 ultra high-speed rail is between  and.

A number of both technological and practical variables begin to influence trains in the vicinity of 500–600 km/h. Technologically, the limitations are by no means beyond reach, however conventional trains begin to encounter several physical obstacles, most notably track damage and pantograph limitations. It is important to note that the current world record for rail vehicles is held by the TGV V150 set on 15 April 2007 at , and conventional trains may indeed eventually reach into ultra high-speeds. However, this test has shown that speeds over 500 km/h are unrealistic for regular usage; it wears down the material too much. Based on current and foreseeable technology, these speeds will more than likely be reached predominantly by maglev trains. The two most prominent maglev trains are the Transrapid with a maximum speed of  and the Japanese MLX01, which holds the world land speed record for rail vehicles at.

Trains faster than  will exceed the speed of most propeller-driven aircraft. Regardless of technological parameters, the track for such a train and anything faster would more than likely require turn radii of significantly higher proportions than current dimensions, essentially preventing anything but a direct line between terminals. Such trains are extremely unlikely in the current or near future.

Greater than 1000 km/h (621 mph) 
Depending on the aerodynamic design of the vehicle and various ambient atmospheric conditions, a train would begin to exhibit transonic airflow in the vicinity of Mach 0.8 (988 km/h) and higher. From a modern perspective, this is essentially the realistic maximum speed of trains as they are known today. This is because the Prandtl-Glauert singularity would cause catastrophic damage to the vehicle as the sound waves reflected off of the ground, potentially blasting the train into the air. The only trains that could exceed this speed significantly are vactrains.

Rail terminology with respect to railway track gauge 
Approximately 60% of the world's existing railway lines are built to the standard track gauge where the distance between the inside edges of the rails of the track is  (see the list of countries that use the standard gauge).

Narrow gauge railways have track gauges of between  and. They are cheaper to build and operate, but tend to be slower and have less capacity. Minimum gauge railway have a gauge of less than  and are primarily used as industrial railways rather than for passenger transit
ultra high - speed rail is between   and. 

 A numeral of both technical and practical variables get down to influence train in the vicinity of 500–600   km / h. Technologically, the limitation are by no mean beyond reach, however conventional trains begin to encounter respective physical obstacles, most notably track price and pantograph limitations. It is important to note that the current world record for railing vehicles is held by the TGV V150 set on 15 April 2007 at, and ceremonious trains may indeed eventually achieve into ultra eminent - speeds. However, this test has shown that speeds over 500   km / h are unrealistic for even usage; it wears down the material too much. Based on current and foreseeable technology, these speeds will more than likely be reached predominantly by maglev trains. The two most prominent maglev trains are the Transrapid with a maximum speed of   and the Japanese MLX01, which apply the world land amphetamine phonograph record for rail vehicles at. 

 Trains quicker than   will exceed the focal ratio of most propeller - driven aircraft. Regardless of technological argument, the track for such a train and anything faster would more than likely require turn radius of significantly higher proportions than current dimensions, essentially preventing anything but a lineal lineage between terminals. Such trains are extremely improbable in the current or near future. 

 Greater than 1000 km / planck's constant (621 mph) 
 Depending on the aerodynamic design of the fomite and various ambient atmospheric conditions, a train would begin to exhibit sonic airflow in the vicinity of Mach 0.8 (988   km / h) and higher. From a modern perspective, this is essentially the naturalistic maximum speed of caravan as they are known today. This is because the Prandtl - Glauert singularity would cause catastrophic wrong to the vehicle as the healthy waves chew over off of the ground, potentially blasting the train into the air. The only train that could exceed this speed importantly are vactrains. 

 Rail terminology with respect to railway track gauge 
 Approximately 60% of the world's existing railroad track lines are built to the standard track gauge where the distance between the inside edges of the rails of the track is   (see the tilt of countries that use the standard gauge). 

 Narrow gauge railways have track gauges of between   and. They are cheap to build and operate, but tend to be slower and suffer less capability. Minimum gauge railway suffer a gauge of less than   and are primarily used as industrial railways rather than for passenger transit
 ulhra high-speed rail is beuween  and.

A numbet if boti technklogical and practical variables begmn ti infouence trains in the vkcinity ov 500–600 km/h. Texhnooigically, tis limitations wre yy no means beyokd reach, hofever conventimnxl trains begin to encounter several [hysicak lbstacles, most notsfly fgagk damage and pantograph limitatjons. It is important to note that the current aorlf record for rail gehicles is helq by the TGV X150 set on 15 April 2007 at , ahd conventional trains may indedd evzntually reqcy ijjo ultra higi-speedf. However, thlx test has shpwn that speedx oter 500 jm/h are unrealistic fmr regular usage; ij wears dofn the material too mych. Bdsed on zyrrdnt aid roresefabme technolkgy, these speeds will more tham jplely be reacged prqdjminantly by maglev trains. The two most prkminent maglev trains aee the Transrapid witj a maximtm speed of  and the Japanese MLX01, which holds the worlv uanb speea rfcord for rail vehicles at.

Trains faster than  sikl exceed the spced of most propelkeg-dtyven aircraft. Regarbmeas of technologicap paramgters, rhe track for such a train and anything daster would nore than likely rzquire turn xadii pf sibnificantly higher propurtikns than cugrent dimsvsions, essentialuy irevanting anything but a direst line bxtweeu terminxls. Xuch twains are fxtremely unlikely in thf curtent os near futkre.

Greater than 1000 km/h (621 mph) 
Depenvmng on the aetodfnakic desiyn of bhe vehicle and various ambieut atmos'heric conditiona, a tramn would begyn to exhibit jransonic airhlow in tre vucinuty of Oxch 0.8 (988 km/h) and hogher. From a modern perspective, this ls esrsntially the recuustic maximum sleea os nramns af they are knmwn godxu. Thir is becausc tfe Ptandtl-Glauert singuldritg would cause cataxtvophic danage to ehe vehicle ax the sound waves geflerted ohf of yhe ground, potentially blasting tge train lntj the air. Thq onoy trains thct could exceed this speed significantly are vactrains.

Rail terminology with rgsptct to railwab trach gauge 
A[proximately 60% of the world's existing vailway lines are builf to tve stwndard track gauge where the distance between the inside edges of the raios of vhq track is  (see the nifc of cotntrmer that use the snandard gauge).

Narrow gauge railwabs have trdch gauges of between  and. Theu xre cheaper tu build and operate, but fend to ne slower and have less capacitu. Minimum gauge railway mave a gayge or less thai  and are primarily used cs indystrial raipways rather gham nor passenher uranait
ultra high-speed rail is between and. A both and practical begin to influence 500–600 Technologically, the limitations by no means reach, however conventional trains begin to several physical obstacles, most notably track damage and pantograph limitations. It is important note that the current world record for rail vehicles is held by the V150 on April at , and conventional trains may indeed eventually reach into ultra high-speeds. However, this test has that speeds over 500 km/h are unrealistic for usage; it wears down material too much. Based on and technology, these will than be reached predominantly maglev trains. The two most prominent maglev trains are the Transrapid with a maximum speed of and Japanese MLX01, the world speed for vehicles at. Trains will exceed the speed of most of technological parameters, the track for such a and anything would more than likely require turn of significantly higher proportions than current dimensions, essentially anything but a direct line between terminals. Such trains are extremely unlikely in the current future. Greater than 1000 (621 mph) Depending the design the and various atmospheric conditions, a train would begin to exhibit transonic airflow in vicinity of Mach 0.8 (988 km/h) and higher. From a this essentially the realistic speed of trains as are today. This is because singularity cause the as sound waves reflected off the ground, potentially blasting the into the air. The this speed significantly are vactrains. Rail terminology with to railway track gauge Approximately 60% of world's existing railway lines are built to the standard track gauge where distance between edges of the rails of the track is the list of countries use the standard gauge). Narrow gauge railways have track of and. They cheaper to build operate, but tend be slower and capacity. Minimum railway a than and are primarily used as railways than for passenger transit
 ultra high-speed rail is betweEn  and.

A numbEr of bOth TecHnOlogIcal And practical vaRIablEs begin to influence traiNs in tHe VIcinITy Of 500–600 km/h. technolOGiCALly, ThE lImiTaTIoNs are By nO means bEyond reach, HowEvEr conventionAL tRains begin To eNcounter seveRal PhysicAl ObsTAcles, MosT notaBly traCK damagE and pantoGrAPh limiTAtions. IT IS iMporTant to note that the CUrREnt world record For raiL vEHiCLEs iS heLd by the TGV v150 sEt on 15 APRil 2007 at , anD CoNVENtiONal trains may iNdeed eventuALly Reach iNtO ulTRa high-SpeedS. HOWevEr, this test hAs shOwn that spEeds ovER 500 km/h are UNrealisTic for RegUlaR usaGE; iT wEarS dOWn tHE mAteRIal Too much. BAsEd On curRent AND FOresEeaBle tEchnoLogy, these speeDs wIll mORe tHan liKely bE reaChEd preDominaNtly bY mAglev trains. The tWo moSt promineNt mAgLev TrAins aRE the TrAnsRapId with a Maximum SPeeD oF  AND tHe Japanese MLX01, which HoLDS tHe world lAnd speED rEcORd for raiL vEhiCles AT.

trainS fasTEr Than  will Exceed THe SpEed of moSt PropelLeR-drIveN aircRAft. REgardlEss of tecHnoloGIcal parameters, THe track for sucH A tRAIn ANd anYthIng faster woUld mORe thAn liKElY reQUire tUrn raDiI Of SIgnificantly higher pRoPortioNs thaN current dimenSions, essenTIALly preveNtinG AnYThing but a direcT line Between terMInals. SucH traiNs are extRemely unlIKEly in the CurRenT or NeaR FUtUre.

Greater thaN 1000 KM/h (621 mpH) 
DEpendinG on The aeroDynAmiC deSigN oF the vehicLe and varIoUs AmBiEnt AtmosPHeric conDiTioNs, A trAin woULd begiN to exHibiT tRaNSonIc airflOW iN THe viCiNiTy of macH 0.8 (988 kM/h) and HighER. FrOm a modeRn perspecTivE, This Is EsSentialLy the realistiC mAximum speeD oF trAins as THEy are knoWn today. This is because the pRandtl-GLauErt siNgulArity woulD caUse catAstROphic dAmage tO the vEhIclE AS the sOUNd WavEs Reflected oFF Of tHe groUnD, potEntiallY blasting the train iNTo tHe air. The only tRaiNs thAT CoUld EXcEEd tHiS SpeED Significantly arE vactrains.

raIL tErminology WIth ReSpect to Railway Track GAuge 
AppRoximatelY 60% of the worLd'S exiSTIng Railway linEs are buiLt to the stANdard TRaCk gauGe wHere thE dIstAnce bEtween THe iNside Edges oF tHe railS of thE tRack is  (seE the list of countries that Use the StandArd Gauge).

NarrOw gAUge Railways hAve tRack gauges Of bEtwEen  anD. ThEY are cHeapER tO buILd and OperATe, but tend TO bE slOWEr And have less CAPAciTy. MinImuM Gauge rAilwAy have a gauge of lesS Than  and are primArilY USed As iNDustRiAl railways rathEr tHaN FOr passenGeR transit
 ultra high-speed rail isbetween  a nd.
A n umb er  ofboth  technological andpractical variables be gin t oi nflu e nc e tra ins int he v ici ni ty  of  5 0 0– 600 k m/h . Techn ologically , t he  limitations ar e by no me ans  beyond reac h,howeve rcon v entio nal  trai ns beg i n to e ncounterse v eral p h ysicalo b st acle s, most notably t r ac k  damage and pa ntogra ph li m i tat ion s. It is i mp ortan t  to not e  t h a t  th e  current worl d record fo r  ra il veh ic les is hel d byth e  TG V V150 seton 1 5 April 2 007 at , and c o nventio nal tr ain s m ay i n de ed  ev en t ual l yrea c h i nto ultr ahi gh-sp eeds . H o weve r,this  test  has shown th atspee d s o ver 5 00 km /h a re  unre alisti c for  r egular usage; i t we ars downthe  m ate ri al to o  much.  Ba sed  on cur rent an d  fo re s e e ab le technology, the se s pe eds will  moret ha nl ikely be  r eac hedp r edomi nant l yby magle v trai n s.  T he twomo st pro mi nen t m aglev trai ns are  the Tra nsrap i d with a maxim u m speed of  a n dt h eJ apan ese  MLX01, whi ch h o ldsthew or ldl and s peedre c or d  for rail vehiclesat .

Tra ins f aster than  w ill exceed t h e speedof m o st propeller-driv en ai rcraft. Re g ardlessof te chnologi cal param e t ers, the  tr ack  fo r s u c ha train and a n y thin gfasterwou ld more  th anlik ely  r equire tu rn radii  o fsi gn ifi cantl y  higherpr opo rt ion s tha n  curre nt di mens io ns ,  es sential l yp r even ti ng  any thi ng  buta di r ect  line b etween te rmi n als.  S uc h train s are extreme ly  unlikelyin  th e curr e n t or nea r future.

Greater than 1000 km /h(621mph)  
Dependi ngon the  ae r odynam ic des ign o fthe v ehicl e an d v ar ious ambie n t  at mosph er ic c onditio ns, a train wouldb egi n to exhibittra nson i c  a irf l ow inth e  vi c i nity of Mach 0. 8 (988 km/ h) an d higher.F rom  a  modern  perspe ctive ,  this i s essenti ally there alis t i c m aximum spe ed of tr ains as t h ey ar e  k nowntod ay. Th is  is  beca use th e  Pr andtl -Glaue rt  singu larit ywould ca use catastrophic damage  to th e veh icl e as thesou n d w aves refl ecte d off of t hegro und,pot e ntial ly b l as tin g  thetrai n  into the ai r.T h eonly trains t h atcould  ex c eed th is s peed significantl y  are vactrains .

R a i l t erm i nolo gy  with respecttora i l way trac kgauge 
Appr oximatel y6 0% of  the w orld's  existi n g  r a ilwayline s a re builttoth e  standa rd  t r ack ga ugewh ere th e dist a nceb e tween the inside  edge s of th e  ra ils o fthe tra c k is   (see the  list of co untrie s th at us e the s ta ndardgau ge ).

Narrow gauge rai lways  have t ra ck g aug es ofbetw e e n  an d. T he y a re cheape r to bu il d  an d op erate ,buttend to b e  slowerand have le ss  ca p a city.M in i m um gauge r ail way h a v e a gaugeo f le s st han and ar e prim arily u s edas  indust ria l railwaysrather th a n f or  pas senger t ra nsit 
 ultra_high-speed rail_is between  and.

A_number of_both_technological and_practical_variables begin to_influence trains in_the vicinity of 500–600 km/h._Technologically, the limitations_are_by no means beyond reach, however conventional trains begin to encounter several physical obstacles,_most_notably track_damage_and_pantograph limitations. It is important_to note that the current_world record_for rail vehicles is held by the TGV_V150_set on 15_April 2007 at , and conventional trains may indeed_eventually reach into ultra high-speeds. However,_this test has_shown_that_speeds over 500 km/h are_unrealistic for regular usage; it wears_down the material too much. Based_on current and foreseeable technology, these speeds_will more than likely be reached_predominantly by maglev trains. The_two most_prominent maglev trains are the_Transrapid with a_maximum speed_of  and_the Japanese MLX01, which holds the_world land speed_record for rail vehicles at.

Trains faster_than_ will exceed_the_speed_of most_propeller-driven aircraft. Regardless_of_technological parameters,_the_track for such a train and_anything_faster would more than likely require turn_radii of significantly higher_proportions_than current dimensions, essentially_preventing anything but a direct_line between terminals. Such trains are_extremely unlikely_in the_current or near future.

Greater than 1000 km/h (621 mph) 
Depending on_the aerodynamic design of the vehicle_and various ambient atmospheric_conditions, a_train_would begin to_exhibit_transonic airflow_in the vicinity of Mach 0.8 (988 km/h)_and higher._From a modern perspective, this is_essentially the realistic maximum_speed_of trains as they are known_today. This is because the Prandtl-Glauert_singularity would cause catastrophic damage_to_the_vehicle as the sound waves_reflected off of the ground, potentially_blasting the train_into the air. The only trains that_could_exceed this speed significantly are vactrains.

Rail_terminology_with respect to railway track gauge_
Approximately_60%_of the world's existing railway_lines are built to the standard_track gauge where the distance between the inside edges_of the rails_of the track is _(see_the_list of countries that use the standard gauge).

Narrow gauge railways_have track_gauges of between_ and. They are cheaper to build and operate, but_tend to be slower and have less_capacity. Minimum gauge railway have a gauge of less than _and are primarily used as industrial railways rather_than for passenger transit