Proposed high-speed rail by country

For planned extensions of existing high-speed rail networks, see List of high-speed railway lines.

This article lists planned or proposed high-speed rail projects, arranged by country. Although many nations have done preliminary feasibility studies, many lines are eventually shelved or postponed due to high cost, and only a few nations of those proposing are actively building high-speed rail lines. Planned or proposed lines are therefore separated here from lines that are under construction, some nations having both. High-speed rail is public transport by rail at speeds in excess of 200 km/h (125 mph).

Africa

Morocco

Moroccan high speed rail service program (by 2035).

A trans-Maghreb high-speed rail line linking Morocco, Algeria and Tunisia is being planned. The project is expected to begin in Morocco and move towards Algiers, and finally reach Tunis. However, the difficult historical relations between Morocco and Algeria make the project not immediate. Part of this project line has opened as of November 2018 in the high-speed rail Al-Boraq, that service between Casablanca and Tangier, in Morocco and is the first of its kind on the African continent.

By 2040, Morocco additionally is planning to build a route from Kenitra to Marrakech for 40 billion MAD, and a route from Marrakech to Agadir for 50 billion MAD. China Railway Corporation has expressed interest in the latter project to the Moroccan government in the summer of 2021.

Algeria

In 2012 the Administration of Algeria Railway (ANESRIF) began building a double-tracked 142 km electric high-speed railway reaching speeds of 220 km/h from Oued Tlélat (Oran), with stops in Sidi Bel-Abbès and Tlemcen, and is 80% complete in fall 2021, with 129 viaducts totaling 14 km and 3 tunnels totaling 1.5 km. The project was due to be finished in 2019, but faced delays due to problems with land acquisition and due to COVID-19, and is set to open by the end of 2021. In 2015, the administration started building the extension from Tlemcen to Akkid Abbas (Maghnia) on the Moroccan border, a total of 56 km designed for 220 km/h journeys, but is only 7% complete as of fall 2021, largely due to land acquisition controversies in Tlemcen and Mansourah. This section will contain the largest viaduct in Africa, the M'dig Viaduct over the Isser river, (near Aïn Fezza), which will be 130 meters high, and 1.8 kilometers long, and a 600m tunnel into downtown Tlemcen, which will boast a renovated train station. The whole 198 km project is estimated at 2 billion euros.

Tunisia

The Tunisian government and Tunisian Railways (SNCFT) are currently planning a high speed rail in three parts: a new 180 km line from Ras Jedir on the Libyan border to Gabès, to be built to 250 km/h for passenger trains and 120 km/h for freight, estimated to cost TND 2.6 billion ($917 million). The second phase will continue from Gabès through Sfax, Sousse, Nabeul, Tunis, and finish in Bizerte, a 480 km segment that will involve both new track and upgrading existing lines, for an estimated TND 14 billion ($4.9 billion). The third phase will involve an upgrade of the current line between Tunis and Tabarka on the Algerian border, a 180 km segment whose cost is estimated at TND 9.4 billion ($3.3 billion). The total cost of the 840 km electrified standard gauge line traversing the country is estimated by the Tunisian government to be TND 26 billion ($9.2 billion), as of fall 2021. No concrete action seems to have been taken beyond initiating a discussion of a partnership by the Tunisian president, Kaïs Saïed, with French president Emmanuel Macron on 22 June 2020.

Egypt

On 12 March 2018, Egypt's Transport Minister Hisham Arafat said that Egypt is in the process of launching a new high-speed railway linking the Mediterranean (Most likely referring to the northern coastal governates like Alexandria, Beheira) and the Red Sea with the participation of more than 10 international companies.

Planned high speed rail lines in Egypt (Fall 2021)

In September 2020, a Chinese-Egyptian consortium consisting of the China Civil Engineering Construction Corporation and the Egyptian Samcrete and the Arab Organization for Industrialization won a US$9 billion to build a 543-km-long high-speed railway capable of top speeds of 250 km/h. The electric-powered trains would be manufactured in Port Said with a Chinese technology transfer to Egypt. The first 460 km will begin at Al-Alamein on the Mediterranean Sea, pass through Borg El Arab, then to Wadi El Natroun, on to the 6th October City, through southern Cairo to the New Administrative Capital, and end in Ain Sokhna on the Gulf of Suez of the Red Sea. As of January 2021, surveying and route planning have been completed and construction is underway to build bridges and track. This initial segment is intended to be used for both passengers and freight, and is projected to cost US$3 billion with a completion date of 2023. On 14 January 2021, a Memorandum of Understanding was signed between Siemens Mobility and the National Authority of Tunnels, an authority under the Ministry of Transportation of Egypt to design, install, and maintain Egypt's first high-speed rail system.

A second line is planned between Alexandria and Borg El Arab. A third line is then planned in the south from Hurghada through Safaga and Qena, ending in Luxor. The fourth announced line would link Sixth of October City to Luxor and on to Aswan. The entire network is projected to cost US$23 billion.

The Siemens-led consortium was awarded a $4.5 billion contract to build the lines from Ain Sokhna to Marsa Matruh and to Alexandria in September 2021, and is scheduled for completion in 2027. The line will be outfitted with Velaro high-speed passenger trains. This 660 km segment will be designed to carry up to 30 million passengers annually, cut travel times in half, and cut carbon emissions by 70%. Contracts for the third (Hurghada-Luxor) and fourth (Aswan-6 October City) lines are expected to be awarded to Siemens by the end of 2022.

Intent to build an extension eastwards from Marsa Matruh through Sallum on the Libyan border, to Benghazi in Libya, was announced by Egyptian Transport Minister Kamel Al-Wazir in November 2020, and was again confirmed by the Libyan-Egyptian Chamber of Commerce on 18 January 2021. This is part of the Egyptian government's larger plan to build political and economic links with both Libya and Sudan.

South Africa

On 7 June 2010, Minister of Transport Sbusiso Ndebele said that plans were seriously being considered for a high-speed line from Johannesburg to Durban. The line would reduce the current journey time from 12 hours to about 3 hours. The 721 km line would involve major engineering challenges, including traversing the Drakensberg mountains. A high-speed line from Johannesburg to Cape Town is also under study. As of 2020, South Africa's Department of Transport announced plans to establish a high speed rail network in the country by 2025, specifically between Pretoria, Johannesburg, and Durban.

Asia

Bangladesh

Main article: Dhaka–Chittagong high-speed railway

Bangladesh considered building a high speed rail link between Dhaka and Chittagong in 2005. The government short-listed France's SNCF and Japan Railways for the project. But the plan was then shelved. Spain and China had later, in 2014, expressed interests in developing the Bangladesh Railway into a high-speed network.

North Korea

North Korea does not have a high-speed railway. Attempts were made in the 1970s to speed-up its network, when one electric trainset (using the bullet-train design) was built. However, the trainset never had regular services, due to bad economic situation and even 1990s crisis. In the 2000s, the Chinese government proposed a high-speed railway for DPRK, but these proposals are still too far from planning or construction stage. Changes in foreign policy in 2017–2018 period encouraged both Koreas to start international railway projects. The Chairman of the State Affairs Commission many times paid his attention to high-speed rail technology

Persian Gulf Countries

Main article: Gulf Railway

The countries of the Gulf Cooperation Council (UAE, Oman, Qatar, Bahrain, Kuwait and Saudi Arabia) plan a 2200-kilometre rail network, Etihad Railway, which may include high-speed rail from Dubai to Abu Dhabi. however it presently runs only a freight line in between.

In 2010, the government of Qatar has announced it intends to have high-speed rail links to Bahrain and Saudi Arabia built in time for its hosting of the 2022 FIFA World Cup. This project was sidetracked by the Qatar crisis, but in early 2022, the Qatari and Saudi ministers of transport resumed talks about the proposed highspeed rail link.

India

See also: High-speed rail in India

India, in collaboration with Japan, is building its first high-speed railway, the Mumbai–Ahmedabad high-speed rail corridor, on a 508 km (316 mi) long route between Mumbai and the western city of Ahmedabad. On 12 December 2015, India and Japan signed a deal for a US$15 billion deal to build a high-speed line between Mumbai and Ahmedabad. Japan will provide a very low interest loan of US$12 billion. This deal was part of a greater Memorandum of Understanding (MoU) involving transfer of defense technology and civil nuclear cooperation among others. Pre-construction preparatory work began in the third quarter of 2017, and was expected to be completed in December 2023. However, due to slow land acquisition in Maharashtra and due to the ongoing COVID-19 pandemic, which caused lack of labour and resulted in delays in work, the expected date of completion for the corridor's portion from Surat to Bilimora in Gujarat is now increased to 2026, while the entire corridor will be completed by October 2028. The National High Speed Rail Corporation (NHSRC) plans to operate the E5 Series Shinkansen trains at speeds up to 320 km/h (200 mph). It is expected to cost about ₹1.1 trillion (equivalent to ₹1.5 trillion or US$18 billion in 2023), and shall be mostly financed by a soft loan from Japan.

The Ministry of Railways under Government of India has proposed to build about 5,090 km (3,160 mi) route length tracks of High Speed Rail lines across eight corridors, with average operating speeds of 320 km/h (200 mph). Four more corridors are currently under consideration to be proposed under the National Rail Plan 2022, which will increase the number to 12 corridors, bringing the total length to 8,110 km (5,039 mi).

File:NRP HSR Map.JPG

Potential High Speed Rail lines

File:Kerala Silverline Route map.jpg

Route map of 11 proposed stations for Kerala’s Silverline Corridor

Other Proposed High-Speed Lines in India

1) The Government of Kerala has proposed in constructing a high-speed rail corridor by the name of Silverline under K-Rail corporation to carry both freight and passengers along the length of the state, from Kasargod in the north end to Kerala's capital, Thiruvananthapuram in the south end. The 532 km (331 mi) project reduces the current travel time of 12 hours to just under 4 hours from north to south with a maximum designed speed of 220 km/h (140 mph). The project is estimated to be completed by 2025 and is expected to cost ₹0.66 trillion (equivalent to ₹740 billion or US$8.7 billion in 2023).

2) There has been an initial proposal by the Government of Odisha regarding the feasibility of implementing a high speed rail link between Odisha's capital Bhubaneshwar and Brahmapur, with a rail link distance of 144 km (89 mi). The proposed average speed of this line would not be lower than 155 km/h (96 mph), thereby bringing travel time down to 40 minutes, from the current 210 minutes.

Formation of National High Speed Rail Authority (NHSRA), a body that will look after the implementation on High Speed Rail in India had been announced in Rail budget of 2012–2013, although no firm date has been set for construction initiation or completion. Central Japan Railway Company has promoted the Shinkansen for India, while France has also shown interest in collaboration for long-term development of the Pune-Mumbai-Ahmedabad route. Spain's Talgo has also expressed interest in the projects, and plans to open an office in India to promote its technology. The current conventional lines between Amritsar-New Delhi, and Ahmedabad-Mumbai runs through suburban and rural areas, which are flat, therefore have no tunnels. Ahmedabad-Mumbai line runs near the coast therefore have more bridges, and parts of it are in backwaters or forest. The 1987 RDSO/JICA feasibility study found the Mumbai-Ahmedabad line as most promising.

Talgo also offered its coaches free-of-cost for a test run on the Indian tracks. The tests were carried out successfully during September and October 2016 with a WDP4 Locomotive hauling a rake of Talgo coaches at speeds of up to 180 km/h on various routes across India.

High-Speed Corridor	Route	Speed	Track gauge	Length	Further extension	Status
Nationwide
Diamond Quadrilateral	Delhi-Mumbai-Chennai-Kolkata-Delhi	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)	7,000 km (4,300 mi)		Approved in Rail budget 2014
East India
Howrah–Haldia high-speed rail corridor	Howrah-Haldia	300 km/h (190 mph)	1,435 mm (4 ft 8+1⁄2 in)			Approved by Planning Commission & PMO
North India
Delhi–Patna high-speed rail corridor	Delhi-Agra-Kanpur-Lucknow-Varanasi-Patna	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)	991 km (616 mi)	Howrah	Approved by Planning Commission & PMO
Delhi–Amritsar high-speed rail corridor	Delhi-Chandigarh-Amritsar		1,435 mm (4 ft 8+1⁄2 in)	450 km (280 mi)		Approved by Planning Commission & PMO
Delhi–Dehradun high-speed rail corridor	Delhi-Haridwar-Dehradun		1,435 mm (4 ft 8+1⁄2 in)	200 km (120 mi)		Approved by Planning Commission & PMO
Delhi–Jodhpur high-speed rail corridor	Delhi-Jaipur-Ajmer-Jodhpur		1,435 mm (4 ft 8+1⁄2 in)	591 km (367 mi)		Proposed
West India
Ahmedabad–Dwarka high-speed rail corridor	Ahmedabad-Rajkot-Jamnagar-Dwarka		1,435 mm (4 ft 8+1⁄2 in)
Mumbai–Nagpur high-speed rail corridor	Mumbai/Navi Mumbai-Nashik-Akola-Nagpur		1,435 mm (4 ft 8+1⁄2 in)			Proposed
Mumbai–Ahmedabad high-speed rail corridor	Mumbai-Ahmedabad	320 km/h (200 mph)	1,435 mm (4 ft 8+1⁄2 in)	534 km (332 mi)		Currently under construction
Rajkot–Veraval high-speed rail corridor	Rajkot-Junagadh-Veraval	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)
South India
Chennai–Hyderabad high-speed rail corridor	Chennai-Vijayawada-Dornakal-Kazipet-Hyderabad		1,435 mm (4 ft 8+1⁄2 in)	664 km (413 mi)	Howrah(Via Visakhapatnam)	Approved by Planning Commission & PMO
Chennai–Thiruvananthapuram high-speed rail corridor	Chennai-Bengaluru-Coimbatore-Kochi-Thiruvananthapuram	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)	850 km (530 mi)		Approved by Planning Commission & PMO
Chennai–Kanniyakumari high-speed rail corridor	Chennai-Tiruchirappalli-Madurai-Tirunelveli-Kanniyakumari	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)	850 km (530 mi)		Waiting for Approval from Planning Commission & PMO
Silverline Corridor	Thiruvananthapuram-Kollam-Kochi-Thrissur-Calicut-Kannur-Kasaragod	250 km/h (160 mph)	1,435 mm (4 ft 8+1⁄2 in)	532 km (331 mi)	Udupi	Approved by State Cabinet for Land Acquisition
Bengaluru–Mysuru high-speed rail corridor	Bengaluru-Mysuru	350 km/h (220 mph)	1,435 mm (4 ft 8+1⁄2 in)	110 km (68 mi)		Approved in Rail budget 2014

Indonesia

Main article: High-speed rail in Indonesia

Since 2006, Indonesian authorities have expressed an interest in high-speed rail for the densely populated island of Java, probably linking the cities of Jakarta, Bandung, and Surabaya. Since 2008, government with Japan International Cooperation Agency (JICA) and Japan Transportation Consultant has done pre-feasibility study. The Jakarta-Surabaya High-Speed Rail is 685 km (425 mi) long. It will connect both the cities in 2 hours 53 minutes with a maximum speed of 350 km/h and average speed 300 km/h. The construction project will need US$14.3 billion, exclude land acquisitions and detail engineering design, so the total cost predicted was $20 billion.

Proposed high-speed railway in Java, Indonesia.

In July 2015, Indonesian Government revealed their plan to build high-speed rail in Indonesia. Japan and China competed to win the project, previously both nations have done comprehensive studies on the project. On late September 2015, Indonesia awards this multibillion-dollar railway project to China. On 16 October 2015, Indonesia and China signed an agreement to build Jakarta-Bandung High-Speed Rail as first phase of the project. Groundbreaking has been done on 21 January 2016. The project has 60% of Indonesian consortium and 40% of China Railway International. The project is 70% completed as of 2021, and is expected to begin its operations in 2022-end.

Iran

Main article: Tehran–Qom–Isfahan High Speed Rail

Iran has a high-speed rail under construction connecting three major cities of Tehran, Qom and Isfahan. The line will have a station in Imam Khomeini International Airport. The route length will be 422 km (262 mi) with the operating speed of 350 km/h, decreasing the travel time from 5 hours to 90 minutes. The project costs over 7 billion Euros and will be open in 2022, built by China Railway Engineering Corporation.

A 117 km (73 mi) double track branch from Qom to Arak will be built for 300 km/h headway at 1.2 billion euros (including Arak station and 6 viaducts), a contract which the Islamic Republic of Iran Railways initially awarded to Italian-based Ferrovie dello stato in 2017, but was reawarded to Chinese corporations following enforcement of US-led sanctions in 2018, alongside many other rail projects.

Another high-speed rail was planned to link Tehran the capital to Mashhad, the second largest city in Iran. In 2016, the route was planned to have 800 km rail and the speed of 400 km/h which would have decreased the travel time from 8 hours to 3.5 hours. A reduced $1.5 billion plan for electrification and upgrading of the existing 967 km line from 160 km/h to 200 km/h was signed by a consortium of Iranian (Mapna Group) and Chinese companies in July 2017, before the Chinese backed out in January 2021.

Israel

In 2020, Israel's National Infrastructure Committee approved high-speed rail links between the four metropolitan cities – Jerusalem, Tel Aviv, Haifa and Beersheba. The project is slated for completion by 2040, with a top speed of 250 km/h.

Japan

Main article: Chūō Shinkansen

Map of proposed Shinkansen lines as defined in the Nationwide Shinkansen Development Act

L0 series maglev train at Yamanashi test track

A maglev line between Tokyo and Osaka, the Chuo Shinkansen, is under construction by the Central Japan Railway Company (JR Central). The Nagoya-Tokyo section is planned to be opened in 2027. The Nagoya-Osaka section is projected to be completed in 2045.

The route is to be privately financed through bond sales by JR Central, but the intermediate stations will be financed by local governments. JR Central expects at least 8 years between the completion of the Tokyo section and the start of construction of the Osaka to rebuild its financial position. The federal government is exploring options to accelerate the project.

Research on high-speed rail systems based on magnetic levitation have been ongoing since the 1970s, led by JR Central. The trains and guideways are technologically ready and over 100,000 people have ridden them. Pre-series L0 series trains on the Yamanashi Test Line have reached speeds of 603 kilometres per hour (375 mph) (crewed), making them the fastest trains in the world. The Yamanashi test track is to be incorporated into the under construction Tokyo–Osaka maglev route.

Extensions to the current network expansions, notably from Hakodate to Sapporo, have been approved for construction. The route of the final extension of the Hokuriku Shinkansen has not been finalised. It is ultimately to provide a northern route through to Osaka.

Conventional routes planned in 1973 are on hold (to be built after current lines opening). Further Hokkaido Shinkansen extension was proposed in 1970s, even to Russian border via possible tunnel, tunnel to South Korea is also proposed.

Line	Speed	Length	Construction began	Expected start of revenue services
Hokkaido Shinkansen Extension (Sapporo – Asahikawa)	320+ km/h	130 km	on hold	2045
Sapporo – Oshamambe	200+ km/h	180 km	on hold	2045
Uetsu Shinkansen (Toyama – Aomori via Niigata)	200+ km/h	560 km	on hold	2030+
Ōu Shinkansen (Fukushima – Akita via Yamagata)	200+ km/h	270 km	on hold	2030+
Hokuriku Shinkansen (Tokyo – Osaka via Kanazawa)	200+ km/h	50 km	Tokyo to Kanazawa in operation, Kanazawa to Tsuruga under construction, Tsuruga to Osaka in planning	2045
Trans-Chūgoku Shinkansen (Okayama – Matsue)	260 km/h	150 km	on hold	2030+
San'in Shinkansen (Osaka – Shimonoseki via Tottori & Matsue)	260 km/h	550 km	on hold	2030+
Shikoku Shinkansen (Osaka – Oita via Matsuyama)	260 km/h	440 km	on hold	2045
Trans-Shikoku Shinkansen (Okayama – Kōchi)	260 km/h	150 km	on hold	2045
East Kyūshū Shinkansen (Hakata – Kagoshima-Chūō via Ōita)	260 km/h	390 km	on hold	2045
Trans-Kyūshū Shinkansen (Ōita – Kumamoto)	260 km/h	120 km	on hold	2045

Kazakhstan

Main article: High-speed rail in Kazakhstan

Qazaqstan Temir Zholy, the national rail company of Kazakhstan, has awarded a contract to oversee the design and construction of a high-speed line from Nur-Sultan (the country's capital) to Almaty (its largest city). The line is expected to be 1,011 km (628 mi) long, and will travel via Karaganda and Balkhash. A 10 km (6.2 mi) viaduct across Lake Balkhash is planned near Sayaq. The trains are expected by be built by Tulpar-Talgo (a joint venture established in 2011 between Qazaqstan Temir Zholy and Spanish company Talgo), and will have a maximum speed of 250 km/h (155 mph), completing the trip in five and a half hours. The system will use Russian gauge, the same as used by Kazakhstan's existing conventional lines.

Laos

Plans have been published to build a high-speed railway between Vientiane and China, where it will link to Chinese high-speed railways. Construction is said to have started in 2011. Vientiane is located close to the Thai border where are plans of a high-speed railway to Bangkok. These plans have been put on hold by China and Thailand has changed its priority routes after its new administration was elected. It will involve the construction of 154 bridges, 76 tunnels, and 31 train stations. They railway began construction in December 2016, but will only have a top speed of 160 kilometres (99 mi).

Malaysia and Singapore

Main article: Kuala Lumpur – Singapore High Speed Rail

A high-speed rail running at 300 km/h (186 mph) to link Kuala Lumpur and Singapore was proposed in 2006 by YTL Corporation, operator of the KLIA Express in Malaysia, although the company did propose a similar system back in the late 1990s. A Bangkok – Kuala Lumpur – Singapore line spanning the three nations has been suggested previously, though no action has been taken. Plans for the project were put on hold in April 2008 due to high cost to the government, estimated at RM8 billion. The project also faces opposition from rail operator rivals such as Keretapi Tanah Melayu, and the liberalisation of the Kuala Lumpur-Singapore air route further dampened prospects for the proposal.

In 2007, Siemens expressed interest in becoming the technology provider for the proposed rail link. By the middle of 2009, YTL again revived talk on the project and expressed hope that the Malaysian government would relook at the proposal, claiming that delays in the project has caused development costs to rise over the years.

In 2010, Malaysia had made a proposal to revive the project. In the new proposal, the route will be in two phases; the first one is from Kuala Lumpur to Singapore while the second phase will be from Kuala Lumpur to Penang.

On 19 February 2013, Singapore and Malaysia announced that they officially agreed to build a high-speed rail link between Kuala Lumpur and Singapore by 2020. The KL – Singapore section will be about 380 km long with an expected travel time of 90 minutes.

The high-speed railway terminus for Singapore will be located in Jurong East at the Jurong Country Club site while the terminus for Malaysia will be located at Bandar Malaysia in Sungai Besi. The high-speed railway depot for Singapore will be located in Tuas at the Raffles Country Club.

After the landslide defeat of Najib Razak in May 2018, his successor, Mahathir Mohamad told the Financial Times that the opening of the project would be delayed. There are also cheaper alternatives being devised. This costs RM 20 billion and involves upgrading the Keretapi Tanah Melayu (KTM) line so that trains can run at 200 km/h and align the KTM line to Jurong East Station. On 5 September 2018, an agreement to defer the project until 31 May 2020 was signed between Singapore and Malaysia with completion pushed back to 1 January 2031 instead of 31 December 2026, following initial plans to scrap it. In addition, Malaysia remitted S$15 million in abortive costs to Singapore on 31 January 2019.

Subsequently, on 31 May 2020, Singapore agreed to Malaysia's request to delay the project for the final time to discuss and clarify proposed changes, ending on 31 December 2020. As no agreement could be reached by that day, on 1 January 2021, the HSR project was terminated. As a result, Malaysia needed to pay compensation to Singapore of about S$102.8 million, which was transferred on 29 March 2021.

Line	Speed	Length	Construction began	Expected start of revenue services
Kuala-Lumpur – Singapore High Speed Rail	>300 km/h	350 km	Planned (changed from 2018 to December 2020, now scrapped)	2026 (changed to 2031, now scrapped)

Myanmar

Plans have been published to build a high-speed railway between Yangon and Kunming in China, a distance of 1920 km. Construction is said to start after agreements with China was signed in 2011.^[11] The project was put on hold in 2014 due to financial feasibility and national security concerns. The project was rebooted in 2019.

Philippines

Main article: Rail transportation in the Philippines

San Miguel Corporation proposed to building a bullet train system connecting Laoag City in the northern part of Luzon island, passing through Manila, and finally ending in the Bicol Region in Southeastern Luzon. As of 2010, this project has been put on hold.

In April 2013, the National Economic and Development Authority (NEDA) announced the plans of the Metro Pacific Investments Corporation (MPIC) to fund the Clark-Metro Manila high-speed train project under a Build-Operate-Transfer scheme. The project will be called "Express Airport Trains" which will have at least three stops in Metro Manila and will be built between the lanes of the North Luzon Expressway (NLEx). The trains are planned to have stops in Quezon City, Manila, and Makati. In later years however, it was revealed that the new "Airport Express" service has a maximum speed of 160 km (99 mi) and does not qualify as true high-speed rail. It would rather qualify as higher-speed rail similar to trains on the Tel Aviv–Jerusalem railway which was also marketed during its proposal stage as a high-speed line. Similarly, the South Main Line reconstruction project, dubbed "South Long Haul" will have express trains that have the same maximum speed.

Current railway projects such as the PNR South Long Haul are being designed for eventual upgrading to high-speed rail, and there are plans for an HSR. There are also plans for a high-speed rail in Mindanao as part of future upgrades to the upcoming Mindanao Railway network with a top speed of 250 km/h (160 mph).

Thailand

Main article: High-speed rail in Thailand

The State Railway of Thailand and the Thai Ministry of Transport have plans for several high-speed rail lines. In October 2009, it was reported that funding was being sought for four lines, linking Bangkok to Chiang Mai (711 km), Nong Khai (600 km), Chanthaburi (330 km), and Padang Besar (983 km). In November, it was reported that the Thai cabinet had approved the plan, with the shorter route to Chanthaburi being intended for construction first. The total cost of all routes are 800 billion baht or US$25 billion.

In October 2010, the Thai parliament approved initial proposals for a high-speed rail network to be built with Chinese industrial partners; 5 lines capable of 250 km/h would radiate from Bangkok. After the new election of Shinawatra, plans for Bangkok-Korat and Pattaya-Bangkok-Hua Hin have been pushed over the former 5 routes. In May 2015, Transport Minister Prajin Juntong and his Japanese counterpart Akihiro Ota had signed a deal on 27 May 2015. A HSR line to the eastern seaboard was first proposed in 1996 but there was no progress for over a decade. In 2009, the government requested the Office of Transport and Traffic Policy and Planning (OTP) to create a plan for new HSR network in Thailand that included an eastern HSR line to Rayong. The route was finalised before the 2011 election with the promise to begin construction the next year if the government was re-elected, but they lost the election. After the 2011 election, the new government reviewed all HSR plans and the SRT stated that the line would be tendered in early-2014.[13] After the May 2014 coup there were further delays while the military government reviewed all HSR lines, initially deferring all projects. In early-2016, the government agreed to proceed with the eastern HSR route and suggested that it could be extended to Don Mueang International Airport beyond the terminus at Bang Sue Intercity Terminal thus providing a link with three airports.[14] Extending the line would provide a link between Don Mueang Airport, Suvarnabhumi Airport, and U-Tapao International Airport in Ban Chang District.

During 2017, OTP and the Ministry of Transport in consultation with the SRT agreed that by extending the line to terminate at Don Mueang it would effectively include the long delayed extension of the Airport Rail Link (Bangkok) from Makkasan Station to Don Mueang Airport as part of the project. The Eastern Economic Corridor Office (EEC Office) in October 2017 finalised previous OTP plans to build the 10 station Eastern HSR line linking Don Mueang airport, Bang Sue, Makkasan, Suvarnabhumi Airport, Chonburi, Si Racha, Pattaya, U-Tapao Airport, and Rayong. In early-2018, the section to Rayong was excluded due to environmental and safety concerns and it was decided that the line would terminate at U-Tapao Airport.[15]

The SRT stated that the first tenders for the Eastern HSR line are expected to be tendered by May 2018 with a four-month auction period before the contract is awarded.[16] The cost of the project was estimated to be over 200 billion baht, of which the Thai Government would fund 123 billion baht and the private sector estimated to contribute 90 billion baht.[17][18]

Two rival consortia vied for the airport link contract.[19] The Charoen Pokphand (CP) Group-led consortium consisting of Italian-Thai Development, China Railway Construction Corporation Ltd, CH. Karnchang, and Bangkok Expressway and Metro, won the project with a 224 billion baht bid in December 2018. Their winning bid is valid until 8 November 2019. Until 16 October 2019, the consortium had refused to sign the contract, citing land expropriation and eviction problems and the consortium's request that the government share the risk in the project.[20] Negotiations were further complicated by the resignation of the entire board of the State Railway.[21] On 16 October 2019, news reports announced that the CP consortium intends to sign the rail deal on 25 October.[22] Tanit Sorat, Vice-chairman of the Employers' Confederation of Thai Trade and Industry, said that the contract signing delays are "...unlikely to affect the project because the government will carry out the project smoothly."[20] The project was eventually approved in October 2019 as a public private partnership between the Thai government and Charoen Pokphand/China Railway Construction Corporation. The assets will revert to state ownership after 50 years.[23] Japan would provide Shinkansen technology for a high-speed rail link between Bangkok and the northern city of Chiang Mai. Phase 1 would connect Bangkok to Phitsanulok. It is estimated to cost 280 billion baht. Seven stations are planned for this segment: Bang Sue, Don Mueang, Ayutthaya, Lopburi, Nakhon Sawan, Phichit, and Phitsanulok. To reduce costs, Thai authorities have proposed reducing the number of stations, but the Japan International Cooperation Agency (JICA) has rejected this suggestion on the grounds that it defeats the original purpose of the project.[24] This portion of the route was scheduled to be submitted to the Thai cabinet for financial approval in August 2018.[24] A HSR line to the eastern seaboard was first proposed in 1996 but there was no progress for over a decade. In 2009, the government requested the Office of Transport and Traffic Policy and Planning (OTP) to create a plan for new HSR network in Thailand that included an eastern HSR line to Rayong. The route was finalised before the 2011 election with the promise to begin construction the next year if the government was re-elected, but they lost the election. After the 2011 election, the new government reviewed all HSR plans and the SRT stated that the line would be tendered in early-2014.[13] After the May 2014 coup there were further delays while the military government reviewed all HSR lines, initially deferring all projects. In early-2016, the government agreed to proceed with the eastern HSR route and suggested that it could be extended to Don Mueang International Airport beyond the terminus at Bang Sue Intercity Terminal thus providing a link with three airports.[14] Extending the line would provide a link between Don Mueang Airport, Suvarnabhumi Airport, and U-Tapao International Airport in Ban Chang District.

During 2017, OTP and the Ministry of Transport in consultation with the SRT agreed that by extending the line to terminate at Don Mueang it would effectively include the long delayed extension of the Airport Rail Link (Bangkok) from Makkasan Station to Don Mueang Airport as part of the project. The Eastern Economic Corridor Office (EEC Office) in October 2017 finalised previous OTP plans to build the 10 station Eastern HSR line linking Don Mueang airport, Bang Sue, Makkasan, Suvarnabhumi Airport, Chonburi, Si Racha, Pattaya, U-Tapao Airport, and Rayong. In early-2018, the section to Rayong was excluded due to environmental and safety concerns and it was decided that the line would terminate at U-Tapao Airport.[15]

Eastern HSR Phase 1 Don Mueang–Bang Sue–Makkasan–Suvarnabhumi Airport–Chachoengsao–Chonburi–Si Racha–Pattaya–U-Tapao 250 km/h (160 mph) 220 km (140 mi) PPP Net Cost 224,544 million baht[6] 2025 Current status -Site preparation.

The SRT stated that the first tenders for the Eastern HSR line are expected to be tendered by May 2018 with a four-month auction period before the contract is awarded.[16] The cost of the project was estimated to be over 200 billion baht, of which the Thai Government would fund 123 billion baht and the private sector estimated to contribute 90 billion baht.[17][18]

Two rival consortia vied for the airport link contract.[19] The Charoen Pokphand (CP) Group-led consortium consisting of Italian-Thai Development, China Railway Construction Corporation Ltd, CH. Karnchang, and Bangkok Expressway and Metro, won the project with a 224 billion baht bid in December 2018. Their winning bid is valid until 8 November 2019. Until 16 October 2019, the consortium had refused to sign the contract, citing land expropriation and eviction problems and the consortium's request that the government share the risk in the project.[20] Negotiations were further complicated by the resignation of the entire board of the State Railway.[21] On 16 October 2019, news reports announced that the CP consortium intends to sign the rail deal on 25 October.[22] Tanit Sorat, Vice-chairman of the Employers' Confederation of Thai Trade and Industry, said that the contract signing delays are "...unlikely to affect the project because the government will carry out the project smoothly."[20] The project was eventually approved in October 2019 as a public private partnership between the Thai government and Charoen Pokphand/China Railway Construction Corporation. The assets will revert to state ownership after 50 years.[23]

Vietnam

Main article: North–South Express Railway (Vietnam)

Vietnam's national railway company, Vietnam Railways, has proposed a 1,630-kilometre (1,013 mi) high-speed rail link between Hanoi and Ho Chi Minh City, capable of running at 250 to 300 km/h (155 to 186 mph). The funding of the $56 billion line would mostly come from the Vietnamese government, with Japanese aid. Technology used on the Japanese Shinkansen has been suggested to be used for this new railway.

Current technology allows trains travelling on the current, single-track Hanoi to Ho Chi Minh City line to complete the journey in approximately thirty hours. Once completed, the high-speed rail line would have 2 parallel standard gauge tracks with no direct road crossings, and would allow trains to complete the Hanoi–Ho Chi Minh City journey in approximately 6 hours. The existing line uses narrow gauge tracks common in Southeast Asia.

Vietnamese prime minister Nguyễn Tấn Dũng had originally set an ambitious target to complete the line by 2013, three years sooner than the previously announced nine-year construction time. Later reports suggested Japanese development aid would only be available in stages, with completion of the line not expected until the mid-2030s; the same reports asserted that aid would be conditioned upon the export of Shinkansen technology. On 19 June 2010, after a month of deliberation, Vietnam's National Assembly rejected the high-speed rail proposal due to its high cost, leaving the project's future in doubt; National Assembly deputies are said to have asked for further study of the project.

In January 2011, Vietnamese Minister of Transport, Hồ Nghĩa Dũng, suggested the line might be completed by 2030. The length of the proposed line was listed as 1555 km long with trains running at 300 km/h. After the rejection of the original plan by the house of deputies, Minister Dung has asked for a new feasibility plan by the end of 2011, whilst the Japanese development agency has suggested an interim solution where the line could be built to separate north and south sections.

Europe

See also: High-speed rail in Europe

Belarus

• In 2017, Belarusian authorities agreed to offer land territories to CRCC Asia for construction of high-speed corridor between European Union (EU) and Russia. Chinese Engineering Companies are also interested in building highways and Russian High-Speed Railways, running in connection with this route with possible interchange with Moscow–Kazan High-Speed Rail Corridor. In 2019, Belarus also participated in the discussion of the planned St.Petersburg–Hamburg High-Speed Rail Corridor, but it is not yet added to official proposals.

Belgium

• The 25N line opened in 2012–2018 is designed for speeds up to 220 km/h, but is limited to 160 km/h. In order to reduce traffic and time consumption, an existing line from Mechelen to Antwerp has been upgraded. Construction began in June 2013 and was completed in November 2021. It was opened to traffic on 14 December 2021.

Czechia

In 2017, the Government of the Czech Republic approved a high-speed rail development program, predicted to cost 645 billion korunas, or over 25 billion euros. The entire network will cover about 660 kilometers, and will include both the construction of new lines as well as upgrading existing lines to 200 km/h.

• RS1 – Prague–Brno–Ostrava, with possible extension to Katowice in Poland.
• RS2 – Brno–Breclav, with possible extensions to Vienna in Austria and Bratislava in Slovakia.
• RS3 – Prague–Plzen, with possible extension to Munich in Germany.
• RS4 – Prague–Ústí nad Labem, with possible extension to Dresden in Germany.
• RS5 – Prague–Liberec or Hradec Králové, with possible extension to Wrocław in Poland.

In 2018, Správa železnic, the Czech Railway Infrastructure Manager, began working on three pilot projects for increasing speed on pre-existing lines. These include the sections between Prague and Poříčany (30 km), Brno and Vranovice (25 km), and Přerov and Ostrava (60 km).

In 2020, German Deutsche Bahn (DB) and Government of Czech Republic agreed to undertake construction of the new high speed rail link between Prague and Dresden (RS4), and started feasibility studies. The project is estimated to cost a total of 5.4 billion euros, and will include a 25 km tunnel beneath the Ore Mountains. The travel time on the current route is 2 hours and 15 minutes, but the new link is predicted to reduce travel times between Prague and Dresden to just 60 minutes. The first section, between Prague and Lovosice, is predicted to be completed before 2035, with the rest completed by 2050.

Denmark

• A high-speed rail is being planned as a double track between the Copenhagen–Ringsted Line, which opened in 2019. It initially allows 200 km/h with the rail infrastructure prepared for 250 km/h when signalling is upgraded.
• There are plans to upgrade the existing railway Ringsted–Odense to 200 km/h or more.
• The existing Ringsted–Rødbyhavn is being upgraded to 200 km/h, in preparation for the completion of the Fehmarn tunnel, allowing fast connection between Copenhagen and Hamburg.
• In 2021 construction began on the new Vestfyn Line, a new 250 km/h line connection Odense on the island of Funen to the existing bridge to Jutland, but with considerations for alignment to a future bridge allowing high speed crossing of the belt.
• There are plans to build a new railway for 250 km/h Odense–Aarhus.

These projects are planned to reduce the travel time Copenhagen–Aalborg to three hours compared to 4:20 as of 2018, and to one hour between each of Copenhagen, Odense, Aarhus and Aalborg.

• A proposal led by lobbyists is the HH Tunnel Helsingør–Helsingborg, with connecting 60 km (37 mi) high speed railway Copenhagen–Helsingør. This one has no decided year for realisation.
• A proposal led by lobbyists is also the 35 km (22 mi) Kattegat Bridge with connecting high speed railway, able to connect Copenhagen with Aarhus in less than two hours, and complementing the congested and vulnerable Great Belt Bridge.

Finland

• Helsinki–Turku high-speed railway: a proposed rail link between Helsinki and Turku with planned maximum speed of 300 km/h (190 mph)
• Plans exist for a high-speed connection between Helsinki and Tampere with a travel time of one hour through the planned Lentorata tunnel from Helsinki to Kerava via Helsinki Airport station, and either upgrade the Riihimäki–Tampere railway to high speed standard or build a new parallel line.
• An eastern high-speed line between Helsinki and Kouvola via the airport and Porvoo is also planned, known as Itärata.

Hungary

On 28 January 2020, a call for tenders was issued for a detailed feasibility study of the proposed line between Budapest and Cluj-Napoca in Romania. The section within Hungary is expected to accommodate speeds of 250–350 km/h while the Romanian section will have a line speed of 160 km/h.

Iceland

See also: High-speed rail in Europe § Iceland

• An airport rail link is under planning, The train will be called the 'Lava Express', travelling as it does past the famous lava fields of South-West Iceland. The line will be 49 km long, of which 14 km will be underground, towards the Reykjavik end. The average speed of the train will be 180 km/h, with a maximum speed of 250 km/h. However, as of 2021, the Airport Rail Link's construction has been postponed due to the ongoing COVID-19 pandemic. The date of the start of the construction is currently unconfirmed, and will be decided later.

Ireland

In 2020 the Irish Government confirmed it will be launching a study into an approximately 500 km high-speed railway from Belfast via Dublin to Cork and Limerick, which could cost around €15 billion.

Netherlands

The proposed HSL-Oost line was cancelled in 2009. The section of that proposed line between Amsterdam and Utrecht is four-tracked. 2 tracks out of 4 are capable for 200 km/h, but electrification voltage is not enough, the line is planned to be re-electrified to 25 kV AC. Another problem om that section as in more parts in the Netherlands is that the ground isn’t stable enough for higher speed due to peat

Norway

• The Norwegian government has examined five long-distance high-speed lines radiating out from Oslo to Bergen, Kristiansand/Stavanger, Trondheim, Gothenburg, and Stockholm. A sixth line would be a coastal line between Bergen, Haugesund and Stavanger. At least two investigations on cost and benefit have been made, released 2007 and 2012. These plans were shelved in 2013, although still open for restart in a decade or so.
• There are ongoing and coming projects for high-speed upgrades on the closest 50–100 km from Oslo on each of these lines (except direction Stockholm). They have good potential for regional trains. Upgrade and new construction to high-speed standard have to some extent already taken place like for Gardermobanen. The time plan is to have 200 km/h or more from Oslo to Porsgrunn (partially slower), to Hamar and to Råde east of Moss around 2020–2025, and to Halden and Hønefoss later, maybe 2030.

The regional projects near Oslo have higher priority than the long-distance projects. They are also preconditions for the long-distance projects, since they will be used by long-distance trains.

Poland

Main article: High-speed rail in Poland

• Warsaw to Poznań and Wrocław via Łódź (planning postponed in 2011)
• Warszawa-Toruń-Gdańsk high-speed railway
• Central Rail Line was designed for speeds of up to 250 km/h. 200 km/h is used in commercial service, however higher speeds are planned later.

Portugal

Main article: High-speed rail in Portugal

• Lisbon–Porto high-speed rail line (proposed in 2020

Russia

Main article: High-speed rail in Russia

Since 1980s, the several proposals of high-speed network were made. Vladimir Putin announced plans to build a 770 km high-speed rail line that would connect Kazan and Moscow at the Economic Forum at St. Petersburg in 2013. Plans for the railroad estimate that it will be the first true high-speed line in Russia with trains operating at up to 350 km/h, reducing travel time from 13-hour to 3.5 hours. In comparison, trains on the Moscow–St. Petersburg line run at up to 250 km/h. In 2019, the date of opening changed to 2024, the initial track length was shortened from 770 km to 301 km.

Line name	Start and end points	Maximum speed	Opening	Length
High Speed Main Line	Zhelesnodorozhnaya (Balashikha, Moscow's suburb)–Gorokhovetz	360 km/h (220 mph) or 400 km/h (250 mph) (different sources)	Planned, to be built until 2024, construction delayed	301 km (187 mi)
	Gorokhovetz–Kazan	360 km/h (220 mph) or 400 km/h (250 mph) (different sources)	To be constructed after 2024	461 km (286 mi)
	Kazan–Naberezhnye Chelny	360 km/h (220 mph) or 400 km/h (250 mph) (different sources)	Proposed in 2019	220 km (140 mi)

Sweden

Main article: High-speed rail in Sweden

Many of the newly built railway lines in Sweden are adapted for speeds up to 250 km/h as Botniabanan, Grödingebanan, Mälarbanan, Svealandsbanan, Västkustbanan, Vänernbanan (Gothenburg – Trollhättan). The problem that is slowing down high-speed rail in Sweden is the present signaling system (ATC), which does not allow speeds over 200 km/h. It can be upgraded, but it will not be done since it shall be replaced by the European signaling system ERTMS level 2 on major lines in the near future, allowing high speeds up to 250 km/h. ERTMS level 2 has been installed and is being tried out on Botniabanan, and that railway allows 250 km/h, although no passenger train goes above 200 for now. The train set X55-Regina has been delivered to the rail company SJ with the max speed of 200 km/h but with the option to upgrade the EMU to 250 km/h when possible. Also the mix with freight trains slow down the practical speed.

There are four major high-speed projects proposed in Sweden with speeds between 250 and 350 km/h.

• Norrbotniabanan, Umeå – Luleå, is a future major rail project that will be built for 250 km/h with mixed passenger and freight traffic in northern Sweden, mainly to relieve the highly congested and old single track Main Line Through Upper Norrland increase freight traffic, and greatly speed up passenger traffic along the coast.
• Ostlänken: Järna – Linköping, which would relieve the congested and slow conventional main lines on the stretch Järna-Linköping, Södra stambanan.
• Götalandsbanan: Gothenburg – Jönköping – Linköping on to Stockholm via Ostlänken. It would reduce travel time Gothenburg-Stockholm from 3.05 h to 2h.
• Europabanan: Jönköping – Lund. Possibly extended to Helsingborg, Helsingör (Tunnel under Øresund) and Copenhagen.

The three first listed, but not Europabanan, have been prospected in detail by Trafikverket. In several cases the detailed alignment has been decided. There is a political interest to build all these four. The Swedish Moderate government decided in 2012 to build Ostlänken, but with mostly max 250 km/h, after putting all projects on hold in the budget of 2011. The Social Democrat government entering in 2019 stated they want to build them, as of 2019 construction has to start on all lines.

Ukraine

In the early 2000s, Ukraine planned to build 2593 km of upgraded high speed rail tracks between 2005 and 2015. The rolling stock was purchased in 2010. However, the maximum operating speed in Ukraine is still 160 km/h, and subsequent lack of maintenance has caused a number of derailments.

In 2011, a Moscow-Kiev high-speed line was proposed, but Ukraine canceled the project following the 2014 conflict between the two countries. Russia, which had already purchased the rolling stock for the planned rail line to Kiev, instead deployed the trains on the Moscow-Nizhny Novgorod line. In October 2017, it was claimed that a 330 km line between Lviv and Warsaw would begin construction in 2018, but the project has yet to break ground.

United Kingdom

Main article: High-speed rail in the United Kingdom

High Speed 2 (HS2) is a planned "Y"-shaped high-speed rail network which will connect cities both directly and indirectly via connections to the existing British railway network. The first phase of High Speed 2 will connect London and Birmingham and is expected to be completed between 2029 and 2033. The second phase will connect Birmingham to Leeds, Manchester, and a new East Midlands Hub station which will serve Nottingham and Derby. Other cities and towns such as Carlisle, Crewe, Edinburgh, Glasgow, Liverpool, Newcastle, Preston, and York will be linked to the network via HS2 trains running on existing lines.

The first phase is currently under construction. High Speed North is a proposed east–west line connecting Liverpool, Manchester and Leeds which will also connect to HS2.

Beyond HS2 Report. In May 2018, Greengauge 21 released a report entitled ‘Beyond HS2’ which looked at how the rail network could develop by 2050. It proposed several projects:

• New High Speed Line from Colchester and Cambridge (via Stansted) to Stratford (possibly extending to Canary Wharf)
• A New Higher Speed Line from Perth and Dundee to the Shotts Line
• A new High Speed Line avoiding Motherwell
• A new connection between the HS2 Eastern Leg and Kingsbury allowing services to continue to Bristol, Cardiff and Plymouth via Cheltenham Spa.
• A new link between WCML and Crossrail
• A new link between Langley and Heathrow
• A new link between Richmond and Waterloo to Heathrow T2
• A new link between Heathrow and Staines
• A new Northern Powerhouse Rail
• A new line between Darlington and Newcastle

North America

Canada

Main article: High-speed rail in Canada

Although Canada does not currently have high-speed rail lines, there have been two routes frequently proposed as suitable for a high-speed rail corridor:

• Edmonton to Calgary via Red Deer
• Windsor to Quebec City via London, Toronto, Ottawa, and Montreal

A possible international high-speed rail link between Montreal and Boston or New York City is often discussed by regional leaders, though little progress has been made. On another international line between Vancouver and Seattle, work is in progress to improve the existing Amtrak Cascades service, though it will not reach speeds normally associated with high-speed rail. In Ontario, the Conservative Government elected in 2018 postponed its decision on high-speed lines, but still hopes to make efforts in that direction.

Mexico

Main article: Rail transport in Mexico

The Secretariat of Communications and Transport of Mexico originally proposed a high-speed rail link that would transport passengers from Mexico City to Guadalajara, Jalisco, with stops in the cities of Querétaro, Guanajuato, Leon and Irapuato; and a connected line running from the port city of Manzanillo to Aguascalientes. The train which would travel at 300 km/h allows passengers to travel from Mexico City to Guadalajara in just 2 hours at an affordable price (the same trip by road would last 7 hours). The network was planned to connect the network to Monterrey, Chilpancingo, Cuernavaca, Toluca, Puebla, Tijuana, Hermosillo, Cordoba, Veracruz, Oaxaca, Colima, Zacatecas, Torreon, Chihuahua, Puebla, San Luis Potosi, Mexicali Saltillo and Acapulco by 2015, but nothing had materialized by 2020. The whole project was projected to cost 240 billion pesos, or about 25 billion dollars. In 2005, Mexican billionaire Carlos Helú expressed an interest in investing in high-speed rail. Most recently the Yucatan Peninsula in Mexico has highlighted as one of the most probable areas for the development of high-speed rail in Latin America with the Transpeninsular Fast Train for bidding in September 2011.

By 2014 the route for the 1st phase of the Mexico City-Guadalajara HST had been selected. This 1st stage was to have operated from the Buenavista station in Mexico City to Querétaro with a length of 212 km of high speed line. The HST was to have been further extended into the city of Guadalajara with an immediately extension after the 1st stage to the cities of Celaya, Salamanca, Irapuato and Leon. The 1st phase was to have been completed by 2018.

The first High Speed Line in Latin America had been announced in July 2014 with the opening of an international tender to build a passenger train linking Mexico City and Querétaro at up to 300 km/h, moving 23,000 passengers a day. The line was to have been extended over 210 km, with construction beginning that year and operations starting in the second half of 2017.

On 6 November 2014, Mexico's president, announced that the proposed bullet train was being postponed because there was only one bidder. Falling oil prices and the economic downturn was also believed to have played a role in the decision.

Panama

In 2019, China approached the Panamanian government with a feasibility plan for a 391 kilometer (243 mile) high speed line from Panama City to David, on the Costa Rican border. This would have been financed partially under China's Belt and Road Initiative. The project was dismissed by the Panamanian president Laurentino Cortizo in September 2019, who stated that taking on the project would be a debt overload.

United States

Main article: High-speed rail in the United States

This map from 2001 shows a number of proposed high-speed routes in the U.S.

There are several high-speed rail services in the United States, notably the Acela Express, but all are limited to the Northeast Corridor. Amtrak uses the Acela Express them on a high-speed service between Washington, D.C. and Boston via New York City and Philadelphia along the Northeast Corridor (NEC) in the Northeast United States. The tilting design allows the train to travel at higher speeds on the sharply curved NEC without disturbing passengers, by lowering lateral forces. The Northeast Regional goes along the same route, but with more stops. All other high-speed rail services share part of the route.

There has been a resurgence of interest outside the Northeast Corridor in recent decades, with many plans being examined for high-speed rail across the country:

• In 2002, the Texas High Speed Rail & Transportation Corporation (THSRTC), a grass roots organization dedicated to bringing high-speed rail to Texas, was established. In 2006, American Airlines and Continental Airlines formally joined THSRTC in an effort to bring high-speed rail to Texas as a passenger collector system for the airlines.
• A separate entity, Lone Star High-Speed Rail LLC, was formed in 2009 to plan a railway between Dallas and Houston. The company changed its name to Texas Central Railway in 2013, and has been developing the system based on technology used on Japanese Shinkansen lines. The 240-mile (390 km) route traverses open farms and ranches with one intermediate stop in the Brazos Valley. Regulatory approvals cleared in September 2020; the service is expected to begin in 2026.
• The California High-Speed Rail Authority was created in 1996 by the state to implement an extensive 800-mile (1,300 km) rail system that is estimated to cost about $40 billion. Once built, the system will not require operating subsidies, and it is expected to generate $1 billion in annual profits. Construction has been approved with the passing of proposition 1A, in which a $9.95 billion general obligation bond was authorized by voters. The system would provide high-speed service between and among major cities, like Sacramento, San Francisco, Los Angeles, and San Diego, and would allow travel between Los Angeles' Union Station and San Francisco's Transbay Terminal in two and a half hours. On 2 December 2010, the California High-Speed Rail Authority announced the first section of the Californian High-Speed Rail network had been selected and construction was to start in 2012, but delays postponed it to 2015. The line will run from near Madera south to Bakersfield, with stations at Fresno and Hanford, at a length of 105 kilometres (65 mi) running through a rural part of the San Joaquin Valley. The line will connect with traditional Amtrak lines at each end. In December 2010, that funding was doubled after the newly elected governors of Ohio and Wisconsin decided to cancel right of way projects which had been allocated $1.2 billion of funding by the federal government. Of that amount, $616 million was then granted to California in addition to funding already promised, which, when combined with a state bond issue to match the new funding, provided over $1.2 billion in addition funding. This will be used to add an additional 88 kilometres (55 mi) of track, bringing the line to the edge of Bakersfield.
• Brightline West, a project of Fortress Investment Group, is a line planned to be built between Los Angeles, California and Las Vegas, Nevada with trains running up to 200 miles per hour (320 km/h). Started as an independent venture in 2005, the project changed hands several times before being acquired by Brightline, who had recently begun their initial Florida route. Construction is expected to start in 2020 with service to commence in 2024.
• In September 2010, Amtrak unveiled proposals for 355 km/h (221 mph) trains to run between Washington, D.C. and Boston, stopping at various cities along the way, including Baltimore, Philadelphia, and New York. The end-to-end journey time would be three hours. The proposals would cost $117 billion and would take 25 years to complete. Amtrak estimates that the capacity would be needed, as, even after current investment programs, the Acela trains will be full by 2030. The proposal envisages completion by 2040.
• North American High Speed Rail Group is seeking to build a privately financed high speed rail line between Rochester and Minneapolis-St. Paul. The line is expected to cost $4.2 billion to build. The eventual goal is to extend high-speed rail service to Chicago.

Oceania

Australia

Main article: High-speed rail in Australia

There have been several proposals to develop a HSR line between Sydney and Canberra (via SYD airport and CBR airport) to link the two cities and to provide an effective second airport for Sydney. The line is also proposed to eventually continue on to Melbourne (also possibly via MEL airport). It is worth noting that the SYD-MEL air traffic corridor is one of the busiest in the world, HSR would allow for journey times city center to city center quicker than flights plus associated procedures and travel. In September 2010, Infrastructure Partnership Australia (IPA) and AECOM proposed an east coast very fast train corridor from the Sunshine Coast and Brisbane (Queensland) and onto Sydney (N.S.W), Canberra (A.C.T.) and through to Melbourne (Victoria). East Coast High Capacity Infrastructure Corridors

Line	Speed	Length	Construction began	Expected start of revenue services
Geelong Line (Melbourne-Geelong)	300 km/h	71 km	Proposed	2020s (claimed)

New Zealand

As part of ongoing studies to increase the speed of a rail service from Auckland to Hamilton, potential for a new standard gauge line was identified at a cost of NZ$14.425 billion; with trains travelling at 250 km/h and taking 69 minutes to travel between the two cities.

South America

Argentina

A Buenos Aires–Rosario–Córdoba high-speed railway was planned, operating at speeds of 320 km/h (200 mph). Construction was scheduled to begin in 2008 and work was expected to take around four years, but the project is currently "on hold" due to the financial crisis.

The project would join the cities of Buenos Aires and Rosario at a distance of 286 km (178 mi) and Córdoba at a distance of 710 km (440 mi).

Other projected high-speed rail lines include:

• Buenos Aires-Mar del Plata (400 km [250 mi]): A new line to the seaside beach resort city and major fishing port of Mar del Plata, 400 km (250 mi) south of Buenos Aires city is in the planning stages.
• Buenos Aires-Mendoza (1200 km [750 mi]) (Planned).

Brazil

Main article: High-speed rail in Brazil

The Rio-São Paulo High Speed rail (Template:Lang-pt; Abbreviation: TAV RJ-SP) is a high-speed rail proposal with the purpose of connecting Brazil's two largest metropoleis: São Paulo and Rio de Janeiro with an extension to Campinas, another metropolis conurbated with São Paulo and 100 km distant from it. The proposed route is through one of Brazil's most mountainous and urbanized terrains resulting the need of around 40% of the tracks to be built through viaducts, bridges and tunnels. Such massive need of structures has made the proposed project's price spike to US$16 billion.

Proposed:

• Brasília – Goiânia – Rio Verde – Itumbiara – Uberlândia – Uberaba – Ribeirão Preto – Campinas – São Paulo – Rio de Janeiro (1200 km).
• Belo Horizonte – São Paulo (594 km).
• Curitiba – São Paulo (410 km).
• Santos – São Paulo (80 km).
• Brasília – Goiânia (200 km).

Track gauge: 1,435 mm (4 ft 8+1⁄2 in) (standard gauge)

Proposed commercial speed: 350 km/h

Government mandatory stations: Rio de Janeiro Centre, Rio de Janeiro Intl Airport, Volta Redonda/Barra Mansa, São José dos Campos, São Paulo/Guarulhos Intl Airport, São Paulo Centre, São Paulo/Viracopos Intl Airport and Campinas Centre.

Cancelled due to current economic recession.

Colombia

The Colombian National Agency of Infrastructure (ANI) was interested in building a High Speed rail link as part of Colombia's '4G Modernization'. The Transport Minister had said that plans and studies for the bullet train would commence in 2015. However, Colombia has the smallest train ridership of any large Latin American nation. There have been many proposals since the 1990s when Japanese firms wanted to build a bullet train network from Bogota to nearby cities, but the project was cancelled.