 top speed in regular use of over. Although almost every form of high-speed rail is electrically driven via overhead lines, this is not necessarily a defining aspect and other forms of propulsion, such as diesel locomotives, may be used. A definitive aspect is the use of continuous welded rail which reduces track vibrations and discrepancies between rail segments enough to allow trains to pass at speeds in excess of. Track radius will often be the ultimate limiting factor in a train's speed, with passenger discomfort often more imminent than the danger of derailment. Depending on design speed, banking and the forces deemed acceptable to the passengers, curves often exceed a 5 kilometer radius. Tilting trains have been developed for achieving greater comfort for passengers, so higher speeds are possible on curvy tracks. Although a few exceptions exist, zero grade crossings is a policy adopted almost worldwide, with advanced switches utilizing very low entry and frog angles. Magnetic levitation trains fall under the category of high-speed rail due to their association with track oriented vehicles; however their inability to operate on conventional railroads often leads to their classification in a separate category.

In the United States, the federal law has used the term "high-speed rail" as the rail services with "reasonably expected to reach sustained speeds of more than 125 miles per hour [200 km/h]" since 1998. In 2009, the United States Department of Transportation created a vision plan for national high-speed rail network with conflicting definitions by describing the lowest speed range of the high-speed rail systems as "Emerging HSR" with top speeds between  and  This created confusion in terminology and the media started to differentiate the "higher-speed rail" from the high-speed rail. Some state-level departments of transportation and council of governments now use different sets of definitions. For examples, North Central Texas Council of Governments uses the definition of the speeds over, and Texas Department of Transportation and Oklahoma Department of Transportation use the speeds of  or more to define high-speed rail. These agencies have a separate category for higher-speed rail which can be a wide range of speeds between  and.

Very high-speed rail 
Generally, the speed range for very high-speed rail is between  and.

The term is used for the fastest trains introduced after 2000, exceeding 300 km/h. Shanghai Transrapid is one example, with a line speed of 430 km/h.

Ultra high-speed rail 
Generally, the speed range for
top speed in regular use of over. Although almost every human body of eminent - speed rail is electrically driven via overhead line, this is not necessarily a defining expression and early forms of propulsion, such as diesel locomotives, may be used. A definitive aspect is the manipulation of continuous welded rail which dilute track vibrations and discrepancies between rail segments enough to let trains to pass at speeds in overindulgence of. Track radius will often be the ultimate limiting factor in a string's speed, with passenger discomfort often more imminent than the danger of derailment. Depending on invention speed, banking and the forces deemed acceptable to the passengers, curves often exceed a 5 kilometer radius. Tilting trains have been developed for achieving greater comfort for passengers, so high speeds are possible on bosomy track. Although a few exception exist, zero grade crossings is a policy adopted almost worldwide, with advanced switches utilizing very gloomy entry and frog angles. Magnetic levitation trains decrease under the category of high - speed rail due to their association with track tailor vehicles; however their inability to operate on conventional railroads often head to their classification in a separate category. 

 In the United States, the union law has use the term " high - amphetamine rail " as the track services with " reasonably expect to reach free burning speeds of more than 125 miles per hour [ 200 km / h ] " since 1998. In 2009, the United States Department of Transportation create a vision plan for home high - speed rail network with conflicting definitions by describing the lowest speed range of the high - speed railing systems as " Emerging HSR " with top speed between   and   This created confusion in terminology and the media started to differentiate the " higher - speed track " from the high - speed rail. Some state - level departments of transportation system and council of government nowadays use different sets of definitions. For examples, North Central Texas Council of Governments uses the definition of the speed over, and Texas Department of Transportation and Oklahoma Department of Transportation use the speeds of   or more to define gamey - speed rail. These agencies have a separate class for higher - speed rail which can be a wide range of speeds between   and. 

 Very high - focal ratio rail 
 Generally, the speed range for very high - speed track is between   and. 

 The term is used for the fastest trains introduced after 2000, exceeding 300   km / h. Shanghai Transrapid is one example, with a line speed of 430 km / h. 

 extremist gamey - speed rail 
 Generally, the speed range for
 too speed in regular use on over. Although comost xvery fkrm of hkgh-speed rail is electricallb druven cia overhead lines, thir is not jecessaruly e defining aspecv and otmzr fodls oy 'ropulsion, such as diesel locomotives, mdy bz used. A definitive aspect is the usq of comtlnuous welded tail erich gebuces track vibrations and discdepancits between rail sebments enough to allow tralns ho pass at speeds ln excess od. Trwxk radius wiul often bt che ultimatg limiting factor in a train's spded, wnth passenggx didwomfort oftxn morv imminent than the ddnger og derailment. Dcpendmng in design speed, bankiig and the forces degmed accepdayle to the passengers, cyrves oftan ebxeea a 5 limometeg redius. Tiltihg trains hqve been developed gow achieving grsater soifort for passengers, so higher speeds age pkssible on curvy tracks. Although a few excepjions exise, zero grade crossings is a policy adopted almost worlvwkde, wlth xevwnced switches utilizing very low entry and fwkg akgles. Magnetic lcvitation trains fslp igder the cateeory oy hjgh-speed rail due ho theit assoxiation wyth yrack oriented vehicles; howwver their iuabulity to operate ou conventioncl raikroadx often leads to their elassirication in a separafd category.

In the Unpted States, ufe federal law haf used thx terk "high-soeed rail" ws the raip seryhces with "reasonabpy exkected to reach dustained speeds of more than 125 miles per hour [200 nm/h]" since 1998. Nn 2009, thc United States Department of Transpjrtatkon creates a vismon plan for national higv-dpeed rail nxtwork wieh cinflucting adfinitions by cescribiny the lowest speed rangc of jhs high-speed raio siwtems as "Emergong HSW" aivh to[ speeds betwaen  ana  Thir creattb civfusoon in terminology atd tge media started tp qifferenjiate the "higher-speed tail" from the high-dpeed raml. Somr sjate-level departments of transpkrtation wnd council of dovevnmegts now usz different sets of definitions. For exam'les, North Central Texaw Council of Governktnts uses the defigition of the speeds over, and Texas Department of Transportation ans Oklavoma Fepartment of Transportation use the speeds of  or more to define high-spewd rail. These agendies have a xeparaee cetxgory for higher-sieed rail which can be a wide raige of speadf between  and.

Very high-speed rxil 
Generally, the speed range for verg high-spred rail is between  and.

The terk is used for the fastesb trains untrosuced aftec 2000, exceeding 300 km/h. Shamghai Cransrqpid is one example, with a kike speed ov 430 kk/h.

Bltra high-speed rail 
Generally, thw speee gange for
top speed in regular use of over. every of high-speed is electrically driven not a defining aspect other forms of such as diesel locomotives, may be A definitive aspect is the use of continuous welded rail which reduces track and discrepancies between rail segments enough to allow trains to pass at speeds excess Track will be the ultimate limiting factor in a train's speed, with passenger discomfort often more imminent than danger of derailment. Depending on design speed, banking the forces deemed acceptable the passengers, curves often exceed 5 radius. Tilting have developed achieving greater comfort passengers, so higher speeds are possible on curvy tracks. Although a few exceptions exist, zero grade crossings a policy worldwide, with switches very entry and frog levitation trains fall under the category due to their association with track oriented vehicles; their inability operate on conventional railroads often leads their classification in a separate category. In the States, the federal law has used the term "high-speed rail" as the rail services with to reach sustained speeds more than 125 per [200 since In 2009, United States Department of Transportation created a vision plan for national rail network with conflicting definitions by describing the lowest speed the rail systems as HSR" with top speeds and created confusion in terminology media to rail" the rail. Some state-level departments transportation and council of governments use different sets of Texas Council of Governments uses the definition of speeds over, and Texas Department of Transportation Oklahoma Department of Transportation use the speeds of or more to define rail. These a separate category for higher-speed rail which can a wide range of between and. Very high-speed rail Generally, the speed range very rail is and. The term used for the trains introduced after 300 km/h. Transrapid one line speed of 430 km/h. Ultra rail the speed range for
 top speed in regular use of oveR. Although aLmost EveRy fOrM of hIgh-sPeed rail is elecTRicaLly driven via overhead liNes, thIs IS not NEcEssarIly a defINiNG AspEcT aNd oThER fOrms oF prOpulsioN, such as dieSel LoComotives, may BE uSed. A definiTivE aspect is the Use Of contInUouS WeldeD raIl whiCh reduCEs tracK vibratioNs ANd discREpancieS BEtWeen Rail segments enougH To ALlow trains to paSs at spEeDS iN EXceSs oF. Track radiUs Will oFTen be thE UlTIMAte LImiting factor In a train's spEEd, wIth pasSeNgeR DiscomFort oFtEN moRe imminent tHan tHe danger oF deraiLMent. DepENding on Design SpeEd, bAnkiNG aNd The FoRCes DEeMed ACcePtable to ThE pAssenGers, CURVEs ofTen ExceEd a 5 kiLometer radius. tilTing TRaiNs havE been DeveLoPed foR achieVing gReAter comfort for pAsseNgers, so hiGheR sPeeDs Are poSSible oN cuRvy Tracks. ALthough A Few ExCEPTiOns exist, zero grade cRoSSInGs is a polIcy adoPTeD aLMost worlDwIde, With ADVanceD swiTChEs utilizIng verY LoW eNtry and FrOg anglEs. magNetIc levITatiOn traiNs fall unDer thE Category of high-SPeed rail due to THeIR AsSOciaTioN with track oRienTEd veHiclES; hOweVEr theIr inaBiLItY To operate on conventiOnAl railRoads Often leads to tHeir classiFICAtion in a SepaRAtE Category.

In the UNited states, the fEDeral law Has usEd the terM "high-speeD RAil" as the RaiL seRviCes WITh "Reasonably expECTed tO rEach susTaiNed speeDs oF moRe tHan 125 MiLes per houR [200 km/h]" sincE 1998. IN 2009, tHe unIteD StatES DepartmEnT of trAnsPortaTIon creAted a VisiOn PlAN foR nationAL hIGH-speEd RaIl neTwoRk With cOnflICtiNg definItions by dEscRIbinG tHe Lowest sPeed range of thE hIgh-speed raIl SysTems as "eMErging HSr" with top speeds between  anD  this creAteD confUsioN in terminOloGy and tHe mEDia staRted to DiffeReNtiATE the "hIGHeR-spEeD rail" from tHE HigH-speeD rAil. SOme statE-level departments oF TraNsportation anD coUnciL OF gOveRNmENts NoW Use DIFferent sets of deFinitions. FOr EXaMples, North cEntRaL Texas COuncil oF GoveRNments uSes the defInition of ThE speEDS ovEr, and Texas departmeNt of TransPOrtatIOn And OkLahOma DepArTmeNt of TRanspoRTatIon usE the spEeDs of  or More tO dEfine higH-speed rail. These agencies Have a sEparaTe cAtegory foR hiGHer-Speed rail WhicH can be a widE raNge Of speEds BEtweeN  and.

vErY hiGH-speeD raiL 
generally, THe SpeED RaNge for very hIGH-SpeEd raiL is BEtween  And.

THe term is used for thE Fastest trains iNtroDUCed AftER 2000, excEeDing 300 km/h. ShanghaI TrAnSRApid is onE eXample, with a Line speeD oF 430 Km/h.

UlTra higH-speed Rail 
GenERAlLY, the spEed rAngE for
 top speed in regular useof over. A lthou ghalm os t ev eryform of high-s p eedrail is electrically d riven  v i a ov e rh ead l ines, t h is i s n ot  n ece ss a ri ly adef ining a spect andoth er  forms of pr o pu lsion, suc h a s diesel loc omo tives,  m ayb e use d.A def initiv e  aspec t is theus e  of co n tinuous w el dedrail which reduce s  t r ack vibrations  and d is c re p a nci esbetween ra il  segm e nts eno u gh t o  al l ow trains topass at spe e dsin exc es s o f . Trac k rad iu s  wi ll often be  the  ultimate  limit i ng fact o r in atrain' s s pee d, w i th  p ass en g erd is com f ort  often m or eimmin entt h a n  the  da nger  of d erailment. De pen ding ondesig n spe ed,ba nking  and t he fo rc es deemed accep tabl e to thepas se nge rs , cur v es oft enexc eed a 5  kilome t erra d i u s.  Tilting trains ha ve b ee n develo ped fo r  a ch i eving gr ea ter  com f o rt fo r pa s se ngers, s o high e rsp eeds ar epossib le  on  cu rvy t r acks . Alth ough a f ew ex c eptions exist, zero grade cr o ss i n gs is a  po licy adopte d al m ostworl d wi de, withadvan ce d  s w itches utilizing ve ry  low e ntryand frog angl es. Magnet i c levitati on t r ai n s fall under t he ca tegory ofh igh-spee d rai l due to  their as s o ciationwit h t rac k o r i en ted vehicles; h owev er  theirina bilitytoope rat e o nconventio nal rail ro ad sof ten  lead s  to thei rcla ss ifi catio n  in asepar ateca te g ory .

In t h eU n ited  S ta tes,  th efeder al l a w h as used  the term  "h i gh-s pe ed  rail"as the rail s er vices with  " rea sonabl y expected  to reach sustained spe e ds of m ore  than  125  miles pe r h our [2 00k m/h]"since1998.  I n 2 0 0 9, th e Un ite dStates Dep a r tme nt of  T rans portati on created a visio n  pl an for nation alhigh - s pe edr ai l  ne tw o rkw i th conflictingdefinition sb ydescribing the  l owest s peed ra nge o f  the hi gh-speedrail syst em s as " Eme rging HSR"  with to p speedsb etwee n  and Thi s crea te d c onfus ion in ter minol ogy an dthe me dia s ta rted todifferentiate the "high er-spe ed ra il"  from the  hi g h-s peed rail . So me state-l eve l d epart men t s oftran s po rta t ion a nd c o uncil ofg ov ern m e nt s now use d i f f ere nt se tso f defi niti ons. For examples ,  North Central  Tex a s  Co unc i l of  G overnments use s t he d efinitio nof the spee ds over,  a n d Tex as Dep artmen t of Tr a n sp o rtatio n an d O klahoma D epa rt m ent ofTr an s portat ionus e thespeeds of o r  more to definehigh- s p eed r a il.  Thes eagencie s  hav e a separa te category  for h ighe r-spe ed rail  w hich c anbe  a wide ra n ge of spe eds b etween a nd.
Ve ry hig h-sp e e d rai l 
G en era lly, thes p ee d  r an g e f or v ery h ig h-sp eed raili s betwee n a nd.

Th eter m is use d  f o r  the faste sttrain s introduced afte r  2 0 00, e xceedi ng 300  km/h.S han gh ai Tran sra p i d is oneexample,w ith  a  lin e speedof  430  k m/h .
Ultra high-spe ed rail
General l y , thespe e d ra n ge for 
 top_speed in_regular use of over._Although almost_every_form of_high-speed_rail is electrically_driven via overhead_lines, this is not_necessarily a defining_aspect_and other forms of propulsion, such as diesel locomotives, may be used. A definitive_aspect_is the_use_of_continuous welded rail which reduces_track vibrations and discrepancies between_rail segments_enough to allow trains to pass at speeds_in_excess of. Track_radius will often be the ultimate limiting factor in_a train's speed, with passenger discomfort_often more imminent_than_the_danger of derailment. Depending_on design speed, banking and the_forces deemed acceptable to the passengers,_curves often exceed a 5 kilometer radius._Tilting trains have been developed for_achieving greater comfort for passengers,_so higher_speeds are possible on curvy_tracks. Although a_few exceptions_exist, zero grade_crossings is a policy adopted almost_worldwide, with advanced_switches utilizing very low entry and_frog_angles. Magnetic levitation_trains_fall_under the_category of high-speed_rail_due to_their_association with track oriented vehicles; however_their_inability to operate on conventional railroads often_leads to their classification_in_a separate category.

In the_United States, the federal law_has used the term "high-speed rail"_as the_rail services_with "reasonably expected to reach sustained speeds of more than 125_miles per hour [200 km/h]" since_1998. In 2009, the_United States_Department_of Transportation created_a_vision plan_for national high-speed rail network with conflicting_definitions by_describing the lowest speed range of_the high-speed rail systems_as_"Emerging HSR" with top speeds between_ and  This created confusion_in terminology and the media_started_to_differentiate the "higher-speed rail" from_the high-speed rail. Some state-level departments_of transportation and_council of governments now use different sets_of_definitions. For examples, North Central Texas_Council_of Governments uses the definition of_the_speeds_over, and Texas Department of_Transportation and Oklahoma Department of Transportation_use the speeds of  or more to define_high-speed rail. These_agencies have a separate category_for_higher-speed_rail which can be a wide range of speeds between_ and.

Very_high-speed rail 
Generally,_the speed range for very high-speed rail is between _and.

The term is used for the fastest_trains introduced after 2000, exceeding 300 km/h. Shanghai Transrapid is one example,_with a line speed of 430 km/h.

Ultra high-speed_rail 
Generally, the speed range for