There is history all along the line.

In 1938 on the descent into Grantham, a locomotive named Mallard set the world speed record for steam at 203 kilometers per hour.

It still stands.

They're all competing, you know, to be the fastest train in the world.

That's risen to the Challenge Flyer, which was a great Western railway train, and then the Silver Jubilee, which will see first stream mine training shoes by the other in the arm on because it culminated end of the world speed record.

That, my Lord said in 1938 off 126 miles an hour on DDE that's never being beaten to this day is pretty amazing.

In July 1939 almost within touching distance of world war Italian railways organized a special press trip.

A three car electric unit powered a special train from Florence to Milan at an average speed of 164 kilometers an hour record stood until the first bullet train raced out of Tokyo 25 years later, in 1964 in time for the Tokyo Olympic Games.

Dakedo Shinkansen initiated the era of very fast train travel Takada Oh, for one of Japan's pave 17th century highways, and Shinkansen, which somewhat unglamorous Lee means new main line.

More appealing is the name the locals gave the train dango panna means Dumpling knows that train could hit 210 kilometers an hour.

Standard for high speed would be 186 miles an hour.

300 kilometers know Spanish.

French do that and faster The Italians do that.

Germans roughly in that ballpark.

The formula for high speed established by Shinkansen stipulated dedicated tracks, no sharp curves, no level crossings, limited stops and in cab signaling meaning no signals outside the cab for the driver to see and read before the bullet train.

It was the Miss Trawler, the train which gave France the lead in the quest for speed.

In 1955 France captured the world speed record with an electric train clocked at more than 330 kilometers an hour.

The age of the fast train doomed.

The French realized that from the 19 thirties on word that a lot of the railway infrastructure wasn't where they needed it, and it was too slow for them to allow the railway to compete effectively with the highway.

In the airline mode, they needed to go a lot faster.

So what the French did in other countries have emulated.

This is a purpose.

Built high speed lines and just connect the dots.

Go from a to B.

Don't worry about what's in the middle.

Oh, it's called The Hill and Dale approach.

Don't go around the obstacle.

Just drive through it And the policy was spectacularly adopted when the obstacle was the English Channel.

The first Eurostar service commenced on November 14th 1994.

Now, up to 400 trains carry an average of 50,000 passengers through the tunnel every day.

I used to run the Euro stars when they first started running on DDE.

We worked out that the competition was with the airlines on.

If you had a train journey of less than three hours, people would rather capture train to go to an airport fly for now, but I have to check in an hour before land 50 miles away from where the name of the airport really used the design of Eurostar responded to some unique challenges, including automatically adjusting to different platform heights in three countries.

Perhaps the most challenging was the safety requirement, a response to the tunnel that it had to be possible to move passengers from one end of the train to the other thing.

This meant that the train could not be assembled from two sets, so each Eurostar has only to power cars front and rear as compensation for this loss of power, they motorized the bogeys structures to which axles are attached on the first and last passenger coaches.

Eurostar is the only truly very fast train presently operating on British Rail's.

But there are many high speed lines across Europe.

The French TGV, Italian railways flagbearer, the Train Italia fresh You're awesome!

Its latest version boasting a top speed of 400 kilometers an hour thanks to 16 engines distributed among the carriages and the multiple units sets operated by fillies in northern Europe with a top speed in excess of 300 kilometers an hour.

The latest generation bullet train, using maglev technology, is set to reach 500 kilometers an hour.

The first bullet train reduced travel time between Tokyo and Osaka from seven to just three hours.

Next will bring it down to just 67 minutes.

Maglev magnetic levitation does away with rolling resistance altogether.

It is already setting records in Shanghai, where the shuttle from the airport to the city reaches 431 kilometers an hour on its 30 kilometer journey, 30 kilometers in eight minutes.

But true fast trains need more bridges, tunnels and viaducts to eliminate sharp curves.

Such features account for about 1/3 of the Takeda Ocean.

Cancel track length.

Not all fast trains a genuine high speed because they do not travel on dedicated tracks.

They rely on other innovations.

In America, we have the assault.

It tilts through curves, and it's on old alignment, and they can reach top speed.

Of about 161 of these installed the new trains of all.

They could go up to 150 but only for short stretches, you know, maybe for 18 or 20 miles and then they'd be a curb and it had to slow down.

Pendolino technology from pendulum sways around the bends.

The design originated in Italy and is now in service in more than a dozen countries.

Express trains link major Scandinavian cities, where they often have to overcome challenging difficulties.

The railway did not properly link Norway's major cities, Oslo Bergen until 1902 The obstacle was the hard Unger Vida, the largest eroded plane in Europe, with rocks up to one and 1/2 1,000,000 years old.