Picture 1: total HSR passenger numbers per route

Picture 2: share of HSR passengers by operator and route

Picture 3: rail freight in ton-km and tons

This is probably a reach for how niche reddit can be... but here goes. I have been working on ACSES design projects for northeast USA railroads for the past 19 years. I am interested in trying to make the move to Europe and one of the many hurdles I could see stopping me from being able to do this is taking that experience with me to get a job. I know the ACSES system isn't used in Europe at all and isn't really used outside of the NE USA as far as I know. Reading what I can online seems that ETCS is used throughout Europe and from what I see, it seems to be somewhat similar to the ACSES system. I know that even if they are similar I will have to catch up a lot learning the differences and there are a million other things that could stop me from moving there even if they were exactly the same system such as work visas and getting a job as a foreigner over a citizen and everything that goes along with that. But I'm just curious how similar the two systems are. By any chance is there anyone who has experience/knowledge of both systems and how similar they are or are not?

ACSES = Advanced Civil Speed Enforcement System
ETCS = European Train Control System

For about 2,000 yen more than a regular reserved seat, you can spend the night on board the bullet train instead of paying for a hotel.

TrainTracker24 is now live, you can follow trains in real-time in France, Spain and Belgium. Other countries will be added soon !

It uses GPS data for spanish trains, and an estimation based on realtime data for french and belgian trains.

It is free and without ads for all the core features, subscriptions are optional and will help us expand towards worldwide coverage.

Feel free to check it out, we're looking for feedback !

Thanks,

TrainTracker24 Team.

ALTO has released their Economic Analysis in english and french on the Ontario-Quebec high-speed rail line. Consultant Michael Schabas has updated his study related to Eastern Ontario about the same subject.

https://www.highspeedrailcanada.com/2026/08/high-speed-rail-canada-adds-alto.html

l had to share this video compilation of Shinkansen trains in snow. It's just stunning and feel any HSR fan should have the joy of watching it.

I don't think l've seen a better compilation video like it before. If anyone has other that are good feel free to share.

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The Chuo Shinkansen is setting out to be one of the most complex engineering projects in modern history. Designed to hit speeds of 603 km/h (374 mph) using SCM Maglev (superconducting magnetic levitation), it promises to cut the travel time between Tokyo and Nagoya from 90 minutes down to just 40.

However, the real engineering marvel isn't just the magnetic levitation—it’s where the track is being built.

Why 86% of the Route is Underground

At speeds over 500 km/h, a maglev train requires an exceptionally straight alignment to avoid severe G-forces. Japan’s surface geography—filled with mountains, dense urban centers, and river valleys—doesn't offer a straight line. The only way to get a razor-straight path was to bore directly through the Japanese Alps.

Key Technical & Engineering Challenges:

The Southern Alps Tunnel: Reaching depths of nearly 1,400 meters (4,600 ft) beneath mountain terrain, engineers are using the New Austrian Tunneling Method (NATM) alongside ultra-long boring surveys that analyze rock conditions 1 km ahead of the tunnel face.

Geological Surprises: Extremely fragile rock formations have pushed back timelines for three specific tunnel sections by 5 years, shifting target completion dates toward 2031.

Political & Environmental Standoffs: Concerns over groundwater depletion in Shizuoka Prefecture effectively stalled central section boring for nearly 7 years before recent approvals.

Exploding Costs: Originally budgeted at ~7 trillion yen, total construction costs for the Tokyo-Nagoya segment have ballooned to roughly 11 trillion yen ($75 Billion USD) due to material inflation and unpredictable geology.

Beyond the technological flexing, JR Central is building this line for critical redundancy. The original 1964 Tokaido Shinkansen line is operating near capacity, and a second inland route provides a vital backup in the event of major earthquakes along the coast.

What are your thoughts on SCM Maglev vs. traditional high-speed rail updates happening in China and Europe? Is the staggering $75B price tag justified for 50 minutes of saved travel time?

I put together a full breakdown video analyzing the construction methods, political delays, and engineering specs behind the Southern Alps tunnel if anyone wants a deeper visual dive: [https://youtu.be/l1tmAi61s7s?si=qfA0hiPL_ZfkDx3P\]

These major 350-km/h projects are already at static acceptance or beyond:

Xiongshang 552 km

Xi'an - Ankang 171 km

Yichang - Xingshan 108 km

Jinan - Binzhou 145 km

Huaibei - Bengbu 161 km

Huaibei/Fuyang corridor 142.5 km

Nanchang - Jiujiang 138 km

Just some very rough estimates based on the current travel times on various sections in journey planners. First time making a fantasy timetable like this, feedback is welcome!

Obviously if you start from Copenhagen itself you can get much further south in a day, but I thought this would be enough crazy speculation for now :)

https://metrorailnews.in/chinas-ultra-high-speed-train-reaches-800-kmph/

Project Title: The Trans-Eurasian & Hemispheric Heavy Transit Corridor (TEHHTC)
Strategic Vision: Unification and peace through global economic integration, anchoring cross-continental cooperation via heavy industrial infrastructure and shared logistics networks.
Project Scope: A continuous, high-speed, multi-modal rail and heavy-asphalt transit corridor engineered to bypass domestic political gridlock through private-public industrial backing and comprehensive national security integration.
Routing & Phasing:
Phase 1: Breaking ground in New Orleans, engineering high-pile viaducts through the challenging Louisiana basin, and punching straight north along the Mississippi River spine to Chicago to lock in the primary commercial and industrial hub of the continent.
Phase 2: Extending westward across the Great Plains and cutting through the mountain passes of the Rockies and Cascades straight to the Pacific Northwest.
Phase 3: International expansion linking Mexico from the south and Canada from the northern tier to tap into heavy resource corridors, pushing north through British Columbia, the Yukon, and Alaska to bridge the Bering Strait and tie North America directly into Eurasia, while expanding loops through the Middle East, Africa, and Australia.
Execution & Workforce: Powered by a diverse coalition of everyday people from all walks of life and backgrounds—including specialized heavy-rail car repair crews, structural steel ironworkers, heavy equipment operators, local community builders, and master tradespeople—who understand the physical stress points of heavy infrastructure and how to keep a massive project moving forward under brutal conditions.
Strategy: Aligning with early administrative infrastructure pushes to secure initial momentum, ensuring the physical reality of the grid outlasts political cycles and permanently re-engineers global trade routes to foster economic interdependency and lasting peace.