High-speed rails offer a safe, fast, and comfortable mode of travel that improves quality of life and supports economic growth. When the first segment of the Shinkansen (Japanese bullet) train line (Tokyo–Osaka) with an operating speed of 210 km/h was opened in 1964 in time for the Olympic Games, high-speed rail travel was born. In France, the first HSR line (also known as TGV), connecting Paris and Lyon, which had a maximum operating speed of 260 km/h, was opened in 1981. In contrast to the Shinkansen concept, the new European HSR was fully compatible with the existing railways, which facilitated further development of the system on the old Continent. After the success of the Shinkansen and the TGV, HSR construction fever spread across the world. Joining the group of countries offering HSR services were Italy in 1981, Germany in 1988 (ICE trains), Spain in 1992, Belgium in 1997, the United Kingdom and China in 2003, Switzerland and South Korea in 2004, the Netherlands and Turkey in 2009, Austria in 2012, and Poland in 2015. So far, sixteen countries have developed a HSR network (with minimum operating speeds V of 250 km/h). Detailed reviews of the HSR networks in these countries can be found in the literature [1–۷]. As Fig. 1 shows, the length of HSR lines constructed worldwide has increased almost exponentially since the first HSR line was opened. The number of countries boasting HSR networks will likely continue to increase. There are more than 1000 km of HSR lines under construction in Denmark, Iran, Saudi Arabia, and Morocco. Survey data collected by the International Union of Railways (UIC) shows that even more countries, such as the USA and Australia, are currently planning to develop HSR networks [4,5]. According to a UIC report issued in April 2017, there are currently 37,343 km of HSR lines in operation, 15,885 km under construction, and 35,909 km in development. HSR fever will likely continue in the foreseeable future. Germany was one of the first countries that planned to build a HSR network. Construction on the first line connecting Hanover in Saxony and Würzburg in Bavaria started in August 1973, and the line was opened section by section between 1988 and 1991 [8]. Subsequently, the following segments were opened: Mannheim–Stuttgart in 1991, Hanover–Berlin in 1998, Cologne–Rhine/Main in 2002, Nuremberg–Ingolstadt in 2006, and Erfurt–Leipzig/Halle in 2015. As of 2017, 1475 km of HSR lines are in operation in Germany, a further 368 km are under construction, and 324 km are being designed. The German ICE HSR has been a great success since its inception and has set an example to be followed. Valuable experience has been gained from its operation that is being used in the design of HSR lines all over the world. Bridges are essential parts of HSR infrastructures for crossing valleys, existing train lines, and other obstacles. In the initial years of German HSR line construction, a large number of simply supported bridges were built. Including the latest trend in bridge construction, integral bridges, more than ten different types of bridge structures can be found on German HSR lines. The history of German HSR bridge development is full of innovations. The objective of this paper is to present an up-to-date review of the design and construction of HSR viaducts and valley bridges in Germany. This paper includes a brief history of HSR bridges, followed by an introduction of two important HSR bridge guidelines. Subsequently, the different types of bridges found in HSR networks are discussed. The discussion, however, only includes bridges with a main span of 20 m or longer.