Editing High-speed rail (section)

====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}}.