High-speed Rail In Europe

High-speed rail (HSR) has developed in Europe as an increasingly popular and efficient means of transport. The first high-speed rail lines on the continent, built in the 1970s, 1980s, and 1990s, improved travel times on intra-national corridors.

Since then, several countries have built extensive high-speed networks, and there are now several cross-border high-speed rail links. Railway operators frequently run international services, and tracks are continuously being built and upgraded to international standards on the emerging European high-speed rail network.

In 2007, a consortium of European Railway operators, Railteam, emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a Trans-European high-speed rail network is a stated goal of the European Union, and most cross-border railway lines receive EU funding. Several countries — among them France, Spain, Italy, Germany, Austria, Belgium, the Netherlands, and the United Kingdom — are connected to a cross-border high-speed railway network. , Spain operates the largest high-speed rail network in Europe with and the second-largest in the world, trailing only China.

More are expected to be connected in the coming years as Europe invests heavily in tunnels, bridges and other infrastructure and development projects across the continent, many of which are under construction now. Alstom was the first manufacturer to design and deliver a high speed train or HS-Train, which ended up in service with TGV in France.

Currently, there are a number of manufacturers designing and building HSR in Europe, with criss-crossed alliances and partnerships, including Alstom, Bombardier (owned by Alstom since 2021), Hitachi, Siemens, and Talgo. The earliest European high-speed railway to be built was the Italian Florence–Rome high-speed railway (also called "Direttissima").

Early national high-speed rail networks

The first high-speed rail lines and services were built in the 1980s and 1990s as national projects. Countries sought to increase passenger capacity and decrease journey times on inter-city routes within their borders. In the beginning, lines were built through national funding programs and services were operated by national operators.

Italy

Early developments

The earliest high-speed rail line built in Europe was the Italian "''Direttissima''", the Florence–Rome high-speed railway in 1977. The top speed on the line was , giving an end-to-end journey time of about 90 minutes with an average speed of . This line used a 3 kV DC supply.

High-speed service was introduced on the Rome-Milan line in 1988–89 with the ETR 450 ''Pendolino'' train, with a top speed of and cutting travel times from about 5 hours to 4. The prototype train ETR X 500 was the first Italian train to reach on the ''Direttissima'' on 25 May 1989.

In November 2018, the first high-speed freight rail in the world commenced service in Italy. The ETR 500 ''Mercitalia Fast'' train carries freight between Caserta and Bologna in 3 hours and 30 minutes, at an average speed of .

The Italian government constructor Treno Alta Velocità has been adding to the high-speed network in Italy, with some lines already opened. The Italian operator NTV is the first open access high-speed rail operator in Europe, since 2011, using AGV ETR 575 multiple units.

In March 2011, a contract for the second phase of construction on the Milan–Verona high-speed line was signed. This section will be long. Construction was originally to be completed by 2015, it is open to Brescia from late 2016.

Current network and projects

The table shows minimum and maximum (depending on stops) travel times.

The Italian high-speed railway network consists of of lines, which allow speeds of up to . The safety system adopted for the network is the ERMTS/ETCS II, the state-of-the-art in railway signalling and safety. The power supply follows the European standard of 25 kV AC 50 Hz mono-phase current. The Direttissima segment is still supplied with 3 kV DC current, but it is planned that this will be conformed to the rest of the network.

With the entering into service of the ETR1000 train-sets, which have a designed top speed of and a designed commercial speed of , the rail network speeds where thought to be upgraded to safely allow trains to run at such speeds. After it entered in service in 2015, the Frecciarossa 1000 underwent several speed tests along the Turin-Milan route, reaching the Italian rail speed record of on 26 February 2016. On 28 May 2018, the Italian Ministry of Infrastructure and Transport and the ANSF announced that no further tests will be carried out, as issues of ballast being suctioned by the train emerged at those speeds, and that the speed limit would be maintained at , which is the speed for which it is currently certified.

Service on the high speed lines is provided by Trenitalia and the privately owned NTV. Several types of high-speed trains carry out the service:

* AGV 575: non-tilting, it can reach and has an operational speed of up to , operated by NTV as ''Italo'';
* ETR 500: non-tilting, it can reach 360km/h, operational speeds up to , operated by Trenitalia as the '' Frecciarossa'';
* ETR 1000: non-tilting, operated by Trenitalia as the ''Frecciarossa 1000'', it can reach and has operational speed of .
* ETR 485, tilting, speeds up to , operated by Trenitalia as the ''Frecciargento''. It operates mainly on traditional lines;
* ETR 600, tilting, speeds up to , operated by Trenitalia as the ''Frecciarossa''. It operates on routes that include relatively important sections on traditional lines, but also high-speed ones;
* ETR 610: tilting, speeds up to , operated by Trenitalia on EuroCity trains between Italy and Switzerland together with Giruno trainsets;
* ETR 675: non-tilting, operated by NTV as ''Italo'';
* ETR 700: non-tilting, speeds up to , operated by Trenitalia as ''Frecciarossa'' mostly on routes consisting of sections on both traditional and high-speed lines.

Current limitations on the tracks set the maximum operating speed of the trains at after plans for operations were cancelled.
Development of the ETR 1000 by AnsaldoBreda and Bombardier Transportation (which is designed to operate commercially at , with a technical top speed of over , is proceeding, with Rete Ferroviaria Italiana working on the necessary updates to allow trains to speed up to . On 28 May 2018, the Ministry for Infrastructures and Transportation and the National Association for Railway Safety decided not to run the tests required to allow commercial operation at , thus limiting the maximum commercial speed on the existing Italian high-speed lines to and cancelling the project. TGV trains also run on the Paris-Turin-Milan service, but do not use any high-speed line in Italy.

In the 1990s, work started on the Treno Alta Velocità (''TAV'') project, which involved building a new high-speed network on the routes Milan – (Bologna–Florence–Rome–Naples) – Salerno, Turin – (Milan–Verona–Venice) – Trieste and Milan–Genoa. Most of the planned lines have already been opened, while international links with France, Switzerland, Austria and Slovenia are underway.

Most of the Rome–Naples line opened in December 2005, the Turin–Milan line partially opened in February 2006 and the Milan–Bologna line opened in December 2008. The remaining sections of the Rome–Naples and the Turin–Milan lines and the Bologna–Florence line were completed in December 2009. All these lines are designed for speeds up to . Since then, it is possible to travel from Turin to Salerno (ca. ) in less than 5 hours. More than 100 trains per day are operated. Construction of the Milan-Venice high-speed line has begun in 2013 and in 2016 the Milan-Treviglio section has been opened to passenger traffic; the Milan-Genoa high-speed line (Terzo Valico dei Giovi) is also under construction.

Other proposed high-speed lines are Salerno-Reggio Calabria (connected to Sicily with the future bridge over the Strait of Messina), Palermo-Catania and Naples–Bari.

The main public operator of high-speed trains (''alta velocità AV'', formerly Eurostar Italia) is Trenitalia, part of FSI. Trains are divided into three categories (called " Le Frecce"): '' Frecciarossa'' ("Red arrow") trains operate at a maximum of on dedicated high-speed tracks; ''Frecciargento'' (Silver arrow) trains operate at a maximum of on both high-speed and mainline tracks; '' Frecciabianca'' (White arrow) trains operate at a maximum of on mainline tracks only.

The increasing success of Italy's high-speed rail networks since 2008 has been cited as one of the main reasons that the flag carrier airline Alitalia, which focused on domestic flights, went bankrupt and ceased operations in October 2021 as high-speed train travel became faster, cheaper and more efficient.

France

France was the second country to introduce high-speed rail in Europe when the LGV Sud-Est from Paris to Lyon opened in 1981 and TGV started passenger service. Since then, France has continued to build an extensive network, with lines extending in every direction from Paris. France has the second largest high-speed network in Europe, with of operative HSR lines in June 2021, behind only Spain's .

The TGV network gradually spread out to other cities, and into other countries such as Switzerland, Belgium, the Netherlands, Germany, and the UK. Due to the early adoption of high-speed rail and the important location of France (between the Iberian Peninsula, the British Isles and Central Europe), most other dedicated high-speed rail lines in Europe have been built to the same speed, voltage and signaling standards. The most obvious exception is the high-speed lines in Germany, which are built to existing German railway standards. Also, many high-speed services, including TGV and ICE utilize existing rail lines in addition to those designed for high-speed rail. For that reason, and due to differing national standards, trains that cross national boundaries need to have special characteristics, such as the ability to handle different power supplies and signalling systems. This means that not all TGVs are the same, and there are loading gauge and signalling considerations.

Germany

Following the ETR 450 and Direttissima in Italy and French TGV, in 1991 Germany was the third country in Europe to inaugurate a high-speed rail service, with the launch of the Intercity-Express (ICE) on the new Hannover–Würzburg high-speed railway, operating at a top speed of . The ICE network is more tightly integrated with pre-existing lines and trains as a result of the different settlement structure in Germany, with more than twice the population density of France. ICE trains reached destinations in Austria and Switzerland soon after they entered service, taking advantage of the same voltage used in these countries. Starting in 2000, multisystem third-generation ICE trains entered the Netherlands and Belgium. The third generation of the ICE reached a speed of during trial runs in accordance with European rules requiring maximum speed +10% in trial runs, and is certified for in regular service. Germany has around 1,658 kilometers (1,030 miles) of high speed lines.

In the south-west, a new line between Offenburg and Basel is planned to allow speeds of , and a new line between Frankfurt and Mannheim for speeds of is in advanced planning stages. In the east, a long line between Nuremberg and Leipzig opened in December 2017 for speeds of up to . Together with the fast lines from Berlin to Leipzig and from Nuremberg to Munich, which were completed in 2006, it allows journey times of about four hours from Berlin in the north to Munich in the south, compared to nearly eight hours for the same distance a few years ago.

United Kingdom

Early developments

Britain has a history of high-speed rail, starting with early high-speed steam systems: examples of engines are GWR 3700 Class 3440 City of Truro and the steam-record holder LNER Class A4 4468 Mallard. Later, high-speed diesel and electric services were introduced, using upgraded main lines, mainly the Great Western Main Line (GWML) and East Coast Main Line.
The InterCity 125, otherwise known as the ''High-Speed Train'' (HST), was launched in 1976 with a service speed of and provided the first high-speed rail services in Britain. The HST was diesel-powered, and the GWML was the first to be modified for the new service. Because the GWML had been built mostly straight, often with four tracks and with a distance of between distant signal and main signal, it allowed trains to run at with relatively moderate infrastructure investments, compared to other countries in Europe. The Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances.

In the 1963, the British Rail board voted to establish the British Rail Research Division, to explore new technologies for high-speed freight and passenger rail services on existing rail infrastructure, leading to the initiation of the Advanced Passenger Train (APT) programme, with a planned top speed of . An experimental version, the APT-E, was tested between 1972 and 1976. It was equipped with a tilting mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by gas turbines (the first to be used on British Rail since the Great Western Railway). The line had used Swiss-built Brown-Boveri and British-built Metropolitan-Vickers locomotives ( 18000 and 18100) in the early 1950s. The 1970s oil crisis prompted a rethink in the choice of motive power (as with the prototype TGV in France), and British Rail later opted for traditional electric overhead lines when the pre-production and production APTs were brought into service in 1980–86.

Initial experience with the Advanced Passenger Trains was pretty good. They had a high power-to-weight ratio to enable rapid acceleration; and the C-APT in cab signalling system, to permit operations in excess of , the prototype set record speeds on the Great Western Main Line and the Midland Main Line, and the production versions vastly reduced journey times on the WCML. The APT was, however, beset with technical problems; financial constraints and negative media coverage eventually caused the project to be cancelled.

Current network and projects

Trains currently travel at on five lines (across at least one section): the East Coast Main Line, Great Western Main Line, Midland Main Line, parts of the Cross Country Route, and the West Coast Main Line.

New dedicated high-speed lines have an operating speed of more than :
* High Speed 1 (HS1) connects London to the Channel Tunnel, with international Eurostar services running from London St Pancras International to cities in France, Belgium, and the Netherlands at . That line is also used by high-speed commuter services from Kent to the capital, operating at top speeds of . It opened on 14 November 2007, on time and under budget.
* A second line, High Speed 2 (HS2), has been under construction since 2019 between London and Birmingham with later extensions to Manchester and Leeds cancelled in 2023 and 2021 respectively due to spiralling costs. It will link London with the Midlands at and reduce journey times to major cities in the North and Scotland. HS2 is a more sustainable high-speed line critical for the UK's low carbon transport future, building several new railway stations and bridges. Government-backed plans to provide east–west high-speed services between cities in the North of England announced in 2014 as part of the Northern Powerhouse Rail project are in development, and were expanded by Prime Minister Rishi Sunak in 2023 as part of Network North.
Like other European countries, the strongest reasons for new high-speed lines are to relieve congestion on the existing network and create extra capacity.

In order to carry passengers to destinations beyond the core routes to Paris and Brussels, new Class 374 trains, also referred to as the Eurostar e320, were introduced in November 2015. A Class 374 train has 900 seats, roughly equivalent to six Airbus A320s or Boeing 737s (the aircraft typically used by low-cost airlines).

Spain

Spain operates the largest high-speed rail network in Europe with and the second-largest in the world, trailing only China.

Early developments

In 1978, the Spanish manufacturer Talgo registered the world speed record for diesel-powered trains at with a Talgo 4. The same company had reached successive records at in 1942 with a Talgo 1, in 1964 with a Talgo 3, and then reached on a static test bench in 1990 with a Talgo 350 tilting train. Following these technical benchmarks, maximum commercial speeds in the Spanish networks were set at in 1950, in 1986, and in 1989.

The AVE service

The Alta Velocidad Española (AVE) high-speed rail service in Spain has been operating since 1992, when the Madrid–Seville route started running, at speeds up to , and up to between 2011 and 2016 on a section of the Madrid–Zaragoza railway. More than ten other lines have been opened since 2005, including the long Madrid–Barcelona line in 2008. By December 2021, the total length of the ADIF-maintained network was , making it the longest in Europe, and the second longest in the world after mainland China's.

The ambitious AVE construction programme aims to connect with high-speed trains almost all provincial capitals to Madrid in less than 3 hours and to Barcelona within 6 hours. With an initial deadline set for 2020, the programme was slowed down by the 2008–2014 Spanish financial crisis: the two main lines still under construction, the Mediterranean Corridor and the Madrid–Extremadura line (which would be part of the Madrid-Lisbon link), are yet to be completed.

The Spanish and Portuguese high-speed lines are being built to European standard track gauge ( UIC) of and electrified with 25 kV at 50 Hz from overhead wire. The first HSL from Madrid to Seville is equipped with the LZB train control system, and later lines with ETCS.

Elsewhere in Europe, the success of high-speed services has been due in part to interoperability with existing normal rail lines. Interoperability between the new AVE lines and the older Iberian gauge network presents additional challenges. Both Talgo and CAF supply trains with variable gauge wheels operated by automatic gauge-changer equipment which the trains pass through without stopping (Alvias). Some lines are being constructed as dual gauge to allow trains with Iberian and UIC gauge to run on the same tracks. Other lines have been re-equipped with sleepers for both Iberian and UIC gauge, such that the track can be converted from Iberian to UIC gauge at a later time without changing the sleepers.

The first AVE trains to link up with the French standard gauge network began running in December 2013, when direct high-speed rail services between Spain and France were launched for the first time. This connection between the two countries was made possible by the construction of the Perpignan–Barcelona high-speed rail line (a follow-up of the Madrid-Barcelona line), completed in January 2013, and its international section Perpignan-Figueres, which opened in December 2010 and includes a new tunnel under the Pyrenees. Another high-speed rail link connecting the two countries at Irun/Hendaye