USA: The Federal Railroad Administration has proposed new noise standards for trains above 160 mph, creating an optional compliance route for operations up to 220 mph and a pathway beyond that speed.

Amtrak Acela train passing a Metro-North railcar on electrified tracks in Greenwich, Connecticut.
An Acela train passes a Metro-North railcar in Greenwich, Connecticut; illustrative image. Photo: Connor Harris, public domain.

Optional standard would cover 160–220 mph

On July 31, the US Department of Transportation announced the FRA proposal, presenting it as a way to remove a regulatory obstacle for high-speed rail developers. The formal notice of proposed rulemaking is scheduled for publication on August 3, 2026, followed by a 60-day public-comment period.

Existing federal rules were developed around locomotive and railcar noise. FRA says aerodynamic noise becomes dominant at speeds above 160 mph, making compliance difficult for trainsets designed to international high-speed standards.

Under the proposal, operators and manufacturers could use an alternative limit for trains running above 160 mph and up to 220 mph. The limit would be 96 dB(A), normalized to 160 mph. Compliance testing would take place 25 feet from the track centerline, with microphones positioned 4 and 12 feet above the rail.

The alternative would be optional. Railroads could continue using the existing compliance method at higher speeds, while traditional limits would remain unchanged for operations at or below 160 mph.

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Special approval would apply above 220 mph

For operations exceeding 220 mph, including magnetic-levitation systems, FRA proposes a special approval process. Applicants would have to demonstrate noise protection consistent with the applicable limits rather than rely on the 160–220 mph testing framework.

FRA estimates the reform could save high-speed rail developers about $100 million over 30 years, mainly by avoiding equipment modifications intended to reduce aerodynamic noise. Testing would still require calibrated sound-measuring equipment, qualified personnel and operation of the trainset during compliance trials.

The proposal addresses noise compliance only; it does not approve a route, construction program or passenger service. FRA previously established Tier III passenger-equipment standards for trainsets operating at up to 220 mph, while the new proceeding targets a separate regulatory gap involving high-speed noise.

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