Invented in Britain at the height of the Industrial Revolution, steam trains gave the empire an unparalleled advantage in transporting goods and people. Soon it spread around the world as other nations scrambled to build their own railway networks to facilitate growth and commerce. But just as nations rushed to build more railways, they also tried to build faster trains. Japan’s Tōkaidō Shinkansen or “bullet train” in 1964 was the first high-speed rail system, achieving a speed above 124 mph or 200 km/h. How do other countries and trains compare? Let’s dive into the fastest trains in the world using data from Travel and Leisure magazine.
Who Has The Fastest Trains in the World?
Japan started the high-speed train revolution in earnest, and it’s still at the top of the charts. Though it’s fastest regular operating bullet trains (the N700A Shinkansen) can reach a top speed of 186 mph or 300 km/h, the country’s new development in magnetic levitation (maglev) is breaking speed records. In fact, the top two fastest trains in the world are maglev, using two sets of magnets to elevate the train and propel it forward without friction to slow it down. *No official name or designation has been given yet, so currently listed under the manufacturer’s name, CRRC Qingdao Sifang. Japan’s L0 Series Maglev is still in production, but with a land speed record of 374 mph or 602 km/h it is the fastest train in the world.
China’s Fastest Trains Look to Pass Japan
Japan is facing stiff competition from China, which already has the world’s longest high speed railway network and is investing heavily in infrastructure.
China already has a maglev train in operation, the Shanghai Maglev, which connects the city center with the international airport. The country’s latest unveiled train in July 2021 achieved a land speed of 373 mph or 600 km/h.
When it was unveiled, the new maglev train was announced as the fastest operating train in the world as it enters full production. But until full operation actually begins, its test speed record is still under that of the L0 Series.
In fact, China has half of the eight fastest trains in the world. Including Japan and South Korea, Asia accounts for the bulk of high-speed rail networks and record speeds.
Though it’s not all maglevs and Asia dominance. Conventional electric trains in Europe also made the list, with France’s TGV POS and Italy’s Frecciarossa 1000 reaching speeds of 357 mph (575 km/h) and 245 mph (394 km/h) respectively.
Source: Travel + Leisure, Reuters
on
Today’s connected cars come stocked with as many as 200 onboard sensors, tracking everything from engine temperature to seatbelt status. And all those sensors create reams of data, which will increase exponentially as the autonomous driving revolution gathers pace.
With carmakers planning on uploading 50-70% of that data, this has serious implications for policymakers, manufacturers, and local network infrastructure.
In this visualization from our sponsor Global X ETFs, we ask the question: will connected cars break the internet?
Data is a Plural Noun
Just how much data could it possibly be? There are lots of estimates out there, from as much as 450 TB per day for robotaxis, to as little as 0.383 TB per hour for a minimally connected car. This visualization adds up the outputs from sensors found in a typical connected car of the future, with at least some self-driving capabilities. The focus is on the kinds of sensors that an automated vehicle might use, because these are the data hogs. Sensors like the one that turns on your check-oil-light probably doesn’t produce that much data. But a 4K camera at 30 frames a second, on the other hand, produces 5.4 TB per hour. All together, you could have somewhere between 1.4 TB and 19 TB per hour. Given that U.S. drivers spend 17,600 minutes driving per year, a vehicle could produce between 380 and 5,100 TB every year. To put that upper range into perspective, the largest commercially available computer storage—the 100 TB SSD Exadrive from Nimbus—would be full in 5 hours. A standard Blu-ray disc (50 GB) would be full in under 2 seconds.
Lag is a Drag
The problem is twofold. In the first place, the internet is better at downloading than uploading. And this makes sense when you think about it. How often are you uploading a video, versus downloading or streaming one? Average global mobile download speeds were 30.78 MB/s in July 2022, against 8.55 MB/s for uploads. Fixed broadband is much higher of course, but no one is suggesting that you connect really, really long network cables to moving vehicles.
Ultimately, there isn’t enough bandwidth to go around. Consider the types of data traffic that a connected car could produce:
Vehicle-to-vehicle (V2V) Vehicle-to-grid (V2G) Vehicles-to-people (V2P) Vehicles-to-infrastructure (V2I) Vehicles-to-everything (V2E)
The network just won’t be able to handle it.
Moreover, lag needs to be relatively non-existent for roads to be safe. If a traffic camera detects that another car has run a red light and is about to t-bone you, that message needs to get to you right now, not in a few seconds.
Full to the Gunwales
The second problem is storage. Just where is all this data supposed to go? In 2021, total global data storage capacity was 8 zettabytes (ZB) and is set to double to 16 ZB by 2025.
One study predicted that connected cars could be producing up to 10 exabytes per month, a thousand-fold increase over current data volumes.
At that rate, 8 ZB will be full in 2.2 years, which seems like a long time until you consider that we still need a place to put the rest of our data too.
At the Bleeding Edge
Fortunately, not all of that data needs to be uploaded. As already noted, automakers are only interested in uploading some of that. Also, privacy legislation in some jurisdictions may not allow highly personal data, like a car’s exact location, to be shared with manufacturers.
Uploading could also move to off-peak hours to even out demand on network infrastructure. Plug in your EV at the end of the day to charge, and upload data in the evening, when network traffic is down. This would be good for maintenance logs, but less useful for the kind of real-time data discussed above.
For that, Edge Computing could hold the answer. The Automotive Edge Computing Consortium has a plan for a next generation network based on distributed computing on localized networks. Storage and computing resources stay closer to the data source—the connected car—to improve response times and reduce bandwidth loads.
Invest in the Future of Road Transport
By 2030, 95% of new vehicles sold will be connected vehicles, up from 50% today, and companies are racing to meet the challenge, creating investing opportunities.
Learn more about the Global X Autonomous & Electric Vehicles ETF (DRIV). It provides exposure to companies involved in the development of autonomous vehicles, EVs, and EV components and materials.
And be sure to read about how experiential technologies like Edge Computing are driving change in road transport in Charting Disruption. This joint report by Global X ETFs and the Wall Street Journal is also available as a downloadable PDF.
