi scontati - Le Frecce - Trenitalia|website=trenitalia.com|language=it|access-date=2017-05-14}}</ref>

Other proposed high-speed lines are [[Salerno–Reggio Calabria high-speed railway line|Salerno-Reggio Calabria]]<ref>{{Cite web|language=it|url=https://www.ferrovie.info/index.php/it/13-treni-reali/17310-ferrovie-ecco-il-progetto-della-av-ac-salerno-reggio-calabria|archive-url=https://web.archive.org/web/20210208080106/https://www.ferrovie.info/index.php/it/13-treni-reali/17310-ferrovie-ecco-il-progetto-della-av-ac-salerno-reggio-calabria|url-status=dead|archive-date=8 February 2021|title=Ferrovie: Ecco il progetto della AV/AC Salerno-Reggio Calabria|date=8 February 2021|access-date=8 February 2021}}</ref> (connected to Sicily with the future [[Strait of Messina Bridge|bridge over the Strait of Messina]]<ref>{{Cite web|language=it|url=https://www.citynow.it/alta-velocita-ferroviaria-sa-rc-come-cambiano-scenari-foto-social-ponte-stretto/|title=Alta velocità ferroviaria SA-RC, come cambiano gli scenari.|date=11 January 2024 |access-date=21 February 2024}}</ref>), [[Palermo–Catania high-speed railway line|Palermo-Catania]]<ref>{{Cite web|language=it|url=https://www.strettoweb.com/2023/05/alta-velocita-salerno-reggio-palermo-catania-messina-lavori-37-miliardi/1520865/|title=Alta velocità ferroviaria Salerno-Reggio e Palermo-Catania Messina: aggiudicati lavori per altri 3,7 miliardi|date=12 May 2023 |access-date=21 February 2024}}</ref> and [[Naples–Bari high-speed railway line|Naples–Bari]].<ref>{{Cite web|language=it|url=https://www.quotidiano.net/economia/alta-velocita-napoli-bari-d84a609c|title=Alta velocità Napoli-Bari. Partiti i lavori. Sei miliardi per collegare le due città in 2 ore a 40 minuti|date=9 August 2023 |access-date=21 February 2024}}</ref>

The main public operator of high-speed trains (''alta velocità AV'', formerly [[Eurostar Italia]]) is [[Trenitalia]], part of [[Ferrovie dello Stato Italiane|FSI]]. Trains are divided into three categories (called "[[Le Frecce]]"): ''[[Frecciarossa]]'' ("Red arrow") trains operate at a maximum of {{convert|300|km/h|abbr=on|round=5}} on dedicated high-speed tracks; ''[[Frecciargento]]'' (Silver arrow) trains operate at a maximum of {{convert|250|km/h|abbr=on|round=5}} on both high-speed and mainline tracks; ''[[Frecciabianca]]'' (White arrow) trains operate at a maximum of {{convert|200|km/h|abbr=on|round=5}} on mainline tracks only.<ref>{{cite web|url=https://www.interrail.eu/it/plan-your-trip/tips-and-tricks/trains-europe/high-speed-trains/le-frecce|title=Treno ad alta velocità Le Frecce|access-date=24 September 2024|language=it}}</ref>

Since 2012, a new and Italy's first private train operator, [[Nuovo Trasporto Viaggiatori|NTV]] (branded as Italo), runs high-speed services in competition with [[Trenitalia]]. Italy is the only country in Europe with a private high-speed train operator.{{citation needed|date=February 2025}}

Construction of the Milan-Venice high-speed line began in 2013 and in 2016 the [[Milan–Verona high-speed railway|Milan-Treviglio]] section has been opened to passenger traffic; the Milan-Genoa high-speed line (Terzo Valico dei Giovi) is also under construction.{{citation needed|date=February 2025}}

Today it is possible to travel from Rome to Milan in less than 3 hours with the [[Frecciarossa 1000]] high-speed train. There is a train every 30 minutes.{{citation needed|date=February 2025}}

====France====
{{Main|High-speed rail in France}}
[[File:TGV001.JPG|thumb|One power-car of the gas-turbine prototype "TGV 001"]]
[[File:Gare de Lyon TGV orange.jpg|thumb|The TGV Sud-Est, at the [[Gare de Lyon]], in 1982]]
[[File:TGV World Speed Record 574 km per hour.jpg|thumb|right|The TGV at {{convert|574.8|km/h|abbr=on}} in 2007]]
Following the [[SNCF Class CC 7100|1955 records]], two divisions of the [[SNCF]] began to study high-speed services. In 1964, the DETMT (petrol-engine traction studies department of SNCF) investigated the use of [[gas turbine]]s: a diesel-powered railcar was modified with a gas-turbine, and was called "TGV" (Turbotrain Grande Vitesse).<ref name="douviensTGV" /> It reached {{convert|230|km/h|abbr=on}} in 1967, and served as a basis for the future Turbotrain and the real TGV. At the same time, the new "SNCF Research Department", created in 1966, was studying various projects, including one code-named "C03: Railways possibilities on new infrastructure (tracks)".<ref name="douviensTGV" />

In 1969, the "C03 project" was transferred to public administration while a contract with [[Alstom]]<!-- company name at time --> was signed for the construction of two gas-turbine high-speed train prototypes, named "TGV 001". The prototype consisted of a set of five carriages, plus a [[power car]] at each end, both powered by two gas-turbine engines. The sets used [[Jacobs bogie]]s, which reduce drag and increase safety.{{Citation needed|date=November 2015}}

In 1970, the DETMT's [[Turbotrain]] began operations on the [[Ligne Paris-Caen|Paris–Cherbourg line]], and operated at {{convert|160|km/h|abbr=on}} despite being designed for usage at {{convert|200|km/h|abbr=on}}. It used gas-turbine powered multiple elements and was the basis for future experimentation with TGV services, including shuttle services and regular high rate schedules.<ref name="douviensTGV" />

In 1971, the "C03" project, now known as "TGV Sud-Est", was validated by the government, against Bertin's Aerotrain.<ref name="douviensTGV" /> Until this date, there was a rivalry between the French Land Settlement Commission (DATAR), supporting the Aérotrain, and the SNCF and its ministry, supporting conventional rail. The "C03 project" included a new High-Speed line between Paris and [[Lyon]], with new multi-engined trains running at {{convert|260|km/h|abbr=on}}. At that time, the classic Paris-Lyon line was already congested and a new line was required; this busy corridor, neither too short (where high speeds give limited reductions in end to end times) nor too long (where planes are faster in city center to city center travel time), was the best choice for the new service.

The [[1973 oil crisis]] substantially increased oil prices. In the continuity of the [[Charles de Gaulle|De Gaulle]] "energy self-sufficiency" and nuclear-energy policy ([[Pierre Messmer]] then French Prime Minister announced an ambitious buildout of [[nuclear power in France]] in 1974), a ministry decision switched the future TGV from now costly gas-turbine to full electric energy in 1974. An electric railcar named ''Zébulon'' was developed for testing at very high speeds, reaching a speed of {{convert|306|km/h|abbr=on}}. It was used to develop pantographs capable of withstanding speeds of over {{convert|300|km/h|abbr=on|round=5}}.<ref name="douviensTGV" />

After intensive tests with the gas-turbine "TGV 001" prototype, and the electric "Zébulon", in 1977, the SNCF placed an order to the group [[Alstom]]–[[Francorail]]–MTE for 87 [[SNCF TGV Sud-Est|TGV Sud-Est]] trainsets.<ref name="douviensTGV"/>
They used the "TGV 001" concept, with a permanently coupled set of eight cars, sharing [[Jacobs bogie]]s, and hauled by two electric-power cars, one at each end.

In 1981, the first section of the new [[LGV Sud-Est|Paris–Lyon High-Speed line]] was inaugurated, with a {{convert|260|km/h|abbr=on}} top speed (then {{convert|270|km/h|abbr=on}} soon after). Being able to use both dedicated high-speed and conventional lines, the TGV offered the ability to join every city in the country at shorter journey times.<ref name="douviensTGV"/> After the introduction of the TGV on some routes, air traffic on these routes decreased and in some cases disappeared.<ref name="douviensTGV"/> The TGV set a publicised [[TGV world speed record|speed records]] in 1981 at {{convert|380|km/h|abbr=on}}, in 1990 at {{convert|515|km/h|abbr=on}}, and then in 2007 at {{convert|574.8|km/h|abbr=on}}, although these were test speeds, rather than operation train speeds.

====Germany====
{{Main|High-speed rail in Germany}}
[[File:ICE 1 in Augsburg-Hochzoll.jpg|thumb|The German [[ICE 1]]]]
Following the [[ETR 450]] and [[Direttissima]] in Italy and French [[TGV]], in 1991 Germany was the third country in Europe to inaugurate a high-speed rail service, with the launch of the [[Intercity-Express]] (ICE) on the new [[Hanover–Würzburg high-speed railway|Hannover–Würzburg high-speed railway]], operating at a top speed of {{convert|280|km/h|abbr=on}}. The German ICE train was similar to the TGV, with dedicated streamlined power cars at both ends, but a variable number of trailers between them. Unlike the TGV, the trailers had two conventional bogies per car, and could be uncoupled, allowing the train to be lengthened or shortened. This introduction was the result of ten years of study with the ICE-V prototype, originally called Intercity Experimental, which broke the world speed record in 1988, reaching {{convert|406|km/h|abbr=on}}.

====Spain====
{{Main|High-speed rail in Spain}}
[[File:Ave.jpg|thumb|The Spanish [[AVE Class 102|AVE Class 102 "Pato" (duck)]]]]
In 1992, just in time for the [[1992 Summer Olympics|Barcelona Olympic Games]] and [[Seville Expo '92]], the [[Madrid–Seville high-speed rail line]] opened in Spain with [[25 kV AC]] electrification, and [[standard gauge]], differing from all other Spanish lines which used [[Iberian gauge]]. This allowed the [[AVE]] rail service to begin operations using [[AVE Class 100|Class 100]] trainsets built by Alstom, directly derived in design from the French TGV trains. The service was very popular and development continued on [[high-speed rail in Spain]].

In 2005, the Spanish government announced an ambitious plan, (PEIT 2005–2020)<ref>{{cite web |url=http://www.fomento.es/MFOM/LANG_EN/_ESPECIALES/PEIT/default.htm |title= Strategic Infrastructures and Transport Plan (PEIT) – Strategic Infrastructures and Transport Plan (PEIT) – Ministerio de Fomento|website=www.fomento.es |archive-url=https://web.archive.org/web/20100626115047/http://www.fomento.es/MFOM/LANG_EN/_ESPECIALES/PEIT/default.htm |archive-date=26 June 2010}}</ref> envisioning that by 2020, 90 percent of the population would live within {{convert|50|km|abbr=on|round=5}} of a station served by [[AVE]]. Spain began building the largest HSR network in Europe: {{As of|2011|lc=y}}, five of the new lines have opened (Madrid–Zaragoza–Lleida–Tarragona–Barcelona, Córdoba–Malaga, Madrid–Toledo, Madrid–Segovia–Valladolid, Madrid–Cuenca–Valencia) and another {{convert|2219|km|abbr=on|round=5}} were under construction.<ref>{{Cite web|url=http://www.uic.org/IMG/pdf/20100521_a1_high_speed_lines_in_the_world.pdf|title=High speed lines in the world}}{{Dead link|date=March 2025 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Opened in early 2013, the [[Perpignan–Barcelona high-speed rail line]] provides a link with neighbouring France with trains running to Paris, Lyon, Montpellier and Marseille.

{{As of|2025|January}}, the Spanish high-speed rail network is the longest HSR network in Europe with {{convert|3,973|km|mi|abbr=on}}<ref name="ADIF">{{cite web|url=https://www.adifaltavelocidad.es/red-ferroviaria/red-de-alta-velocidad|title=''Red de Alta Velocidad''|publisher=ADIF|access-date=29 January 2025}}</ref> and the [[List of high-speed railway lines|second longest in the world]], after China's.

====Turkey====
{{Main|High-speed rail in Turkey}}
[[File:HT80101.jpg|thumb|[[TCDD HT80000]]]]
In 2009, Turkey inaugurated a high-speed service between Ankara and [[Eskişehir]].<ref>{{cite web |url=http://todayszaman.com/news-167998-high-speed-train-to-make-8-trips-daily-between-ankara-eskisehir.html |title=High-speed train to make 8 trips daily between Ankara, Eskișehir |work=TodaysZaman |access-date=17 December 2014 |url-status=dead |archive-url=https://web.archive.org/web/20141021053726/http://www.todayszaman.com/news-167998-high-speed-train-to-make-8-trips-daily-between-ankara-eskisehir.html |archive-date=21 October 2014}}</ref> This has been followed up by an [[Ankara]] – [[Konya]] route, and the Eskisehir line has been extended to [[Istanbul]] (European part). In this extension, Europe and Asia were connected by an undersea tunnel, [[Marmaray]] in the Bosphorus.  The first connection between two continents in the world as a high-speed train line was made in Istanbul.  The last station of this line in Europe is [[Halkalı]] station. An extension to Sivas was opened in April 2023.<ref>{{cite web|url=https://www.aa.com.tr/tr/gundem/ankara-sivas-yht-seferlerinin-ucretsiz-yapilmasina-iliskin-karar-resmi-gazetede/2929971 |title=Ankara Sivas High-speed line inaugurated|work=railwaypro |access-date=5 November 2023}}</ref>

===North America===
====United States====
{{main|High-speed rail in the United States}}
[[File:Acela 2000.jpg|thumb|The [[Acela Express (trainset)|Acela Express]]]]
In 1992, the [[United States Congress]] passed the Amtrak Authorization and Development Act that authorised [[Amtrak]] to start working on service improvements on the segment between [[Boston]] and New York City of the [[Northeast Corridor]].<ref>{{USStatute|102|533|106|3515|1992|10|27|HR|4250}}</ref> The primary objectives were to electrify the line north of [[New Haven, Connecticut]], to eliminate [[grade crossing]]s and replace the then 30-year-old Metro liners with new trains, so that the distance between Boston and New York City could be covered in 3 hours or less.

Amtrak started testing two trains, the Swedish [[SJ 2000|X2000]] and the German [[ICE train|ICE 1]], in the same year along its fully electrified segment between New York City and Washington, D.C. The officials favored the X2000 as it had a tilting mechanism. However, the Swedish manufacturer never bid on the contract as the burdensome United States railroad regulations required them to heavily modify the train resulting in added weight, among other things. Eventually, a custom-made [[tilting train]] derived from TGV, manufactured by [[Alstom]] and [[Bombardier Transportation|Bombardier]], won the contract and was put into service in December 2000.

The new service was named "[[Acela Express]]" and linked Boston, New York City, [[Philadelphia]], [[Baltimore]], and Washington, D.C. The service did not meet the 3-hour travel time objective between Boston and New York City. The time was 3 hours and 24 minutes as it partially ran on regular lines, limiting its average speed, with a maximum speed of {{cvt|150|mph|order=flip}} being reached on a section of its route through [[Rhode Island]] and Massachusetts.<ref name=gao2004>{{cite web |title=Amtrak's Management of Northeast Corridor Improvements Demonstrates Need for Applying Best Practices (GAO-04-94) |url=http://www.gao.gov/new.items/d0494.pdf |work=Report to the chairman, Committee on Commerce, Science, and Transportation, U.S. Senate |publisher=United States General Accounting Office |access-date=26 August 2013 |date=February 2004 |archive-url=https://web.archive.org/web/20141021053817/http://www.gao.gov/new.items/d0494.pdf |archive-date=21 October 2014 |url-status=dead }}</ref><ref name=nytimes2005>{{cite news |last=Dao |first=James |title=Acela, Built to Be Rail's Savior, Bedevils Amtrak at Every Turn |url=https://www.nytimes.com/2005/04/24/national/24acela.html |access-date=26 August 2013 |newspaper=The New York Times |date=24 April 2005}}</ref>

As of November 2021, the U.S. has one high-speed rail line under construction ([[California High-Speed Rail]]) in [[California]],<ref>{{cite web|url=https://hsr.ca.gov/high-speed-rail-in-california/construction-activities-interactive-map/|title = Construction Activities Interactive Map}}</ref> and advanced planning by a company called [[Texas Central Railway]] in Texas, higher-speed rail projects in the [[Pacific Northwest]], [[Midwest]] and [[Southeastern United States|Southeast]], as well as upgrades on the high-speed [[Northeast Corridor]]. The private higher speed rail venture [[Brightline]] in [[Florida]] started operations along part of its route in early 2018. The top speed is {{cvt|125|mph|order=flip}} but most of the line still runs at {{cvt|79|mph|order=flip}}.

===Expansion in East, Southeast, and South Asia===
For four decades since its opening in 1964, the Japanese [[Shinkansen]] was the only high-speed rail service outside of Europe. In the 2000s a number of new high-speed rail services started operating in [[East Asia]]. [[Southeast Asia]] also saw, and [[South Asia]] will see their first high-speed rail service in the 2020s.

====China====
{{Main|High-speed rail in China}}
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| caption1 = A [[China Railway CR400AF|CR400AF]] train set on the [[Beijing–Shanghai high-speed railway]] at [[Beijing South railway station]]
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High-speed rail was introduced to China in 2003 with the [[Qinhuangdao–Shenyang high-speed railway]].

The Chinese government made high-speed rail construction a cornerstone of the [[Chinese economic stimulus program]] to mitigate the effects of the [[2008 financial crisis]] and the result has been a rapid development of the Chinese rail system into the world's most extensive high-speed rail network. By 2013 the system had {{convert|11028|km|mi|abbr=on}} of operational track, accounting for about half of the world's total at the time.<ref name="2013 HSR stat">{{cite web|url=http://business.sohu.com/20140305/n396105235.shtml|date=5 March 2014|website=[[Sohu]] Business|language=zh-hans|script-title=zh:中国高铁总里程达11028公里占世界一半"}}</ref>
By the end of 2018, the total high-speed railway (HSR) in China had risen to over {{convert|29000|km|abbr=off|mi}}.<ref name=":0" />
Over 1.71 billion trips were made in 2017, more than half of China's total railway passenger delivery, making it the world's busiest network.<ref>{{cite web|url=http://www.chinanews.com/cj/2018/01-02/8414612.shtml|website=www.chinanews.com|language=zh-hans|script-title=zh:2017年中国铁路投资8010亿元 投产新线3038公里-中新网|access-date=13 January 2018}}</ref>

State planning for high-speed railway began in the early 1990s, and the country's first high-speed rail line, the [[Qinhuangdao–Shenyang Passenger Railway]], was built in 1999 and opened to commercial operation in 2003. This line could accommodate commercial trains running at up to {{convert|200|km/h|abbr=on}}. Planners also considered Germany's [[Transrapid]] [[maglev]] technology and built the [[Shanghai maglev train]], which runs on a {{convert|30.5|km|abbr=on}} track linking the [[Pudong]], the city's financial district, and the [[Shanghai Pudong International Airport|Pudong International Airport]].
The maglev train service began operating in 2004 with trains reaching a top speed of {{convert|431|km/h|abbr=on}}, and remains the fastest high-speed service in the world. Maglev, however, was not adopted nationally and all subsequent expansion features high-speed rail on conventional tracks.

In the 1990s, China's domestic train production industry designed and produced a series of high-speed train prototypes but few were used in commercial operation and none were mass-produced. The Chinese Ministry of Railways (MOR) then arranged for the purchase of foreign high-speed trains from French, German, and Japanese manufacturers along with certain technology transfers and joint ventures with domestic trainmakers. In 2007, the MOR introduced the [[China Railway High-speed|China Railways High-speed (CRH)]] service, also known as "Harmony Trains", a version of the German [[Siemens Velaro]] high-speed train.

In 2008, high-speed trains began running at a top speed of {{convert|350|km/h|abbr=on}} on the [[Beijing–Tianjin intercity railway]], which opened during the [[2008 Summer Olympics]] in Beijing. The following year, trains on the newly opened [[Wuhan–Guangzhou high-speed railway]] set a world record for average speed over an entire trip, at {{convert|312.5|km/h|abbr=on}} over {{convert|968|km|abbr=off}}.

A [[Wenzhou train collision|collision of high-speed trains]] on 23 July 2011 in [[Zhejiang]] province killed 40 and injured 195, raising concerns about operational safety. A credit crunch later that year slowed the construction of new lines. In July 2011, top train speeds were lowered to {{convert|300|km/h|abbr=on|round=5}}. But by 2012, the high-speed rail boom had renewed with new lines and new rolling stock by domestic producers that had indigenised foreign technology. On 26 December 2012, China opened the [[Beijing–Guangzhou–Shenzhen–Hong Kong high-speed railway]], the world's longest high-speed rail line, which runs {{convert|2208|km|abbr=on}} from [[Beijing West railway station]] to [[Shenzhen North Railway Station]].<ref name="AP Jingshen HSR">{{cite news|title=World's Longest Fast Train Line Opens in China|agency=Associated Press|url=http://bigstory.ap.org/article/worlds-longest-fast-train-line-opens-china|url-status=dead|access-date=26 December 2012|archive-url=https://web.archive.org/web/20121229131846/http://bigstory.ap.org/article/worlds-longest-fast-train-line-opens-china|archive-date=29 December 2012}}</ref><ref>{{cite news|title=Beijing – Guangzhou high speed line completed|work=[[Railway Gazette International]]|url=http://www.railwaygazette.com/news/passenger/single-view/view/beijing-guangzhou-high-speed-line-completed.html|access-date=31 December 2012|archive-date=29 December 2012|archive-url=https://web.archive.org/web/20121229151344/http://www.railwaygazette.com/news/passenger/single-view/view/beijing-guangzhou-high-speed-line-completed.html|url-status=dead}}</ref>
The network set a target to create the [[High-speed rail in China#National high-speed rail grid (4+4)|4+4 National  high-speed rail Grid]] by 2015,<ref>{{cite web|title=China's operating high-speed railway exceeds 7,000&nbsp;km|url=http://news.xinhuanet.com/english/china/2012-11/27/c_132002966.htm|date=27 November 2012|work=xinhuanet.com|url-status=dead|archive-url=https://web.archive.org/web/20121201060253/http://news.xinhuanet.com/english/china/2012-11/27/c_132002966.htm|archive-date=1 December 2012|access-date=27 November 2012}}</ref> and continues to rapidly expand with the July 2016 announcement of the [[High-speed rail in China#8+8 HSR Grid|8+8 National high-speed rail Grid]]. In 2017, {{Convert|350|km/h|0|abbr=on}} services resumed on the [[Beijing–Shanghai high-speed railway]],<ref>{{cite web|url=https://fortune.com/2017/08/21/china-world-fastest-train/|title=China Relaunches World's Fastest Train|website=Fortune}}</ref> once again refreshing the world record for average speed with select services running between [[Beijing South railway station|Beijing South]] to [[Nanjing South railway station|Nanjing South]] reaching average speeds of {{convert|317.7|km/h|abbr=on|}}.<ref>{{cite web|title=China powers ahead as new entrants clock in|url=https://www.railwaygazette.com/fileadmin/user_upload/railwaygazette.com/PDF/Railway_Gazette_World_Speed_Survey_2019.pdf|website=Railway Gazette International|access-date=9 July 2019|archive-date=9 July 2019|archive-url=https://web.archive.org/web/20190709020342/https://www.railwaygazette.com/fileadmin/user_upload/railwaygazette.com/PDF/Railway_Gazette_World_Speed_Survey_2019.pdf|url-status=dead}}</ref>

Like Japan, China is also developing maglev system to run trains with even higher speeds. Currently there are two separate high-speed maglev systems being developed in China: 
* the ''CRRC 600'', is based on the [[Transrapid]] technology and is being developed by the [[CRRC]] under license from [[ThyssenKrupp|Thyssen-Krupp]].<ref name="ReOpenEmsland">{{cite news |title=German maglev test track set for revival? CRRC could use the Transrapid Emsland track to test maglev vehicles. |url=https://www.railjournal.com/passenger/high-speed/german-maglev-test-track-set-for-revival/ |publisher=International Railway Journal |date=6 April 2021}}</ref> A {{convert|1.5|km|mi|abbr=on}} test track has been operating since 2006 at the Jiading Campus of [[Tongji University]], northwest of Shanghai.  A prototype vehicle was developed in 2019 and was tested in June 2020.<ref>{{cite news |title=China's super fast 600km/h maglev train performs its first test run |url=https://www.scmp.com/abacus/news-bites/article/3090079/chinas-super-fast-600km/h-maglev-train-performs-its-first-test |access-date=21 July 2021 |publisher=SCMP |date=22 June 2020}}</ref> In July 2021 a four car train was unveiled.{{citation needed|date=July 2021}} A high-speed test track is under development and in April 2021 there was consideration given to re-opening the Emsland test facility in Germany.<ref name="ReOpenEmsland"/>
* An incompatible system has been developed at [[Southwest Jiaotong University]] in Chengdu, the design uses high-temperature super conducting magnets, which the university has been researching since 2000, and is capable of {{convert|620|kph|mph|abbr=on}}.  A prototype was demonstrated in January 2021 on a {{convert|165|m|yd|abbr=on}} test track.<ref>{{cite news |title=China reveals 620km/hr high-temp electric maglev train |url=https://thedriven.io/2021/01/21/china-reveals-620km-hr-high-temp-electric-maglev-train/ |access-date=21 July 2021 |publisher=The Driven |date=21 January 2021}}</ref>

====South Korea====
{{Main|High-speed rail in South Korea}}
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In South Korea, construction of the high-speed line from [[Seoul]] to [[Busan]] began in 1992. The Seoul–Busan corridor is Korea's busiest running between the two largest cities. In 1982, it represented 65.8% of South Korea's population, a number that grew to 73.3% by 1995, along with 70% of freight traffic and 66% of passenger traffic. With both the [[Gyeongbu Expressway]] and [[Korail]]'s [[Gyeongbu Line]] congested as of the late 1970s, the government saw the pressing need for another form of transportation.<ref>{{cite journal |last1=Cho |first1=Nam-Geon |last2=Chung |first2=Jin-Kyu |title=High Speed Rail Construction of Korea and Its Impact |language=ko |journal=KRIHS Special Report Series |volume=12 |year=2008 |publisher=Korea Research Institute for Human Settlements |url=http://168.126.177.50/pub/docu/en/AD/ZA/ADZA2008AAN/ADZA-2008-AAN.PDF |access-date=2010-08-30 |url-status=dead |archive-url=https://web.archive.org/web/20110529073047/http://168.126.177.50/pub/docu/en/AD/ZA/ADZA2008AAN/ADZA-2008-AAN.PDF |archive-date=2011-05-29 |page=11}}</ref>

The line known as [[Gyeongbu high-speed railway]], better known with the [[Korea Train Express|Korea Train Express (KTX)]] service operating on it, was launched on 1 April 2004, using primarily TGV technology from [[France]]. Top speed for trains in regular service is currently {{convert|305|km/h|abbr=on}}, though the infrastructure is designed for {{convert|350|km/h|abbr=on}}. In 2015 and 2016, high-speed rail services were extended to other parts of the country, with the [[Honam high-speed railway]] connecting [[Gwangju]], and [[Suseo–Pyeongtaek high-speed railway]] as the second link from Seoul, entered operation. [[Super Rapid Train]], an open-access operator, started joining the market to operate services on the latter in the same year. Some existing conventional lines, including [[Gyeonggang Line]] and [[Jungang line|Jungang Line]], are also upgraded to semi-high-speed standard, further expanded the KTX network.

The [[KTX-I|initial rolling stock]] was based on [[Alstom]]'s [[SNCF TGV Réseau|TGV Réseau]], and was partly built in Korea. The domestically developed [[HSR-350x]], which achieved {{convert|352.4|km/h|abbr=on}} in tests, resulted in a second type of high-speed trains now operated by Korail, the [[KTX-Sancheon]], which entered into commercial service in 2010. The next generation experimental EMU prototype, [[HEMU-430X]], achieved {{convert|421.4|km/h|abbr=on}} in 2013, making South Korea the world's fourth country after France, Japan, and China to develop a high-speed train running on conventional rail above {{convert|420|km/h|abbr=on}}. It was further developed into commercialised variants, namely [[KTX-Eum]] and [[KTX-Cheongryong]], with respective maximum service speeds of {{Convert|260|km/h|mph|abbr=on}} and {{Convert|320|km/h|mph|abbr=on}}, which entered into KTX services in 2021 and 2024, respectively.

====Taiwan====
{{Main|High-speed rail in Taiwan}}
[[File:A train at THSR Taichung Station.jpg|thumb|A [[THSR 700T]] train at [[Taichung HSR station]]. The [[Taiwan High Speed Rail]] system is primarily based on Japanese Shinkansen]]
[[Taiwan High Speed Rail]]'s first and only HSR line opened for service on 5 January 2007, using Japanese trains with a top speed of {{convert|300|km/h|abbr=on|round=5}}. The service traverses {{convert|345|km|abbr=on}} from {{stl|Taiwan High Speed Rail|Nangang}} to {{stl|Taiwan High Speed Rail|Zuoying}} in as little as 105 minutes. While it contains only one line, its route covers [[Western Taiwan]] where over 90% of Taiwan's population live; connecting most major cities of Taiwan: [[Taipei]], [[New Taipei City|New Taipei]], [[Taoyuan, Taiwan|Taoyuan]], [[Hsinchu]], [[Taichung]], [[Chiayi]], [[Tainan]], and [[Kaohsiung]].<ref>{{cite book |title=Strategic Plan for National Spatial Development (Summary) |date=June 2010 |publisher=[[Council for Economic Planning and Development]], Government of Taiwan |location=Taipei |pages=28–34 |url=https://ws.ndc.gov.tw/Download.ashx?u=LzAwMS9hZG1pbmlzdHJhdG9yLzEwL3JlbGZpbGUvMC83Mi9hZjBhNTViZC1mMzU1LTQwMGQtYTQ5ZC0xNDJlYWFjZGE2MWEucGRm&n=57aT5bu65pyD5ZyL5ZyfX%2BS4reaWh1IucGRm&icon=..pdf |access-date=30 January 2022 |language=zh}}</ref> Once THSR began operations, almost all passengers switched from airlines flying parallel routes<ref name="railvsair_TJ">{{cite news |last=Chen |first=Melody |date=4 September 2008 |title=Romance of rail jeopardises domestic air routes |journal=[[Taiwan Journal]] |url=http://taiwanjournal.nat.gov.tw/site/tj/ct.asp?CtNode=122&xItem=45023 |access-date=11 October 2010 |url-status=dead |archive-url=https://web.archive.org/web/20080925003521/http://taiwanjournal.nat.gov.tw/site/tj/ct.asp?CtNode=122&xItem=45023 |archive-date=25 September 2008}}</ref> while road traffic was also reduced.<ref name="KaWh_07">{{cite news |date=26 September 2007 |title=Taiwan's High-speed Rail: It's Been a Rapid Learning Curve |work=China Knowledge@Wharton |publisher=[[Wharton School of the University of Pennsylvania]] |url=http://www.knowledgeatwharton.com.cn/index.cfm?fa=viewfeature&articleid=1718&languageid=1 |access-date=11 October 2010 |archive-date=16 July 2011 |archive-url=https://web.archive.org/web/20110716031053/http://www.knowledgeatwharton.com.cn/index.cfm?fa=viewfeature&articleid=1718&languageid=1 |url-status=dead }}</ref> Extension from both of current ends are being studied, and it was announced in December 2024 that the end from Zuoying will be extended to [[Kaohsiung Main Station|Kaohsiung city centre]] and [[Pingtung County|Pingtung]].<ref>{{cite web |title=Altered HSR extension plan to require new environmental assessment - Focus Taiwan |url=https://focustaiwan.tw/politics/202412280012 |website=Focus Taiwan - CNA English News |access-date=29 December 2024 |date=28 December 2024}}</ref>

====Indonesia====
{{Main|High-speed rail in Indonesia}}
[[File:KCIC 400-5 with Whoosh logo.jpg|thumb|A KCIC400AF train (a variant of [[China Railway CR400AF|CR400AF]]) passing through [[Bandung]]]]
Indonesia is the first country in Southeast Asia to operate high-speed rail. The concept was first seriously considered in 2008, leading to discussions at the Asian Investment Summit in 2013, and detailed plans were established in 2015. Plans to begin construction of the [[Jakarta]]-[[Bandung]] HSR were announced by the Indonesian government in July 2015, after the Chinese President and other world leaders visited the Bandung Conference.<ref>{{Cite web |last=Oehlers |first=Craig P. |title=Race for Indonesia's high-speed railway part of a big game |url=https://www.thejakartapost.com/news/2015/08/22/race-indonesia-s-high-speed-railway-part-a-big-game.html |access-date=2025-02-22 |website=The Jakarta Post |date=August 22, 2015 |language=en}}</ref>

Both [[Japan]] and [[China]] expressed interest in high-speed rail projects in Indonesia, which highlighted the rivalry between them in their race for Asian infrastructure projects.<ref>{{Cite web |date=2023-10-02 |title=Why China laid the tracks for Indonesia's first high-speed rail |url=https://qz.com/indonesia-whoosh-high-speed-rail-china-belt-and-road-in-1850882868 |access-date=2025-02-22 |website=Quartz |language=en}}</ref> In mid-September 2015, China announced it would fully meet the Indonesian government's demands and offered a new proposal that did not require Indonesia to assume any fiscal burden or debt guarantee in proceeding with the project.<ref name="Jiji">{{cite news |title = China chosen over Japan for Indonesian rail project |date = 29 September 2015 |work=Jiji Press |url=http://the-japan-news.com/news/article/0002457868 |access-date=6 October 2015 |archive-date=5 October 2015 |archive-url=https://web.archive.org/web/20151005150338/http://the-japan-news.com/news/article/0002457868 |url-status=dead}}</ref> Later that month, Indonesia selected China for the $5 billion project.<ref name="WSJ">{{cite news |title=Indonesia's Handling of High-Speed Train Project Adds to Business Confusion, Mixed messages to Japan, China come as Indonesia courts foreign investors | author=Ben Otto |author2=Anita Rachman |date=30 September 2015 |newspaper=The Wall Street Journal |url=https://www.wsj.com/articles/indonesia-to-break-ground-on-first-high-speed-railway-this-year-1443596942?mod=rss_Business |access-date=1 October 2015}}</ref><ref>{{cite news |date=29 September 2015 |title=Indonesia to award fast train contract to China - Japanese embassy official |newspaper=Reuters |url=https://www.reuters.com/article/indonesia-railway-idUSL3N11Z3HQ20150929 |access-date=1 October 2015}}</ref><ref name="ABC">{{cite news |date=30 September 2015 |title=Indonesia awards multi-billion-dollar railway project to China over Japan |newspaper=ABC |url=http://www.abc.net.au/news/2015-09-30/indonesia-awards-major-rail-contract-to-china/6818082 |access-date=1 October 2015}}</ref>

The construction of the first high-speed rail service, linking two major cities of [[Jakarta]] and [[Bandung]] with a distance of {{convert|142.8|km|mi}}, started in August 2018, with the cost of $7.3 billion to build.<ref>{{cite web|url=https://www.independent.co.uk/news/indonesia-ap-joko-widodo-china-jakarta-b2421753.html |title=Indonesia is set to launch Southeast Asia's first high-speed railway, largely funded by China |website=The Independent |date=1 October 2023 |first=Niniek |last=Karmini }}</ref><ref name="Malleck">{{cite web|url=https://qz.com/indonesia-whoosh-high-speed-rail-china-belt-and-road-in-1850882868 |title= Why China laid the tracks for Indonesia's first high-speed rail |date=2 October 2023 |first=Julia |last=Malleck }}</ref><ref>{{cite web|url=https://edition.cnn.com/travel/article/indonesia-first-bullet-train-china-funding-intl-hnk/index.html |title=With China's help, Indonesia launches Southeast Asia's first bullet train |website=CNN |date=2 October 2023 |first=Derek |last=Cai }}</ref><ref>{{cite web|url=https://www.bloomberg.com/news/articles/2023-10-02/indonesia-starts-southeast-asia-s-first-high-speed-rail-operations?leadSource=uverify%20wall |title=Indonesia Starts Southeast Asia's First High-Speed Rail Operations |website=Bloomberg |date=2 October 2023 |first=Chandra |last=Asmara }}</ref> The line began trial operation with passengers on 7 September 2023 and commercial operations on 17 October 2023.<ref>{{Cite web |last=Thomas |first=Vincent Fabian |date=2023-08-08 |title=High-speed railway delayed again, but it's for the better, experts say |url=https://www.thejakartapost.com/business/2023/08/08/high-speed-railway-delayed-again-but-its-for-the-better-experts-say.html |access-date=2023-10-06 |website=The Jakarta Post |language=en}}</ref><ref>{{cite web |url=https://www.metrotvnews.com/read/NxGCz5Mq-pakai-skema-ini-penumpang-kcic-naik-hingga-2-juta|title=Pakai Skema Ini Penumpang KCIC Naik hingga 2 Juta |website=metrotvnews.com |date=6 March 2024 |first=Annisa|last=Ayu}}</ref><ref>{{cite web |url=https://ekonomi.bisnis.com/read/20240305/98/1746672/penumpang-kereta-cepat-whoosh-tembus-2-juta-berkat-tarif-dinamis |title=Penumpang Kereta Cepat Whoosh Tembus 2 Juta, Berkat Tarif Dinamis? |website=bisnis.com |date=5 March 2024 |first=Lorenzo |last=Mahardia }}</ref> It is operated with a maximum operating speed of {{convert|350|km/h|mph|abbr=on|round=10}} by [[Kereta Cepat Indonesia China]], a joint venture of Indonesian and Chinese [[state-owned enterprises]]. This route also serves as an initial project for future development plans.<ref>{{Cite web |last=Binekasri |first=Romys |title=Sah! Kereta Cepat Jakarta Surabaya Digarap China |url=https://www.cnbcindonesia.com/market/20231031175019-17-485285/sah-kereta-cepat-jakarta-surabaya-digarap-china |access-date=2025-02-22 |website=CNBC Indonesia |language=id}}</ref>

===Middle East and Central Asia===
====Saudi Arabia====
{{Main|Haramain high-speed railway}}

====Uzbekistan====
Uzbekistan opened the [[Afrosiyob (train)|Afrosiyob]] {{convert|344|km|abbr=on}} service from [[Tashkent]] to [[Samarkand]] in 2011, which was upgraded in 2013 to an average operational speed of {{convert|160|km/h|abbr=on}} and peak speed of {{convert|250|km/h|abbr=on}}. The Talgo 250 service has been extended to Karshi as of August 2015 whereby the train travels {{convert|450|km|abbr=on}} in 3 hours. As of August 2016, the train service was extended to [[Bukhara]], and the {{convert|600|km|abbr=on}} extension will take 3 hours and 20 minutes down from 7 hours.<ref>{{cite web |url=http://www.railwaygazette.com/news/passenger/single-view/view/talgo-250-reaches-bukhara.html |title=Talgo 250 reaches Bukhara |date=26 August 2016 |website=Railway Gazette |publisher=DVV Media UK |access-date=26 August 2016 |archive-date=27 August 2016 |archive-url=https://web.archive.org/web/20160827194202/http://www.railwaygazette.com/news/passenger/single-view/view/talgo-250-reaches-bukhara.html |url-status=dead }}</ref>

=== Africa ===
====Egypt ====
{{Main|High-speed rail in Egypt}}

{{As of|2022}}, there are no operational high-speed rail lines in Egypt. Plans have been announced for three lines, aiming to connect the Nile river valley, the Mediterranean coast, and the Red Sea. Construction had started on at least two lines.<ref>{{Cite web |date=2022-03-14 |title=Egypt's Transport Ministry starts construction of 2nd express train line |url=https://egyptindependent.com/egypts-transport-ministry-starts-construction-of-2nd-express-train-line/ |access-date=2022-12-26 |website=Egypt Independent |language=en-US}}</ref>

==== Morocco ====
In November 2007, the Moroccan government decided to undertake the construction of a high-speed rail line between the economic capital [[Casablanca]] and [[Tangier]], one of the largest harbour cities on the [[Strait of Gibraltar]].<ref name=":3" /> The line will also serve the capital [[Rabat]] and [[Kenitra]]. The first section of the line, the {{convert|323|km|mi|adj=mid|}} [[Kenitra–Tangier high-speed rail line]], was completed in 2018.<ref name=":4" /> Future projects include expansions south to Marrakech and Agadir, and east to Meknes, Fes and Oujda.