High-speed rail (HSR) is a type of train system that moves much faster than regular trains. It uses special trains and tracks designed for high speeds. While there is no one rule for what makes a rail system high-speed, most systems are considered high-speed if they can travel at least 250 km/h (155 mph) or if they are upgraded to reach at least 200 km/h (125 mph).

The first high-speed rail system, called the Tōkaidō Shinkansen, started in Japan in 1964. The trains on this system had a pointed, streamlined shape, which led people to call them "bullet trains." Japan's success inspired other countries, including Italy, France, Germany, and Spain, to build their own high-speed rail systems. Today, much of Europe has many high-speed rail lines that connect countries. Since the 21st century, China has built the most high-speed rail lines in the world. As of 2023, China's HSR network makes up more than two-thirds of the world's total.

Many other countries have also built high-speed rail systems to connect major cities, including Austria, Belgium, Denmark, Finland, Indonesia, Morocco, the Netherlands, Norway, Poland, Portugal, Russia, Saudi Arabia, Serbia, South Korea, Sweden, Switzerland, Taiwan, Turkey, the United Kingdom, and the United States. High-speed rail systems that cross borders between countries are mostly found in Europe and Asia.

Most high-speed trains run on standard gauge tracks. These tracks are made of continuously welded rails and are built on paths that are separated from other roads and paths. They also have large curves. However, some countries, like Russia and Uzbekistan, have older railways with wider tracks and have chosen to build high-speed rail using those wider tracks instead. There are no high-speed rail systems that use narrow gauge tracks. Countries like Japan and Spain, which have older rail systems with different track widths, often build their high-speed lines using the standard gauge instead of their older track widths.

High-speed rail is the fastest and most efficient way to move people by land. However, building high-speed rail is more expensive than building regular rail because it requires large curves, gentle slopes, and tracks that are separated from other roads and paths. Because of these costs, high-speed rail is not always the most economical choice compared to regular rail.

Definitions

Many different definitions of high-speed rail are used around the world. International groups and regional organizations have created different standards. Some countries have also made their own legal rules and technical standards for high-speed rail.

The International Union of Railways (UIC) has three categories for high-speed rail:

• Category I: New tracks built especially for high speeds, allowing trains to reach at least 250 km/h (155 mph).
• Category II: Existing tracks upgraded for high speeds, allowing trains to reach at least 200 km/h (124 mph).
• Category III: Existing tracks upgraded for high speeds, allowing trains to reach at least 200 km/h (124 mph), but with some parts of the track having lower speed limits due to things like hills, tunnels, or city areas.

Another definition of high-speed and very high-speed rail requires both of the following to be true:

• Trains must be able to reach speeds above 200 km/h (124 mph), or 250 km/h (155 mph) for very high-speed.
• The average speed of trains across the route must be above 150 km/h (93 mph), or 200 km/h (124 mph) for very high-speed.

The UIC uses the term "definitions" (plural) because it believes there is no single standard definition of high-speed rail. It also believes the terms "high speed" and "very high speed" are not used consistently. The UIC refers to the European EC Directive 96/48, which says high speed is a combination of infrastructure, train design, and operating conditions. The UIC explains that high-speed rail is a set of special features, not just a train that can go fast. Some trains can reach 200 km/h (124 mph) but are not considered high-speed trains. Examples include the French SNCF Intercités and German DB IC trains.

The speed limit of 200 km/h (124 mph) is chosen for several reasons. At higher speeds, track problems cause more issues, train wheels have less grip, air resistance increases, tunnels create uncomfortable pressure changes, and drivers find it harder to see signals. Standard signaling systems are often limited to speeds below 200 km/h (124 mph). Traditional speed limits are 127 km/h (79 mph) in the U.S., 160 km/h (99 mph) in Germany, and 125 mph (201 km/h) in the U.K. At higher speeds, systems like positive train control or the European Train Control System are needed or required by law.

The European Union Directive 96/48/EC defines high-speed rail in terms of:

• Infrastructure: Tracks built especially for high-speed travel or upgraded for high-speed travel.
• Minimum speed limit: A minimum speed of 250 km/h (155 mph) on new tracks and 200 km/h (124 mph) on upgraded tracks. This must apply to at least one part of the route. Trains must be able to reach at least 200 km/h (124 mph) to be considered high-speed.
• Operating conditions: Trains must be designed to work well with their tracks, ensuring safety and quality of service.

Some national laws define high-speed rail as follows:

According to Australia’s High Speed Rail Authority Act 2022, high-speed rail is a railway that can support trains traveling faster than 250 km/h. As of 2026, Australia plans to build one railway that meets this definition.

China’s Ministry of Railways Order No. 34 (2013) says high-speed rail includes new passenger lines designed to operate at 250 km/h or higher, with initial service reaching at least 200 km/h.

Japan’s first law defining high-speed rail was the "Nationwide Shinkansen Railways Construction and Improvement Act," passed in 1970. This law defined high-speed rail as a railway capable of operating at 200 km/h or more on most parts of the track. It helped establish the Shinkansen network, which began operating in 1964.

South Korea’s Railway Service Act (2004) divides railway lines and trains into three types:

• High-speed railway lines: Trains can run at 300 km/h or more on most tracks.
• Semi-high-speed railway lines: Trains can run between 200 km/h and 300 km/h on most tracks.
• Conventional lines: Trains can run at less than 200 km/h on most tracks.

The law also classifies trains based on their maximum speeds.

U.S. federal law defines high-speed rail as intercity passenger train service expected to reach speeds of at least 110 miles per hour (180 km/h).

History

Railways were the first fast way to move people and goods over land. They controlled most long-distance travel until cars and airplanes became common in the early to mid-1900s. Speed was always important for railways, and they worked hard to make trains faster and reduce travel time. In the late 1800s, train speeds were similar to non-high-speed trains today, and many railways operated fast express trains that averaged about 100 km/h (62 mph).

High-speed rail development began in Germany in 1899. The Prussian state railway partnered with ten electrical and engineering companies to electrify 72 km (45 mi) of a military-owned railway between Marienfelde and Zossen. The line used three-phase electrical current at 10 kilovolts and 45 Hz.

The Van der Zypen & Charlier company in Cologne built two railcars. One used electrical equipment from Siemens-Halske, and the other used equipment from Allgemeine Elektricitäts-Gesellschaft (AEG). These railcars were tested on the Marienfelde–Zossen line in 1902 and 1903.

On 23 October 1903, the Siemens-Halske railcar reached a speed of 206.7 km/h (128.4 mph). On 27 October, the AEG railcar reached 210.2 km/h (130.6 mph). These tests showed that electric high-speed rail was possible, but regular electric high-speed train service was still more than 30 years away.

After electric railroads were developed, the cost of building infrastructure, such as tracks and stations, slowed the introduction of high-speed rail. Many accidents happened, like trains derailing, colliding on single-track lines, and hitting vehicles at crossings. Scientists knew that if a train’s speed doubled, the curve radius of the track needed to be four times larger, and the same rule applied to braking and acceleration distances.

In 1891, engineer Károly Zipernowsky proposed a high-speed electric rail line from Vienna to Budapest at 250 km/h (160 mph). In 1893, Wellington Adams suggested a rail line from Chicago to St. Louis at 160 km/h (99 mph).

Alexander C. Miller had bigger goals. In 1906, he started the Chicago-New York Electric Air Line Railroad project to cut travel time between the two cities to ten hours using electric trains at 160 km/h (99 mph). After seven years, less than 50 km (31 mi) of track was completed. A small part of the line is still used today as the South Shore Line.

In the United States, some early 1900s interurban trains (trams that connected cities) were very fast for their time. Similar trains existed in Europe. Many high-speed rail technologies began with these interurban systems.

In 1903, officials at the Louisiana Purchase Exposition organized tests to design train cars that could reduce wind resistance at high speeds. In 1905, the St. Louis Car Company built a railcar for Henry E. Huntington that could reach speeds near 160 km/h (100 mph). It traveled 32 km (20 mi) between Los Angeles and Long Beach in 15 minutes, averaging 130 km/h (80 mph). However, the railcar was too heavy for many tracks. Companies like Cincinnati Car Company and J. G. Brill developed lighter trains using aluminum and special bogies to move smoothly on rough tracks. Westinghouse and General Electric made compact motors that could be placed on the bogies. By 1930, the Red Devils from Cincinnati Car Company and other interurban trains reached about 145 km/h (90 mph) in regular service. The Red Devils weighed 22 tons but could carry 44 passengers.

Before 1931, wind tunnel research was done for the first time in the railway industry. J. G. Brill built the Bullet cars for Philadelphia and Western Railroad (P&W) in 1931. These cars could reach 148 km/h (92 mph). Some Bullet cars remained in service for almost 60 years. The P&W’s Norristown High Speed Line is still used today, nearly 110 years after the double-track Upper Darby–Strafford line opened in 1907 without any road or rail crossings. The entire line used an absolute block signal system to control train movement.

On 15 May 1933, the Deutsche Reichsbahn-Gesellschaft company introduced the diesel-powered "Fliegender Hamburger" (Flying Hamburg) in regular service between Hamburg and Berlin (286 km or 178 mi). This train reached a top speed of 160 km/h (99 mph) and used streamlined design and Jakobs bogies.

After the success of the Hamburg line, the steam-powered Henschel-Wegmann Train was developed in 1936 for service between Berlin and Dresden, also reaching 160 km/h (99 mph). No train service between these cities has been faster than this train until 2018. In August 2019, the travel time between Dresden-Neustadt and Berlin-Südkreuz was 102 minutes.

Further development allowed these "Fliegenden Züge" (flying trains) to operate on a rail network across Germany. The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) was planned in 1934 but never reached its full size.

All high-speed service stopped in August 1939, just before World War II began.

On 26 May 1934, the Burlington Railroad set a long-distance average speed record with their new streamlined train, the Zephyr, at 124 km/h (77 mph), with peak speeds of 185 km/h (115 mph). The Zephyr was made of stainless steel and used diesel power, Jacobs bogies, and could reach 160 km/h (99 mph) in regular service.

The Zephyr service began on 11 November 1934, traveling between Kansas City and Lincoln at an average speed

Network

Continuous welded rail is often used to reduce track vibrations and misalignment. Most high-speed rail lines are powered by electricity from overhead lines, use in-cab signaling systems, and include advanced switches with very small angles for entry and frog points. High-speed rail tracks may also be designed to minimize vibrations caused by high-speed train movement.

The road-rail parallel layout places railway lines next to highways. Examples include the Paris/Lyon line, where 15% of the track runs beside highways, and the Köln–Frankfurt line, where 70% of the track runs beside highways. This setup offers benefits, such as shared noise reduction measures for both road and rail, reduced land acquisition needs because land may already be used for highways, and less disruption to wildlife habitats, as only one combined right-of-way is created instead of multiple. However, roads typically allow steeper slopes and sharper turns than high-speed rail lines, so combining them may not always be suitable. Both roads and railways often use narrow areas like river valleys or mountain passes, which limit the space available for separate infrastructure.

In China, high-speed rail lines operating between 200 and 250 km/h (124 and 155 mph) may carry both freight and passenger trains, while lines traveling faster than 300 km/h (185 mph) are used only by passenger CRH/CR trains.

In the United Kingdom, HS1 is also used by regional trains operated by Southeastern, which can reach speeds of up to 225 km/h (140 mph), and occasionally by freight trains heading to central Europe.

In Germany, some high-speed rail lines are shared with Inter-City and regional trains during the day and with freight trains at night.

In France, some high-speed rail lines are shared with regional trains that travel at 200 km/h (124 mph), such as the TER Nantes-Laval line.

Mixing trains that travel at very different speeds or have different stopping patterns on the same tracks can reduce the number of trains that can operate. To address this, trains are often scheduled at different times (e.g., freight trains use the track only at night when few or no passenger trains are running), or slower trains wait at stations or passing sidings for faster trains to pass, even if this causes delays for both types of trains.

The cost per kilometer for high-speed rail in Spain was estimated between €9 million (Madrid–Andalucía) and €22 million (Madrid–Valladolid). In Italy, costs ranged from €24 million (Roma–Napoli) to €68 million (Bologna–Firenze). In the 2010s, costs per kilometer in France ranged from €18 million (BLP Brittany) to €26 million (Sud Europe Atlantique). In 2019, the World Bank estimated that China’s high-speed rail network was built at an average cost of $17–21 million per kilometer.

Freight high-speed rail

All high-speed trains are designed to carry passengers only. There are very few high-speed freight services in the world, and those that exist use trains that were originally built for passengers.

When planning the Tokaido Shinkansen in Japan, the Japanese National Railways considered including freight services along the route. This plan was abandoned before the line opened, but since 2019, some Shinkansen services have carried light freight.

In France, the TGV La Poste was the only very high-speed train used for transporting mail between 1984 and 2015. It reached a top speed of 270 kilometers per hour (170 mph) and used trainsets that were either specially built or modified from passenger TGV Sud-Est trains.

In Italy, Mercitalia Fast is a high-speed freight service started in October 2018 by Mercitalia. It uses passenger ETR 500 trainsets that have been converted to carry goods at average speeds of 180 km/h (110 mph). Initially, the service ran between Caserta and Bologna, with plans to expand across Italy.

In some countries, high-speed rail is connected with courier services to deliver goods quickly between cities. For example, China Railways works with SF Express to deliver cargo by high-speed train, and Deutsche Bahn provides express deliveries in Germany and to major cities outside the country using the ICE network. These services use empty space, such as luggage racks, on passenger trains instead of dedicated freight trains.

Freight trains that are not high-speed but run on high-speed lines are more common. For example, High Speed 1 in the United Kingdom has weekly freight services. However, high-speed lines are often steeper than regular railways, which makes it harder for most freight trains to climb slopes. Freight trains typically have less power compared to their weight, so they struggle on steep grades. For instance, the Frankfurt–Cologne high-speed line has slopes as steep as 40‰ (40 per thousand). If a high-speed line passes through hilly areas and is to be used for freight, expensive engineering projects, such as tunnels and bridges, are needed. This is the case with the Hannover–Würzburg high-speed line, which includes the longest and second-longest mainline rail tunnels in Germany and uses tunnels or bridges for about half of its total length.

Rolling stock

Important technologies used in high-speed trains include tilting trainsets, aerodynamic designs (which help reduce drag, lift, and noise), air brakes, regenerative braking, engine technology, and dynamic weight shifting. Well-known manufacturers of high-speed trains are Alstom, Talgo, Hitachi, Kawasaki, Siemens, Stadler Rail, Hyundai Rotem, and CRRC.

Comparison with other modes of transport

High-speed trains are not as fast as airplanes, but they can complete short trips faster than flying. Trains usually connect city centers directly, while airplanes require traveling to airports that are often far from city centers.

High-speed rail (HSR) works best for trips that take 1 to 4.5 hours (about 150–900 km or 93–559 miles). For these distances, trains can be faster than planes or cars. For trips under 700 km (430 miles), the time spent checking in, going through airport security, and traveling to and from the airport often makes flying slower than taking the train. European officials consider HSR a strong competitor to air travel for trips under 4.5 hours.

HSR has removed air travel from routes like Paris–Lyon, Paris–Brussels, and Tokyo–Nagoya. It has also greatly reduced air traffic on routes such as Amsterdam–Brussels and Naples–Rome–Milan.

China Southern Airlines, China’s largest airline, expects its route network to be affected by the growth of HSR. About 25% of its routes may lose business due to competition from trains.

In Europe, air travel is more affected by HSR competition than road travel (cars and buses) for trips of 400 km (249 miles) or more. For example, the TGV Sud-Est train cut the travel time between Paris and Lyon from nearly four hours to about two hours. Train use increased from 40% to 72%, while air and road use dropped. On the Madrid–Seville route, the AVE train increased its share from 16% to 52%, while air travel dropped from 40% to 13%.

According to a formula, the rail market share compared to planes depends on travel time. A three-hour trip gives trains about 65% of the market, not counting ticket prices.

In Japan, if a high-speed rail trip takes longer than four hours, people usually choose planes instead. For example, the Shinkansen train from Tokyo to Osaka takes 2 hours 22 minutes and has an 85% market share, while planes have 15%. From Tokyo to Hiroshima, the train takes 3 hours 44 minutes and has a 67% market share, while planes have 33%. However, on the Tokyo–Fukuoka route, where the train takes 4 hours 47 minutes, planes have a 90% market share, and trains have 10%.

In Taiwan, China Airlines stopped all flights to Taichung Airport after the high-speed rail started operating. By 2012, flights between Taipei and Kaohsiung ended completely.

Trains are more competitive in areas with high population density or high gas prices because they are more fuel-efficient than cars when many people ride them. Most high-speed trains use electricity, not diesel or other fossil fuels. In Japan and France, much of the electricity used for trains comes from nuclear power. On the Eurostar, which runs on the French electricity grid, train travel from London to Paris produces 90% fewer emissions than flying. In Germany, 38.5% of electricity came from renewable sources in 2017, though railways use their own power grid. Even with electricity from coal or gas, high-speed trains are more fuel-efficient per passenger per kilometer than cars because of their size and lower air and rolling resistance.

High-speed rail can carry more passengers at higher speeds than cars. For longer trips, trains save more time than cars. However, for short trips (up to 150 km or 90 miles), trains can compete with cars, especially if road traffic is heavy or parking is expensive. In Norway, the Gardermoen Line increased train use from Oslo to the airport to 51% in 2014, compared to 17% for buses and 28% for cars and taxis. On short routes, a train’s ability to accelerate quickly may matter more than its top speed. High-speed rail also allows people to live farther from city centers and commute by train, as train tickets can be cheaper than city housing.

A typical passenger train carries 2.83 times as many people per hour per meter of width as a road. The Eurostar, for example, can move 9,600 passengers per hour in each direction. In contrast, a six-lane highway can move 2,250 cars per hour, but each car carries an average of 1.57 people. A standard two-track railway can carry 13% more people than a six-lane highway, using only 40% of the land. Japan’s Tokaido Shinkansen line can move up to 20,000 passengers per hour in each direction. Commuter roads often carry fewer than 1.57 people per car during rush hours. Small planes like the Airbus A320 can carry 186 passengers in a dense layout, while the Boeing 737-800 can carry 189 passengers in the same setup.

• Less boarding infrastructure: Air travel is faster than trains, but total trip time can be longer because airports are far from city centers, and passengers must check in, handle luggage, and go through security.
• Short range advantages: Trains are often better for short to mid-range trips because train stations are closer to city centers than airports. Airplanes only become faster than trains for long trips after accounting for airport delays and travel to the airport.
• Urban center: Trains are more convenient for connecting city centers directly, while airplanes require traveling to distant airports.

Accidents

High-speed rail travel is generally very safe. The first high-speed rail network, Japan’s Shinkansen, has not had any fatal passenger accidents since it began operating in 1964.

Major accidents involving high-speed trains include the following:

In 1998, the Eschede accident occurred in Germany. A poorly designed wheel on an ICE 1 train broke while traveling at 200 km/h (124 mph) near Eschede. The train derailed, and most of the 16 cars were destroyed. This accident caused 101 deaths. The derailment started at a switch, and the high-speed cars later hit and collapsed a road bridge nearby.

On 23 July 2011, a Chinese CRH2 train traveling at 100 km/h (62 mph) collided with a stopped CRH1 train on a viaduct near Wenzhou, Zhejiang province. Both trains derailed, and four cars fell off the viaduct. This accident killed 40 people and injured at least 192. After this disaster, China reduced maximum speeds on its high-speed rail lines. Speed limits were lowered from 350 km/h (217 mph) to 300 km/h (185 mph), 250 km/h (155 mph) to 200 km/h (124 mph), and 200 km/h (124 mph) to 160 km/h (99 mph). These speeds were later restored.

On 2 July 2013, a high-speed train in Spain derailed while attempting to navigate a curve with a speed limit of 80 km/h (50 mph). The train was traveling at 190 km/h (120 mph) and overturned, killing 78 people. The automatic speed limiter was disabled by the driver earlier, and the train worker’s union later said the system had not been properly funded. The driver was charged with homicide by negligence. This accident occurred on a conventional track section, not a high-speed one.

On 14 November 2015, a TGV EuroDuplex train was testing on an unopened section of the LGV Est high-speed line in France. The train entered a curve at 10% above the planned speed limit and overturned. The rear power car fell into a canal, and the rest of the train came to rest in a grassy area. Eleven people were killed, and 37 were injured. Officials said excessive speed likely caused the accident. Safety features that usually prevent such accidents were turned off during testing.

On 13 December 2018, a high-speed passenger train traveling at 80–90 km/h (50–56 mph) collided with a locomotive near Yenimahalle, Turkey. Three cars derailed, killing three railroad engineers, five passengers, and injuring 84 others. Another passenger later died, and 34 people, including two in critical condition, were hospitalized.

On 6 February 2020, a high-speed train derailed in Livraga, Lombardy, Italy, while traveling at 300 km/h (185 mph). Both drivers were killed, and several passengers were injured. Investigators found that a faulty set of junction points was in the wrong position, but the signaling system incorrectly reported them as normal.

On 19 January 2026, two high-speed trains collided at 250 km/h (155 mph) after one derailed at a switch. At least 42 people were confirmed dead.

Ridership

High-speed rail passenger numbers have grown quickly since 2000. At the start of the 21st century, most high-speed rail passengers traveled on Japan's Shinkansen network. In 2000, the Shinkansen accounted for about 85% of all high-speed rail trips worldwide up to that time. Over time, China's high-speed rail network has become the biggest contributor to global ridership growth since it started. By 2018, China's high-speed rail network carried more than five times as many passengers each year as Japan's Shinkansen.

Records

There are several ways to define "maximum speed":

• The highest speed a train is allowed to run by law or policy during regular service.
• The highest speed an unmodified train has been shown to be able to reach.
• The highest speed a specially modified train has been shown to be able to reach.

The fastest speed ever recorded for a pre-production unconventional passenger train was achieved by a seven-car L0 series maglev train. It reached 603 km/h (375 mph) on April 21, 2015, in Yamanashi Prefecture, Japan.

Since 1955, when France set a world speed record of 331 km/h, France has mostly held the absolute world speed record. The latest record was set by a TGV POS train, which reached 574.8 km/h (357.2 mph) in 2007 on the LGV Est high-speed line in France. This test was not for regular passenger service but to prove the train’s engineering capabilities.

As of 2022, the fastest trains in commercial use are:

• CR400AF/KCIC400AF, CR400BF: 350 km/h (220 mph) (China, Indonesia)
• TGV Duplex, TGV Réseau, TGV POS, TGV Euroduplex: 320 km/h (200 mph) (France)
• Eurostar e320: 320 km/h (200 mph) (France, United Kingdom)
• E5, H5, E6 Series Shinkansen: 320 km/h (200 mph) (Japan)
• ICE 3 Class 403, 406, 407: 320 km/h (200 mph) (Germany)
• AVE Class 103: 310 km/h (190 mph) (Spain)
• CRH2 C, CRH3 C, CRH380A & AL, CRH380B, BL & CL, CRH380D: 310 km/h (190 mph) (China)
• KTX-I, KTX-Sancheon, KTX-Cheongryong: 305 km/h (190 mph) (South Korea)
• AGV 575, ETR 500, ETR 1000 (Frecciarossa 1000): 300 km/h (185 mph) (Italy)
• Shanghai Maglev: 300 km/h (185 mph) (China, on a 30 km (19 mi) maglev track). Before May 2021, it ran at 431 km/h.

Many trains and their networks are technically able to go faster, but they are limited for economic and commercial reasons, such as the cost of electricity, maintenance, and ticket prices.

The fastest conventional trains currently in operation are China’s CR400A and CR400B, which run at 350 km/h (220 mph) on the Beijing–Shanghai high-speed rail. China resumed its 350 km/h service in September 2017. From July 2011 to September 2017, the official maximum speed was 300 km/h (185 mph), but trains often reached 310 km/h (193 mph) due to a 10 km/h (6 mph) tolerance. Before July 2011, China’s high-speed trains operated at 350 km/h (217 mph) on some lines, such as the Wuhan–Guangzhou high-speed railway. Speeds were reduced in 2011 because of high costs and safety concerns. In 2017, speeds were restored to 350 km/h (220 mph).

Other fast conventional trains include the French TGV POS, German ICE 3, and Japanese E5 and E6 Series Shinkansen, which operate at 320 km/h (199 mph) on select lines. In Spain, the Madrid–Barcelona high-speed line allows trains to reach 310 km/h (193 mph).

The China Railway G403/4, G405/6, and D939/40 Beijing–Kunming train, which began service on December 28, 2016, is the longest high-speed rail service in the world. It covers 2,653 km (1,648 miles) and takes between 10 hours 43 minutes and 14 hours 54 minutes to complete.

Existing systems by country and region

The first high-speed rail lines were built in France, Japan, Italy, and Spain. These lines connected large cities. In France, the line connected Paris and Lyon. In Japan, it connected Tokyo and Osaka. In Italy, it connected Rome and Florence. In Spain, it connected Madrid and Seville, later extending to Barcelona. In European and East Asian countries, dense networks of subways and railways link cities with high-speed rail lines.

China has the largest high-speed rail network in the world. As of 2025, this network covers over 50,000 kilometers (31,000 miles). It is also the busiest system, with over 1.44 billion passengers in 2016 and 2.01 billion in 2018. These numbers represent more than 60% of all passenger rail travel. By the end of 2018, high-speed trains in China had carried over 9 billion passengers. According to Railway Gazette International, some trains on the Beijing–Shanghai high-speed line reached an average speed of 317.7 km/h (197.4 mph) as of July 2019.

New high-speed rail lines have improved travel between cities, creating a growing commuter market near urban areas. For example, people now commonly travel by high-speed rail between Beijing and nearby cities like Hebei and Tianjin. Similar patterns are seen between Shanghai, Shenzhen, and Guangzhou.

A 26-kilometer (16-mile) underground rail line connects Hong Kong West Kowloon station to the border with mainland China. From there, the line continues to Shenzhen’s Futian station. A depot and storage tracks are located in Shek Kong. Some parts of West Kowloon station are not controlled by Hong Kong to help with border checks.

Indonesia operates a 142.8-kilometer (88.7-mile) high-speed rail line connecting its two largest cities in Western Java. The line, called the Whoosh HSR, runs at speeds of 350 km/h (217 mph). It opened in October 2023 and is the first high-speed rail system in Southeast Asia and the Southern Hemisphere.

Japan’s Shinkansen was the first high-speed train system. It has carried over 10 billion passengers and has no passenger deaths from operational accidents in its more than 60 years of service. It is the second-largest high-speed rail system in Asia, with 2,951 kilometers (1,834 miles) of track.

In Saudi Arabia, a high-speed rail line called the Haramain high-speed railway opened in 2018. The 453-kilometer (281-mile) route connects Medina to Mecca, with service beginning in phases.

South Korea’s KTX high-speed rail system has transported over 1 billion passengers since its opening in 2004. It is now Asia’s third-largest system, with 887 kilometers (551 miles) of track. In 2013, the KTX had a 57% market share for travel above 300 km/h (185 mph), the highest in the region.

Taiwan has a single north–south high-speed rail line, the Taiwan high-speed rail. It is 345 kilometers (214 miles) long, connecting Taipei to Kaohsiung along the west coast. The project cost $18 billion and is operated by a private company using technology from Japan’s Shinkansen system.

During construction, eight stations were built: Taipei, Banqiao, Taoyuan, Hsinchu, Taichung, Chiayi, Tainan, and Zuoying (Kaohsiung). As of August 2018, the line has 12 stations, including Nangang, Miaoli, Changhua, Yunlin, and others. Plans are underway to extend the line to Yilan and Pingtung, with service expected by 2030.

Uzbekistan has a single high-speed rail line connecting Tashkent and Samarkand. Trains on this line can reach speeds of 250 km/h (155.3 mph). The system also includes electrified tracks to Bukhara and Dehkanabad, but these run at slower speeds.

In November 2007, Morocco began building a high-speed rail line between Casablanca and Tangier. The line will also serve Rabat and Kenitra. The first section, the 323-kilometer (201-mile) Kenitra–Tangier line, was completed in 2018.

In Europe, several countries are connected by cross-border high-speed rail, such as London–Paris, Paris–Brussels–Rotterdam, and Madrid–Perpignan. Future projects are also planned.

France has 2,800 kilometers (1,700 miles) of high-speed rail lines, making it one of the largest networks in Europe and the world. Early focus was on business travelers, but later lines connected vacation areas like beaches, amusement parks, and ski resorts. Friday evenings are the busiest time for TGV trains (train à grande vitesse). Lower prices on long-distance travel helped increase ridership and change how cities are used.

On the Paris–Lyon route, passenger numbers grew enough to justify adding double-decker coaches. Later lines, like the LGV Atlantique and LGV Est, were designed to connect with other rail lines and serve more cities.

Germany’s first high-speed lines ran north–south, but after unification, lines were built east–west. In the early 1900s, Germany tested electric trains at speeds over 200 km/h. By the 1930s, steam and diesel trains reached speeds of 160 km/h in regular service. The InterCityExperimental set a speed record in the 1980s, and the InterCityExpress began service in 1991. It runs on new high-speed lines, upgraded tracks, and older lines. Lufthansa, Germany’s main airline, partners with Deutsche Bahn to offer ICE trains as “feeder flights” under the AIRail program.

In 2022, Greece started its first high-speed rail service between Athens and Thessaloniki. The 512-kilometer (318-mile) route takes 3 to 4 hours, with trains reaching 250 km/h (160 mph). A 180-kilometer (112-mile) line from Athens to Patras is being upgraded for high-speed travel, expected to finish by 2026. This route was once one of Europe’s busiest air routes.

Italy was among the first countries to develop high-speed rail technology in the 1920s and 1930s. The Direttissime railways connected major cities on dedicated electrified tracks, though speeds were lower than today’s standards. The ETR 200 trainset was also developed. After World War II, interest in

Inter-city effects

High-speed rail has improved how people move within cities, making travel easier. It helps cities grow and improve by connecting nearby and distant areas, and by creating better relationships between cities. These connections help businesses by providing better services, advanced technology, and marketing opportunities. The most important benefit of high-speed rail is reducing travel time, which makes it easier for people to move between places. High-speed rail lines are used for both long-distance routes, which often serve business travelers, and short-distance routes, which have changed how people commute between cities. These routes create new job and living opportunities. Combining long and short rail routes in one country helps a country’s economy grow by expanding the job and housing markets of large cities to include smaller towns. High-speed rail is closely linked to city development, as it attracts businesses, helps industries move to new areas, and encourages companies to create new ideas and products.

Closures

The KTX Incheon International Airport to Seoul Line (uses the Incheon AREX) was closed in 2018 because of several problems, including low usage and sharing tracks with other trains. The AREX was not built for high-speed travel, so the KTX service on this line can only reach a maximum speed of 150 km/h.

In China, many traditional railway lines improved to reach speeds of 200 km/h had high-speed trains moved to separate high-speed lines. These older lines, which often pass through towns and have crossings where trains and cars share the road, are still used for local trains and freight. For example, all passenger EMU services on the Hankou–Danjiangkou railway now use the Wuhan–Shiyan high-speed railway. This change allows the slower, older railway to continue carrying freight trains.