Editing High-speed rail (section)

===Evolution in Europe===
{{main|High-speed rail in Europe}}

====Italy====
{{Main|High-speed rail in Italy}}
[[File:Italy TAV.png|thumb|Map of Italian high-speed and higher speed rail network]]
[[File:Frecciarossa 1000 No' 08.jpg|thumb|[[Ferrovie dello Stato Italiane|FS]]' [[Frecciarossa 1000]] high speed train at [[Milano Centrale railway station]], with a maximum speed of {{convert|400|km/h|0|abbr=on}},<ref>{{cite web |title=Frecciarossa 1000 in Figures |url=http://www.fsitaliane.it/fsi-en/GROUP/Safety-and-Technology/Frecciarossa1000:-the-train-of-the-future/Frecciarossa-1000-in-Figures |publisher=Ferrovie dello Stato Italiane |access-date=24 November 2014|url-status=dead |archive-url=https://web.archive.org/web/20141218192603/http://www.fsitaliane.it/fsi-en/GROUP/Safety-and-Technology/Frecciarossa1000%3A-the-train-of-the-future/Frecciarossa-1000-in-Figures |archive-date=18 December 2014}}</ref> is one of the fastest trains in Europe.<ref>{{cite web |url=http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train/ |title=Frecciarossa 1000 Very High-Speed Train |website=Railway Technology |access-date=2016-05-05 |archive-date=9 August 2015 |archive-url=https://web.archive.org/web/20150809032916/http://www.railway-technology.com/projects/frecciarossa-1000-very-high-speed-train |url-status=live}}</ref><ref>{{cite news |url=https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346 |title=French Train Breaks Speed Record |website=[[CBC News]] |access-date=5 June 2019 |archive-date=5 August 2020 |archive-url=https://web.archive.org/web/20200805201116/https://www.cbc.ca/news/world/french-train-breaks-speed-record-1.650346 |url-status=live}}</ref>]]
[[File:Italo Evo in Venezia.jpg|thumb|{{ill|ETR 675|it|Elettrotreno NTV ETR.675}} ''Italo EVO'' ([[Nuovo Trasporto Viaggiatori|NTV]]) at [[Venezia Mestre railway station]].]]

The earliest European high-speed railway to be built was the Italian [[Florence–Rome high-speed railway]] (also called "Direttissima") in 1977.<ref name="op.europa.eu"/> High-speed trains in Italy were developed during the 1960s. [[FS Class E444|E444]] locomotives were the first standard locomotives capable of {{convert|200|km/h|abbr=on|round=5}}, while an [[ALe 601]] [[electrical multiple unit]] (EMU) reached a speed of {{convert|240|km/h|abbr=on|round=5}} during a test. Other EMUs, such as the [[ETR 220]], [[ETR 250]] and [[ETR 300]], were also updated for speeds up to {{convert|200|km/h|abbr=on|round=5}}. The braking systems of cars were updated to match the increased speeds.{{citation needed|date=February 2025}}

On 25 June 1970, work was started on the [[Florence–Rome high-speed railway line|Rome–Florence ''Direttissima'']], the first high-speed line in Italy and in Europe. It included the {{convert|5,375|m|mi|adj=mid|-long}} bridge on the [[Paglia]] river, then the longest in Europe. Works were completed in the early 1990s.{{citation needed|date=February 2025}}

In 1975, a program for a widespread updating of rolling stock was launched. As it was decided to put more emphasis on local traffic, this caused a shifting of resources from the ongoing high-speed projects, with their subsequent slowing or, in some cases, total abandonment. Therefore, 160 [[FS Class E.656|E.656]] electric and 35 [[FS Class D.345|D.345]] locomotives for short-medium range traffic were acquired, together with 80 EMUs of the [[FS Class ALe 801/940|ALe 801/940]] class, 120 [[FS Class ALn 668|ALn 668]] diesel railcars. Some 1,000 much-needed passenger and 7,000 freight cars were also ordered.{{citation needed|date=February 2025}}

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.{{citation needed|date=February 2025}}

Most of the [[Rome–Naples high-speed railway line|Rome–Naples line]] opened in December 2005, the [[Turin–Milan high-speed railway line|Turin–Milan line]] partially opened in February 2006 and the [[Milan–Bologna high-speed railway line|Milan–Bologna line]] opened in December 2008. The remaining sections of the Rome–Naples and the Turin–Milan lines and the [[Bologna–Florence high-speed railway line|Bologna–Florence line]] were completed in December 2009. All these lines are designed for speeds up to {{convert|300|km/h|abbr=on|round=5}}. Since then, it is possible to travel from Turin to Salerno ({{convert|950|km|abbr=on}}) in less than 5 hours. More than 100 trains per day are operated.<ref>{{Cite web|url=http://www.trenitalia.com/tcom/Le-Frecce/Collegamenti-e-servizi-Frecciarossa|title=Viaggia con i treni Frecciarossa e acquista il biglietti a prezzi scontati - Le Frecce - Trenitalia|website=trenitalia.com|language=it|access-date=2017-05-14}}</ref>

Other proposed high-speed lines are [[Salerno–Reggio Calabria high-speed railway line|Salerno-Reggio Calabria]]<ref>{{Cite web|language=it|url=https://www.ferrovie.info/index.php/it/13-treni-reali/17310-ferrovie-ecco-il-progetto-della-av-ac-salerno-reggio-calabria|archive-url=https://web.archive.org/web/20210208080106/https://www.ferrovie.info/index.php/it/13-treni-reali/17310-ferrovie-ecco-il-progetto-della-av-ac-salerno-reggio-calabria|url-status=dead|archive-date=8 February 2021|title=Ferrovie: Ecco il progetto della AV/AC Salerno-Reggio Calabria|date=8 February 2021|access-date=8 February 2021}}</ref> (connected to Sicily with the future [[Strait of Messina Bridge|bridge over the Strait of Messina]]<ref>{{Cite web|language=it|url=https://www.citynow.it/alta-velocita-ferroviaria-sa-rc-come-cambiano-scenari-foto-social-ponte-stretto/|title=Alta velocità ferroviaria SA-RC, come cambiano gli scenari.|date=11 January 2024 |access-date=21 February 2024}}</ref>), [[Palermo–Catania high-speed railway line|Palermo-Catania]]<ref>{{Cite web|language=it|url=https://www.strettoweb.com/2023/05/alta-velocita-salerno-reggio-palermo-catania-messina-lavori-37-miliardi/1520865/|title=Alta velocità ferroviaria Salerno-Reggio e Palermo-Catania Messina: aggiudicati lavori per altri 3,7 miliardi|date=12 May 2023 |access-date=21 February 2024}}</ref> and [[Naples–Bari high-speed railway line|Naples–Bari]].<ref>{{Cite web|language=it|url=https://www.quotidiano.net/economia/alta-velocita-napoli-bari-d84a609c|title=Alta velocità Napoli-Bari. Partiti i lavori. Sei miliardi per collegare le due città in 2 ore a 40 minuti|date=9 August 2023 |access-date=21 February 2024}}</ref>

The main public operator of high-speed trains (''alta velocità AV'', formerly [[Eurostar Italia]]) is [[Trenitalia]], part of [[Ferrovie dello Stato Italiane|FSI]]. Trains are divided into three categories (called "[[Le Frecce]]"): ''[[Frecciarossa]]'' ("Red arrow") trains operate at a maximum of {{convert|300|km/h|abbr=on|round=5}} on dedicated high-speed tracks; ''[[Frecciargento]]'' (Silver arrow) trains operate at a maximum of {{convert|250|km/h|abbr=on|round=5}} on both high-speed and mainline tracks; ''[[Frecciabianca]]'' (White arrow) trains operate at a maximum of {{convert|200|km/h|abbr=on|round=5}} on mainline tracks only.<ref>{{cite web|url=https://www.interrail.eu/it/plan-your-trip/tips-and-tricks/trains-europe/high-speed-trains/le-frecce|title=Treno ad alta velocità Le Frecce|access-date=24 September 2024|language=it}}</ref>

Since 2012, a new and Italy's first private train operator, [[Nuovo Trasporto Viaggiatori|NTV]] (branded as Italo), runs high-speed services in competition with [[Trenitalia]]. Italy is the only country in Europe with a private high-speed train operator.{{citation needed|date=February 2025}}

Construction of the Milan-Venice high-speed line began in 2013 and in 2016 the [[Milan–Verona high-speed railway|Milan-Treviglio]] section has been opened to passenger traffic; the Milan-Genoa high-speed line (Terzo Valico dei Giovi) is also under construction.{{citation needed|date=February 2025}}

Today it is possible to travel from Rome to Milan in less than 3 hours with the [[Frecciarossa 1000]] high-speed train. There is a train every 30 minutes.{{citation needed|date=February 2025}}

====France====
{{Main|High-speed rail in France}}
[[File:TGV001.JPG|thumb|One power-car of the gas-turbine prototype "TGV 001"]]
[[File:Gare de Lyon TGV orange.jpg|thumb|The TGV Sud-Est, at the [[Gare de Lyon]], in 1982]]
[[File:TGV World Speed Record 574 km per hour.jpg|thumb|right|The TGV at {{convert|574.8|km/h|abbr=on}} in 2007]]
Following the [[SNCF Class CC 7100|1955 records]], two divisions of the [[SNCF]] began to study high-speed services. In 1964, the DETMT (petrol-engine traction studies department of SNCF) investigated the use of [[gas turbine]]s: a diesel-powered railcar was modified with a gas-turbine, and was called "TGV" (Turbotrain Grande Vitesse).<ref name="douviensTGV" /> It reached {{convert|230|km/h|abbr=on}} in 1967, and served as a basis for the future Turbotrain and the real TGV. At the same time, the new "SNCF Research Department", created in 1966, was studying various projects, including one code-named "C03: Railways possibilities on new infrastructure (tracks)".<ref name="douviensTGV" />

In 1969, the "C03 project" was transferred to public administration while a contract with [[Alstom]]<!-- company name at time --> was signed for the construction of two gas-turbine high-speed train prototypes, named "TGV 001". The prototype consisted of a set of five carriages, plus a [[power car]] at each end, both powered by two gas-turbine engines. The sets used [[Jacobs bogie]]s, which reduce drag and increase safety.{{Citation needed|date=November 2015}}

In 1970, the DETMT's [[Turbotrain]] began operations on the [[Ligne Paris-Caen|Paris–Cherbourg line]], and operated at {{convert|160|km/h|abbr=on}} despite being designed for usage at {{convert|200|km/h|abbr=on}}. It used gas-turbine powered multiple elements and was the basis for future experimentation with TGV services, including shuttle services and regular high rate schedules.<ref name="douviensTGV" />

In 1971, the "C03" project, now known as "TGV Sud-Est", was validated by the government, against Bertin's Aerotrain.<ref name="douviensTGV" /> Until this date, there was a rivalry between the French Land Settlement Commission (DATAR), supporting the Aérotrain, and the SNCF and its ministry, supporting conventional rail. The "C03 project" included a new High-Speed line between Paris and [[Lyon]], with new multi-engined trains running at {{convert|260|km/h|abbr=on}}. At that time, the classic Paris-Lyon line was already congested and a new line was required; this busy corridor, neither too short (where high speeds give limited reductions in end to end times) nor too long (where planes are faster in city center to city center travel time), was the best choice for the new service.

The [[1973 oil crisis]] substantially increased oil prices. In the continuity of the [[Charles de Gaulle|De Gaulle]] "energy self-sufficiency" and nuclear-energy policy ([[Pierre Messmer]] then French Prime Minister announced an ambitious buildout of [[nuclear power in France]] in 1974), a ministry decision switched the future TGV from now costly gas-turbine to full electric energy in 1974. An electric railcar named ''Zébulon'' was developed for testing at very high speeds, reaching a speed of {{convert|306|km/h|abbr=on}}. It was used to develop pantographs capable of withstanding speeds of over {{convert|300|km/h|abbr=on|round=5}}.<ref name="douviensTGV" />

After intensive tests with the gas-turbine "TGV 001" prototype, and the electric "Zébulon", in 1977, the SNCF placed an order to the group [[Alstom]]–[[Francorail]]–MTE for 87 [[SNCF TGV Sud-Est|TGV Sud-Est]] trainsets.<ref name="douviensTGV"/>
They used the "TGV 001" concept, with a permanently coupled set of eight cars, sharing [[Jacobs bogie]]s, and hauled by two electric-power cars, one at each end.

In 1981, the first section of the new [[LGV Sud-Est|Paris–Lyon High-Speed line]] was inaugurated, with a {{convert|260|km/h|abbr=on}} top speed (then {{convert|270|km/h|abbr=on}} soon after). Being able to use both dedicated high-speed and conventional lines, the TGV offered the ability to join every city in the country at shorter journey times.<ref name="douviensTGV"/> After the introduction of the TGV on some routes, air traffic on these routes decreased and in some cases disappeared.<ref name="douviensTGV"/> The TGV set a publicised [[TGV world speed record|speed records]] in 1981 at {{convert|380|km/h|abbr=on}}, in 1990 at {{convert|515|km/h|abbr=on}}, and then in 2007 at {{convert|574.8|km/h|abbr=on}}, although these were test speeds, rather than operation train speeds.

====Germany====
{{Main|High-speed rail in Germany}}
[[File:ICE 1 in Augsburg-Hochzoll.jpg|thumb|The German [[ICE 1]]]]
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 [[Hanover–Würzburg high-speed railway|Hannover–Würzburg high-speed railway]], operating at a top speed of {{convert|280|km/h|abbr=on}}. The German ICE train was similar to the TGV, with dedicated streamlined power cars at both ends, but a variable number of trailers between them. Unlike the TGV, the trailers had two conventional bogies per car, and could be uncoupled, allowing the train to be lengthened or shortened. This introduction was the result of ten years of study with the ICE-V prototype, originally called Intercity Experimental, which broke the world speed record in 1988, reaching {{convert|406|km/h|abbr=on}}.

====Spain====
{{Main|High-speed rail in Spain}}
[[File:Ave.jpg|thumb|The Spanish [[AVE Class 102|AVE Class 102 "Pato" (duck)]]]]
In 1992, just in time for the [[1992 Summer Olympics|Barcelona Olympic Games]] and [[Seville Expo '92]], the [[Madrid–Seville high-speed rail line]] opened in Spain with [[25 kV AC]] electrification, and [[standard gauge]], differing from all other Spanish lines which used [[Iberian gauge]]. This allowed the [[AVE]] rail service to begin operations using [[AVE Class 100|Class 100]] trainsets built by Alstom, directly derived in design from the French TGV trains. The service was very popular and development continued on [[high-speed rail in Spain]].

In 2005, the Spanish government announced an ambitious plan, (PEIT 2005–2020)<ref>{{cite web |url=http://www.fomento.es/MFOM/LANG_EN/_ESPECIALES/PEIT/default.htm |title= Strategic Infrastructures and Transport Plan (PEIT) – Strategic Infrastructures and Transport Plan (PEIT) – Ministerio de Fomento|website=www.fomento.es |archive-url=https://web.archive.org/web/20100626115047/http://www.fomento.es/MFOM/LANG_EN/_ESPECIALES/PEIT/default.htm |archive-date=26 June 2010}}</ref> envisioning that by 2020, 90 percent of the population would live within {{convert|50|km|abbr=on|round=5}} of a station served by [[AVE]]. Spain began building the largest HSR network in Europe: {{As of|2011|lc=y}}, five of the new lines have opened (Madrid–Zaragoza–Lleida–Tarragona–Barcelona, Córdoba–Malaga, Madrid–Toledo, Madrid–Segovia–Valladolid, Madrid–Cuenca–Valencia) and another {{convert|2219|km|abbr=on|round=5}} were under construction.<ref>{{Cite web|url=http://www.uic.org/IMG/pdf/20100521_a1_high_speed_lines_in_the_world.pdf|title=High speed lines in the world}}{{Dead link|date=March 2025 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Opened in early 2013, the [[Perpignan–Barcelona high-speed rail line]] provides a link with neighbouring France with trains running to Paris, Lyon, Montpellier and Marseille.

{{As of|2025|January}}, the Spanish high-speed rail network is the longest HSR network in Europe with {{convert|3,973|km|mi|abbr=on}}<ref name="ADIF">{{cite web|url=https://www.adifaltavelocidad.es/red-ferroviaria/red-de-alta-velocidad|title=''Red de Alta Velocidad''|publisher=ADIF|access-date=29 January 2025}}</ref> and the [[List of high-speed railway lines|second longest in the world]], after China's.

====Turkey====
{{Main|High-speed rail in Turkey}}
[[File:HT80101.jpg|thumb|[[TCDD HT80000]]]]
In 2009, Turkey inaugurated a high-speed service between Ankara and [[Eskişehir]].<ref>{{cite web |url=http://todayszaman.com/news-167998-high-speed-train-to-make-8-trips-daily-between-ankara-eskisehir.html |title=High-speed train to make 8 trips daily between Ankara, Eskișehir |work=TodaysZaman |access-date=17 December 2014 |url-status=dead |archive-url=https://web.archive.org/web/20141021053726/http://www.todayszaman.com/news-167998-high-speed-train-to-make-8-trips-daily-between-ankara-eskisehir.html |archive-date=21 October 2014}}</ref> This has been followed up by an [[Ankara]] – [[Konya]] route, and the Eskisehir line has been extended to [[Istanbul]] (European part). In this extension, Europe and Asia were connected by an undersea tunnel, [[Marmaray]] in the Bosphorus.  The first connection between two continents in the world as a high-speed train line was made in Istanbul.  The last station of this line in Europe is [[Halkalı]] station. An extension to Sivas was opened in April 2023.<ref>{{cite web|url=https://www.aa.com.tr/tr/gundem/ankara-sivas-yht-seferlerinin-ucretsiz-yapilmasina-iliskin-karar-resmi-gazetede/2929971 |title=Ankara Sivas High-speed line inaugurated|work=railwaypro |access-date=5 November 2023}}</ref>