High-speed rail in East Belisaria
High-speed rail in east Belisaria has been a popular mode of public transport throughout the continent since the mid 20th century. Its history dates back to 1960, when the success the Chōkyūsen network in Tsurushima prompted various nations in the Belisarian continent to consider development of their own indigenous high-speed rail (HSR) networks. Brumen's national railway company RGB, XXX, XXX are considered as the pioneers of successful development & adoption of high-speed rail in Belisaria. The HSR network in East Belisaria goes by many names. In Brumen it is known as the H-Bahn, in Drevstran as the XXX, in Gresnaya as the XXX etc etc. The most common HSR service are passenger services although there exists freight-based HSR networks as well to transport goods. A variety of railway companies operate the network ranging from state-owned enterprises to private and public companies. Several countries also provide cross-border HSR services. The Dinsmark-Alexandropolis Rail Corridor operated by the Comet is one example of a long-haul cross border service.
Current HSR Networks
Brumen
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The H-Bahn (abbreviation of Hochgeschwindigkeitszug Bahn) is the name of all Highspeed Rail services in Brumen, a majority of which is operated by the Realm Railway Group of Brumen (RGB), the country's state-owned railway company. The H-Bahn is found in all RGB's subsidiaries and is generally its most profitable business units. The first H-Bahn network commenced operations in 1968 along the Dinsmark-Anfang rail corridor, which at the time was the busiest and most congested rail corridor in Brumen, was an immediate success. Ridership during its maiden trip was high and the service was able to maintain relatively consistent daily ridership levels. Highspeed Rail became a topic of national discussion, its popularity surged exponentially prompting the RGB to propose multiple expansion plans which were approved by the federal government. Both federal & private loans made by the RGB were approved and each of its subsidiaries soon began construction of their own H-Bahn lines.
By 1974 all subsidiaries of RGB had at least one H-Bahn corridor in active service. During its infancy however the H-Bahn proposal was met with fierce resistance, mostly from automobile lobby groups who feared that the implementation of a rapid transit system would lead to a decline in automobile ownership. Politicians who were endorsed by these lobby groups became the most vocal opponents of the H-Bahn network, calling for an end of federal funding for the RGB's H-Bahn expansion programs. Opponents of the H-Bahn argued that the H-Bahn is not entitled to receive both federal & state funding and its continued funding should be derived from the RGBs' own revenues. Eventually in 1975 lawmakers in both Congress and Conclave of the Bundeskammern held public hearings for adoption of the H-Bahn network with all H-Bahn expansions put on hold. In spite of these roadblocks however public support for the H-Bahn and RGB skyrocketed, mostly drive due to the efficiency and convenience delivered by H-Bahn services. Eventually proponents of the H-Bahn in Congress & Conclave prevailed which cemented the H-Bahn as a strategic component of the country's public transportation network, guaranteeing its continued access to government funding on the federal & state levels.
| Line | Corridor | Operator | Operating Speed (Max) | Length | Construction Start | Commenced Operation |
|---|---|---|---|---|---|---|
| Erbe H-Bahn | Dinsmark - Anfang | RGB West | 300km/h | xxx km | 1961 | 1968 |
| Ostküste H-Bahn | Hafenstadt - Verleihenheim | RGB West | 250km/h | xxx km | 1968 | 1973 |
| Osten H-Bahn | Sudendorf - Dinsmark | RGB South | 320km/h | xxx km | 1968 | 1974 |
| Nordosten H-Bahn | Dinsmark - Hafenstadt | RGB West | 320km/h | xxx km | 1969 | 1975 |