High-speed route

As a high-speed line ( SFS ) or distance for the high-speed traffic ( HSL ) is in the railway , a rail line designated on the traveling speeds of at least 200 km / h possible. These can be new routes (NBS) or upgraded routes (ABS).

According to the International Union of Railways , 52,484 kilometers of railway lines were in operation worldwide at a speed of at least 250 km / h on February 27, 2020. Another 11,960 kilometers are under construction and 11,383 kilometers in the planning stage. At that time, 4,959 high-speed trains were in service.

High-speed routes in Europe

310-320 km / h

270-300 km / h

250 km / h

200-230 km / h

under construction

remaining railway lines

High-speed routes in East Asia

310-350 km / h

270-300 km / h

240–260 km / h

200-230 km / h

under construction

remaining railway lines

technical requirements

High demands are placed on the high-speed routes. The alignment must provide for large curved radii, possibly with pronounced canting ; compared to conventional routes, larger track center distances are required because of the high relative speeds when trains meet . The superstructure must be able to withstand the permanent and peak loads as well as the vibrations . All crossings with other traffic routes must be made level-free, in some countries high-speed routes are also fenced. To prevent cross trips are catch points provided. Large tunnel cross-sections and, if necessary, particularly wide tunnel mouths help to control the pressure surges when entering the tunnel ( tunnel bang ) and when trains meet. For safety reasons, most of the tunnels have recently been designed as two-tube structures.

In addition, the distances between pre- signal and main signals on conventional routes are chosen so that the resulting maximum braking distance only allows a maximum speed of 160 km / h. For higher speeds, pre-signaling over several block sections is necessary. In the 1960s, operation with stationary signals at a maximum speed of 200 km / h was tested on the upgraded Munich – Augsburg line. In some countries (e.g. Great Britain), driving up to approx. 200 km / h with stationary signals is still common today, since signals can be reliably recognized until then. Most high-speed routes worldwide are equipped with driver's cab signaling and continuous train control such as LZB or ETCS , as this allows safer operation and more flexible operational management at high speeds.

Parameters / maximum speed		≤ 120 km / h	≤ 200 km / h	≤ 250 km / h	≤ 300 km / h	≤ 350 km / h
Track spacing		3.5 m	3.8 m	4.0 m	France 4.2 m Japan 4.3 m Germany 4.5 m	Taiwan 4.5 m Spain 4.7 m South Korea 4.5 - 5.0 m Italy 5.0 m
Arc radius	Cant 160 mm Cant deficiency 100 mm without tilting technology	625 m	1800 m	2800 m	4000 m	5400 m
	Cant 160 mm Cant deficiency 200 mm with tilting technology	450 m	1300 m	2000 m

The minimum arc radius is , with ${\displaystyle {\frac {v^{2}\times S}{g\times (ha+hb)}}}$

v = speed in m / s;

ha = cant ;

hb = cant deficit;

S = track width (often 1435 mm);

g = acceleration due to gravity (9.81 m / s ² ).

However, track distances of less than four meters have not been permitted in the European standard gauge network since the middle of the 20th century due to the expansion of the clearance and vehicle boundary profiles for new buildings; they have been and are being gradually eliminated.

Extremely heavy ballasted superstructures have proven themselves over decades for high-speed routes. Since the 1990s, in Japan, and a little later in Germany, too, the construction of slab tracks has been adopted. Instead of the ballast and sleeper system, a concrete track with damping elements carries the rails. This saves maintenance costs for sleepers and ballast. The risk that arises from the whirling up of crushed gravel due to the loads is also reduced. In addition, there is no risk of damage to vehicles from flying gravel . However, changes are much more time-consuming, and accidents result in greater damage that is more difficult to remove than a ballasted track.

The high-speed route also includes the corresponding high - speed overhead contact line . Contact wires made from a special alloy are used that improve electrical contact and avoid flying sparks. The overhead contact line is tensioned particularly strongly in order to reduce vibrations and minimize the overhead wire lifting. The high mechanical tension of the contact line also increases the speed of movement of the generated wave, which prevents the wave from being overtaken by the pantograph. Normally, larger overcurrents are possible on high-speed routes than on normal electrified routes. For this purpose, the feed lines and substations as well as the contact line cross-section must be designed accordingly. In many cases, parallel reinforcement lines are required. The electrification with direct voltage, which is common in many countries, limits the achievable speed due to the power that can be transmitted, which is limited by the high overcurrents required. In Italy, speeds of up to 200 km / h are achieved under 3 kV DC voltage, but this value represents the upper limit that can be achieved in normal operation. For this reason, high-speed routes are increasingly being electrified with AC voltage, even in countries with DC voltage operation. The International Union of Railways UIC has specified the use of the single-phase AC voltage system with 25 kV at a frequency of 50 Hz for new construction of high-speed lines, but this system is allowed to be retained in networks electrified with 15 kV at 16.7 Hz.

costs

According to the International Union of Railways in Europe, the construction costs per kilometer of high-speed line are between 12 and 30 million euros. The maintenance costs are given at around 70,000 euros per kilometer and year.

High-speed routes by country

Europe

Belgium

High-speed routes in Belgium

In Belgium, high-speed lines are known as ligne à grande vitesse (LGV) (French) or hogesnelheidslijn (HSL) (Dutch). The line network runs from the French, German and Dutch borders in a star shape to the capital Brussels .

Route overview

status	route	Top speed in operation	length	Installation	Power system	Train control	Use by
New building in operation	HSL 1 , Brussels – Lille (connection to LGV Nord )	300 km / h	88 km	1997	25 kV, 50 Hz	TVM430	TGV , Eurostar , Thalys
New building in operation	HSL 2 , Leuven – Ans (Brussels – Liège route)	300 km / h	62 km	2002	25 kV, 50 Hz	TBL 2	Thalys, ICE 3M , IC
New building in operation	HSL 3 , Chênée – Walhorn (Liège – Aachen route)	260 km / h	42 km	2009	25 kV, 50 Hz	ETCS level 2	Thalys, ICE 3M
New building in operation	HSL 4 , Antwerp – Netherlands (connection to HSL-Zuid to Rotterdam)	300 km / h	40 km	2009	25 kV, 50 Hz	ETCS level 2	Eurostar, Thalys, IC

Denmark

In Denmark, the four largest cities Copenhagen - Odense - Aarhus - Aalborg are to be connected by high-speed trains in the long term , with the travel time between them then being around an hour. The planned maximum speed is 200 km / h, the travel time from Copenhagen to Aalborg should be reduced by about an hour. Today the journey from Copenhagen to Aalborg takes 4:20 hours, in future it should be three hours. In 2013, Parliament decided that all main lines should be electrified by 2030 at the latest. ETCS is necessary for 200 km / h or higher. The old Danish ATC only allows 180 km / h. The introduction of ETCS is behind the original schedule; it is expected that it will be rolled out across the network by 2030. Electrification will usually be carried out after the introduction of ETCS, because ATC would have to be converted for electrification at great expense. This means that old diesel trains have to be converted with ETCS.

Route overview

status	route	Top speed in operation	length	Installation	Power system	Train control	Use by
New building in operation	Peberholm - Öresund Bridge ( København – Malmö railway )	200 km / h	7 km	2000	25 kV 50 Hz	Swedish ATC	X2000 , regional transport, goods
Expansion planned	Lunderskov – Esbjerg railway expansion completed in 2017, ETCS is not yet operational, but necessary for 200 km / h	200 km / h planned (today 180 km / h)	57 km	2023 (planned)	25 kV 50 Hz (since 2017)	ETCS today Danish ATC (200 km / h only with ETCS)	Long-distance and regional transport, goods
New building in operation ETCS necessary for more than 180	København – Ringsted high-speed line	250 km / h with ETCS Today 180 with ATC	60 km	since May 31, 2019 (traffic with ATC since July 8, 2019) ≈2023 (ETCS)	25 kV 50 Hz Many diesel trains	ETCS Level 2 today Danish ATC	Long-distance and regional transport, goods
In development	Aalborg – Hobro	200 km / h (partly, today 120 km / h )	50 km	≈2025 (ETCS)	Diesel 25 kV around 2026	ETCS no ATC today	Long-distance transport, goods
Expansion planned	Ringsted – Odense	200 km / h (today 180 km / h)	100 km	≈2023 (ETCS)	25 kV 50 Hz Many diesel trains	ETCS today dan. ATC (200 km / h only with ETCS)	Long-distance transport, goods
Under construction	Ringsted – Fehmarnbelt	200 km / h (partly; today 160 km / h )	119 km	≈2026 (ETCS)	25 kV 50 Hz (2026)	ETCS today dan. ATC	Long-distance and regional transport, goods
New building planned	Odense – Fredericia	200–250 km / h	50 km	2028 (planned, start of construction 2023)	25 kV 50 Hz Many diesel trains	ETCS	Long-distance transport, goods
Expansion / new building planned	Fredericia-Aarhus	200 km / h	90 km (50 km extension, 40 km new construction)	2026 new building later? (planned)	25 kV 50 Hz	ETCS	Long-distance transport, goods
Idea (internationally agreed)	Helsingborg - Helsingør - Copenhagen ( Europabanan ), new building The Danish government is not prepared to finance this route.	?	60 km	2030-2040 (possible)	25 kV 50 Hz	ETCS	Long-distance and regional traffic No freight traffic according to Swedish plans

Germany

High-speed routes in Germany

New lines for 300 km / h

New and upgraded routes, 250/280 km / h

Expanded routes, 200 to 230 km / h

other routes (selection), max. 160 km / h

The German high-speed route network consists of many upgraded sections for speeds of 200, sometimes 230 km / h, as well as six new lines for speeds of 250 and four routes of 300 km / h. Most large cities are connected by this network. Because of the long braking distances of over 1000 meters at speeds of over 160 km / h and the inflexible rules of the former German Federal Railroad , all high- speed routes had to be equipped with linear train control systems LZB or ETCS from the start , mostly in addition to the block signals that were still available . These were generally designed as light signals on high-speed sections . In addition, high-speed routes must be free of level crossings for safety reasons .

The new lines were also electrified with the traction current system agreed in 1912 with 15 kV alternating voltage and a frequency of 16.7 Hz. The total length of the upgraded lines up to and including 230 km / h is around 1620 kilometers (as of 2015). The length of the new lines with 250 km / h and faster is 1015 kilometers (as of 2015). With the commissioning of the Erfurt – Leipzig / Halle high-speed line since 2015, the total length of all high-speed lines from an upgraded speed of 200 km / h is 2635 kilometers. Almost all routes are also used for freight traffic (mainly at night), and there is also regional traffic in some cases.

history

Even before the Second World War , the trains on the express railcar network of the Deutsche Reichsbahn reached a speed of 160 km / h as planned. This speed was only achieved again in Germany by the Rheingold in May 1962. From May 1967, a new version of the railway building and operating regulations in the Federal Republic of Germany allowed a speed of 160 km / h again.

During the International Transport Exhibition in Munich in June 1965, trains ran daily at 200 km / h on the Munich – Augsburg line . From May 1968 the trains " Blauer Enzian " and " Rheinblitz " reached a scheduled speed of 200 km / h on the same route.

In the early 1960s, the “Group for General Studies” began planning a high-speed network of 3200 kilometers on behalf of the then Deutsche Bundesbahn . Around 250 kilometers of new lines were planned, the longest new building was to be built between Hamburg and Celle with a length of 92 kilometers. The “Schnellstverkehr” between Hamburg and Hanover, which can be driven at 200 km / h, was to shorten the route length by 27 kilometers and the travel time to 60 minutes. A total of 1958.7 kilometers with 200 km / h passable routes between Hamburg and Basel as well as between Salzburg and Emmerich am Rhein should be achieved. From this unrealized concept, some basic elements were incorporated into the later routes. The considerations are seen as the impetus for the development of a high-speed network in Germany.

In 1968 a working group in the Federal Ministry of Transport began work on the first federal transport route plan . On October 1, 1969, a design and planning department was set up in the Frankfurt Federal Railway Directorate. In his government declaration of October 28, 1969, Federal Chancellor Willy Brandt announced that his government would push ahead with the preparatory work for a high-speed transport system for more than 200 km / h. The expansion program presented in 1970 for the network of the Deutsche Bundesbahn already provided for six new lines with a total length of around 1,100 km. At the end of 1971, the study of a high-speed express transport system was presented.

In the 1973 Federal Transport Infrastructure Plan presented on September 19, 1973, seven new and eight upgraded routes were planned. In the early planning phase, a maximum speed of 300 km / h with a minimum curve radius of 7,000 meters was planned for the new lines, initially known as “high-speed railways”. The gauge should be compared to the existing network in the first considerations especially made large. At a width of 4.30 meters and a height of 5.60 meters (above the top of the rails ), there was also room for trucks in closed railway wagons as piggyback traffic and transported at high speed to relieve the roads from heavy traffic. Consideration was also given to designing the lines with three tracks in order to be able to handle reliable traffic on two tracks in the event of construction work and other operational disruptions. In 1972 the research association wheel / rail was founded to investigate the limits of the wheel-rail system in long-distance traffic.

Between 1971 and 1985, a total of 31 billion D-Marks were to be invested in the new construction of around 950 kilometers and in the expansion of around 1250 kilometers of railways. The new lines should be designed for a maximum speed of 300 km / h. In 1973, with the groundbreaking for the new Hanover – Würzburg line, construction of the first high-speed line in Germany and the first long-distance line since the Second World War began. In 1976, construction began on the new Mannheim – Stuttgart line .

In 1977, operations began at 200 km / h on a 42.7-kilometer section of the Munich – Augsburg railway line . This speed was achieved for the first time in scheduled, regular passenger train traffic in Germany. When the timetable changed in the summer of 1978, a further 130 kilometers of high-speed sections went into operation on the Augsburg-Donauwörth, Langenhagen-Uelzen and Bremen-Hamburg sections for scheduled operation at 200 km / h. By 1987, 14 further expansion sections for 200 km / h followed. When the timetable changed in May 1981, high-speed sections with a total length of 256.3 kilometers were available. In 1986, the network of sections that could be driven at least at 200 km / h had grown to a length of 470 kilometers, and by the end of 1988 to 640 kilometers.

In Germany, the opening of the new Hanover – Würzburg and Mannheim – Stuttgart lines in 1991 ushered in the age of high-speed traffic. A total of 16 billion Deutschmarks (around eight billion euros ) was invested in the two 427 km long high-speed routes (price as of 1991). Up to this point in time, six upgraded routes for 200 km / h with a total length of around one thousand kilometers were available, which were included in a coordinated investment program for the federal railways that was gradually built up until 1985 .

In 1990, before the two new routes were fully commissioned, the then Federal Railroad anticipated an increase in passengers of 30 percent in long-distance traffic after the implementation of all infrastructure measures planned at the time. An increase of up to 70 percent was expected in corridors with particularly high passenger volumes.

A characteristic of German high-speed routes is the enormous effort that is required for the construction in the often medium mountainous terrain. About a quarter (Cologne – Rhein / Main) to half (section Ebensfeld – Erfurt) of the German high-speed lines run in tunnels and on bridges. Only in the North German Plain lying Hanover-Berlin high-speed railway and some upgraded lines, including the upgrading, h for 230 km / Berlin-Hamburg route , do not require tunnels.

The Federal Ministry of Transport has - in deviation from the maximum speed of 250 km / h permitted according to § 40 No. 2, S. 1  EBO - according to § 3 Paragraph 1 No. 1 EBO approved exceptions for up to 300 km / h, combined with special Safety requirements. For the first time, with a decision of March 24, 1995, the Ministry of Transport allowed operation at 280 km / h ( ICE 1 on the high-speed line Hanover – Würzburg, without a tunnel, as well as on sections of the high-speed line Mannheim – Stuttgart). On September 24, 1996, this exceptional approval was extended to other parts of the new Mannheim – Stuttgart line and to the new ICE 2 .

Route overview

The Federal Ministry of Transport, Building and Urban Development reports annually to the German Bundestag on the progress of the projects under construction in the transport investment report.

See also : German new railway lines # high-speed lines

status	route	Top speed in operation	length	Installation	Power system	Train control	Use by
In operation	Augsburg – Munich	200 km / h	42.7 km	1977	15 kV 16.7 Hz	LZB , PZB	401 , 402 , 403 , 406 , 407 , 411 , 412 , 415 , 182 , 1116 , TGV Duplex : 230 km / h MET : 220 km / h IC1 : 200 km / h IC2 , regional, goods: up to 160 km / h
		230 km / h		2011
In operation	Hamm – Bielefeld	200 km / h	67 km	1980	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415: 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Augsburg – Donauwörth	200 km / h	36.5 km	1981	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, 1116: 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Hanover – Minden	200 km / h	64 km	1984	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415: 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Hamburg – Munster	200 km / h	287.7 km	1986	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415: 200 km / h IC2, HKX, Regio, goods: up to 160 km / h
In operation	Hanover – Hamburg	200 km / h	170 km	1987	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 411, 412, 415: 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Graben-Neudorf-Karlsruhe	200 km / h	21 km	1987	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, TGV Duplex: 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Mannheim – Frankfurt	200 km / h	78 km	1991	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415, 1116, TGV Duplex: 200 km / h IC2, Regio, goods: up to 160 km / h
New building in operation	Hanover – Würzburg	280 km / h 250 km / h (tunnel)	327 km	1991	15 kV 16.7 Hz	LZB, PZB	401, 402, 407: 280 km / h 403, 406, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h MET: 220 km / h IC1: 200 km / h IC2, goods: up to 160 km / h
New building in operation	Mannheim – Stuttgart	280 km / h 250 km / h (tunnel)	99 km	1991	15 kV 16.7 Hz	LZB, PZB	401, 402, 407: 280 km / h 403, 406, 412, TGV Duplex, ETR610: 250 km / h 411, 415, 1116: 230 km / h MET: 220 km / h IC1: 200 km / h IC2, Regio , Goods: up to 160 km / h
In operation	Cologne – Duisburg	200 km / h	64 km	1991	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415, 1116, Thalys: 200 km / h IC2, HKX, Regio, goods: up to 160 km / h
In operation	Dinkelscherben – Augsburg	200 km / h	20 km	1992	15 kV 16.7 Hz	LZB, PZB	IC1,401, 402, 403, 406, 407, 411, 412, 415, 1116, TGV Duplex: 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Hanau-Gelnhausen	200 km / h	16 km	1993	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415, 1116: 200 km / h IC2, Regio, goods: up to 160 km / h
New building in operation	Nantenbacher curve	200 km / h	11 km	1994	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, 1116: 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Soest – Paderborn	200 km / h	52 km	1994	15 kV 16.7 Hz	LZB, PZB	IC1, 403, 406, 407: 200 km / h IC2, regional, goods: up to 160 km / h
New building in operation	Oebisfelde – Berlin	250 km / h 200 km / h ( Trapp reserve )	148 km	1998	15 kV 16.7 Hz	LZB, PZB	401, 402, 403, 412: 250 km / h 182, 411, 415: 230 km / h MET: 220 km / h IC1: 200 km / h IC2, goods: up to 160 km / h
In operation	Lehrte – Wolfsburg – Oebisfelde	200 km / h	68 km	1998	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 411, 412, 415: 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Neustadt (Aisch) –Iphofen	200 km / h	28 km	1999	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, 1116: 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Leipzig-Riesa	200 km / h	66 km	2002	15 kV 16.7 Hz	LZB, PZB	IC1, 411, 415: 200 km / h IC2, regional, goods: up to 160 km / h
in operation	Cologne – Siegburg	200 km / h	26 km	2002	15 kV 16.7 Hz	LZB, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415: 200 km / h IC2, Regio, goods: up to 160 km / h
New building in operation	Siegburg – Frankfurt	300 km / h	144 km	2002	15 kV 16.7 Hz	LZB, PZB	403, 406, 407: 300 km / h 412: 250 km / h
In operation	Cologne – Düren	250 km / h	39 km	2003	15 kV 16.7 Hz	LZB, PZB	402, 403, 406, 407, 412, Thalys: 250 km / h IC1: 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Hamburg – Berlin	230 km / h (not continuous)	286 km	2004	15 kV 16.7 Hz	LZB, PZB	401, 402, 411, 412, 415, 1116: 230 km / h MET: 220 km / h IC1, IC2 (KISS): 200 km / h IC2, regional, goods: up to 160 km / h
In operation	Rastatt Süd – Offenburg ( NBS Karlsruhe – Basel )	250 km / h	44 km	2004	15 kV 16.7 Hz	LZB, PZB	401, 402, 403, 406, 407, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h IC1: 200 km / h IC2, regional, goods: up to 160 km / h
New building in operation	Nuremberg – Ingolstadt	300 km / h	90 km	2006	15 kV 16.7 Hz	LZB, PZB	403, 406, 407, TGV Duplex: 300 km / h 401, 402: 280 km / h 412: 250 km / h 411, 415, 1116: 230 km / h NüMüX , IC1: 200 km / h
In operation	Munich – Petershausen	200 km / h	29 km	2006	15 kV 16.7 Hz	LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, 1116: 200 km / h regional, goods: up to 160 km / h
In operation	Berlin – Halle / Leipzig	200 km / h	187 km	2006	15 kV 16.7 Hz	ETCS Level 2 , LZB, PZB	IC1, IC2 (KISS), 401, 402, 403, 411, 412, 415, 1116, FlixTrain : 200 km / h IC2, Regio, goods: up to 160 km / h
In operation	Schliengen – Haltingen ( NBS Karlsruhe – Basel )	250 km / h	22 km	2012, December 9th	15 kV 16.7 Hz	LZB, PZB	401, 402, 403, 406, 407, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h IC1: 200 km / h IC2, regional, goods: up to 160 km / h
New building in operation	Erfurt – Leipzig / Halle	300 km / h	123 km	Dec. 13, 2015 (timetable valid) Dec. 9, 2015 (official opening trip) Nov. 12, 2015 (presentation trip for the press) 0	15 kV 16.7 Hz	ETCS Level 2 , PZB (Leipzig-Gröbers)	403: 300 km / h 401: 280 km / h 412: 250 km / h 411, 415: 230 km / h FlixTrain: 200 km / h IC1, IC2, S-Bahn , goods: up to 160 km / h
New building in operation	Ebensfeld – Erfurt	300 km / h	107 km	December 10, 2017 (timetable valid) December 8, 2017 (official opening trip) July 16, 2017 (presentation trip for the press) 0	15 kV 16.7 Hz	ETCS level 2	403: 300 km / h 401: 280 km / h 412: 250 km / h 411, 415: 230 km / h FTX , goods: up to 160 km / h
In operation	Eisenach – Erfurt	200 km / h (not continuous)	54 km	08 Aug 2018	15 kV 16.7 Hz	ETCS Level 2 , PZB	401, 403, 411, 412, 415, FlixTrain: 200 km / h 402, IC1, IC2, Regio, goods: up to 160 km / h
Under construction	Saarbrücken – Ludwigshafen	200 km / h (not continuous)	127 km	approx. 2021 (planned)	15 kV 16.7 Hz	ETCS Level 2 , PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, 1116, TGV Duplex: 200 km / h IC2, Regio, goods: up to 160 km / h
Under construction	Wendlingen – Ulm	250 km / h	58 km	2022 (planned)	15 kV 16.7 Hz	ETCS level 2	401, 402, 403, 406, 407, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h IC2, Regio, goods: up to 160 km / h
Under construction	Basheide – Rastatt ( Karlsruhe – Basel )	250 km / h	117 km	approx. 2038 (complete high-speed route)	15 kV 16.7 Hz	ETCS Level 2, PZB	401, 402, 403, 406, 407, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h IC1, IC2, Regio, goods: up to 160 km / h
Under construction	Stuttgart – Wendlingen	250 km / h	25.2 km	End of 2025	15 kV 16.7 Hz	ETCS level 2	401, 402, 403, 406, 407, 412, TGV Duplex: 250 km / h 411, 415, 1116: 230 km / h IC2, Regio, goods: up to 160 km / h
Under construction	Riesa – Dresden	200 km / h	54 km	2026 (planned)	15 kV 16.7 Hz	ETCS Level 2 or LZB, PZB	IC1, 411, 415: 200 km / h IC2, regional, goods: up to 160 km / h
Under construction	Berlin – Dresden	200 km / h	193 km	approx. 2028 (planned)	15 kV 16.7 Hz	ETCS Level 2, PZB	IC1, IC2 (KISS), 411, 412, 415, 1116: 200 km / h IC2, regional, goods: up to 160 km / h
Under construction	Nuremberg – Ebensfeld	230 km / h (not continuous)	83 km	2028 (planned)	15 kV 16.7 Hz	ETCS Level 2 , PZB	401, 402, 403, 411, 412, 415, 1116: 230 km / h IC1: 200 km / h IC2, regional, goods: up to 160 km / h
Expansion planned	Düren – Langerwehe	200 km / h	10 km		15 kV 16.7 Hz	ETCS Level 1 / 2 , LZB, PZB	IC1, 401, 402, 403, 406, 407, 411, 412, 415, TGV Duplex, Thalys: 200 km / h IC2, Regio, goods: up to 160 km / h
Expansion planned	Neuoffingen – Neu-Ulm	200 km / h	27 km		15 kV 16.7 Hz	ETCS Level 2, PZB	IC1, MET, 401, 402, 403, 406, 407, 411, 412, 415, 1116, TGV Duplex: 200 km / h IC2, Regio, goods: up to 160 km / h
New building planned	Brannenburg – Kundl (A) ( New Lower Inn Valley Railway )	220 km / h	25 km		15 kV 16.7 Hz	ETCS level 2	411, 415, 1116: 220 km / h regional, goods: up to 160 km / h
Planned	Hanover – Hamburg / Bremen	250–300 km / h (several variants)	114 km	not before 2030	15 kV 16.7 Hz	ETCS level 2
Expansion planned	Frankfurt – Gelnhausen	230 km / h	so far 103 km	not before 2030	15 kV 16.7 Hz	ETCS Level 2, PZB
New construction and expansion planned	Lübeck – Puttgarden	200 km / h	approx. 85 km	approx. 2027 (planned)	15 kV 16.7 Hz
New construction and expansion planned	Seelze wages	230 km / h (not continuous)	72 km	by 2030 ( BVWP 2030 )	15 kV 16.7 Hz
New building planned	Frankfurt – Mannheim	300 km / h	85 km	by 2030 ( BVWP 2030 )	15 kV 16.7 Hz	ETCS level 2
New building planned	Grafing-Brannenburg	230 km / h	approx. 41 km	by 2030 ( BVWP 2030 )	15 kV 16.7 Hz	ETCS level 2
New building planned	Fulda-Gerstungen	200 km / h		by 2030 ( BVWP 2030 )	15 kV 16.7 Hz
New building planned	Dresden – border D / CZ (–Prague)	200 km / h	approx. 22 km (on the German side)	by 2030 ( BVWP 2030 )	15 kV 16.7 Hz
Expansion planned	Lünen – Münster	230 km / h	approx. 40 km	by 2030 ( BVWP 2030 )	15 kV 16.7 Hz
New building planned	Gelnhausen – Fulda	250 km / h	44 km	not before 2034	15 kV 16.7 Hz	ETCS level 2
exam	Oberhausen-Emmerich	200 km / h	approx. 60 km		15 kV 16.7 Hz
idea	Hanau – Nantenbach	200 km / h			15 kV 16.7 Hz
idea	Munich – Mühldorf am Inn – Freilassing	250 km / h	approx. 140 km		15 kV 16.7 Hz
idea	Bielefeld – Hanover	300 km / h			15 kV 16.7 Hz
idea	Nuremberg – Würzburg	300 km / h			15 kV 16.7 Hz

Estonia, Latvia, Lithuania

Route overview

status	route	Top speed	length	Installation	Gauge	Power system	Train control	Use by
Planned	Tallinn - Riga - Kaunas ( Rail Baltica )	240 km / h	650 km	2030	1435 mm	25 kV 50 Hz	ETCS L2

Finland

Line speeds in Finland, situation 2011

Route overview

status	route	Top speed	length	Installation	Gauge	Power system	Train control	Use by
Expansion in operation	Helsinki - Riihimäki - Tampere	200 km / h	172 km ( Tikkurila - Tampere)		1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
Expansion in operation	Helsinki - Turku	200 km / h	63 km (Karjaa – Pohjankuru + km 103 – km 158)		1524 mm	25 kV 50 Hz	Finn. ATP	Sm3
New building in operation	New Kerava – Lahti line	220 km / h	63 km (Kytömaa-Hakosilta)	2006	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3
Expansion in operation	Kouvola - Mikkeli	200 km / h	45 km (Kinni – Otava)	2006	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3
Expansion in operation	Tampere - Seinäjoki	200 km / h	156 km (Lielax – Seinäjoki)	2008	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
Expansion in operation	Lahti – Luumäki	200 km / h	120 km	2010	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 Sm6 to Russia
Expansion in operation	Lapua – Kokkola	200 km / h	110 km	2011	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
Expansion in operation	Ylivieska – Liminka (Oulu)	200 km / h	123 km	2015	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
Expansion in operation	Seinäjoki – Lapua	200 km / h	23 km	2017	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
Expansion in operation	Kokkola – Ylivieska	200 km / h	79 km	2018	1524 mm	25 kV 50 Hz	Finn. ATP	Sm3 , Sr2
New building planned	Espoo - Salo	300 km / h	95 km	2030?	1524 mm	25 kV 50 Hz
New building planned	Salo - Turku	250-300 km / h	50 km		1524 mm	25 kV 50 Hz
New building planned	Riihimäki - Tampere	250-300 km / h	110 km		1524 mm	25 kV 50 Hz

Source: Finnish Railway Network Statement

France

High-speed lines in France (TGV network)

New lines in France

Old building routes with TGV traffic

New lines in neighboring countries

... planned routes

In France, high-speed routes are called Lignes à grande vitesse , or LGV for short . The total network length is 2036 kilometers (as of April 2013). In contrast to the Shinkansen , TGV trains can also use old lines. As a result, existing track systems can be used, thus serving areas without a new line connection and using existing tracks in large cities (cost-saving).

The network is largely oriented in a star shape towards Paris, although there is a first tangential route with the LGV Rhin-Rhône . The routes mainly connect large cities; almost exclusively high-speed trains run on them. Although they are linked to the old network in many places, they are only partially compatible due to different power supplies and train control. Track- changing operations have been set up in some sections .

history

The TGV concept was developed in France since the mid-1960s . Its main feature is the integrated, consistently well thought-out planning of a relatively simple infrastructure specially designed for high-speed long-distance passenger transport and a coordinated rolling stock with high gradeability and limited axle loads. Technically, this concept managed without major innovations, apart from the originally intended use of gas turbine trains. The “ Turbotrain ” drive concept, which was praised as a future solution at the time , was only abandoned in favor of an electric drive a few years before the start of operations due to the oil crisis of 1975.

In 1981 the LGV Sud-Est opened , which could initially be driven at 260 km / h, from 1983 with 270 km / h. Little by little, further lines could be put into operation at ever higher design speeds.

On October 13, 1997, the SNCF opened the TGV network for fast freight traffic at night. Initially, two general cargo trains ran between Paris and Orange at a speed of 160 km / h.

Today there are LGVs from Paris in all four directions. New routes are geared to a speed of 350 km / h, although the current maximum speed is only 320 km / h. The top speed of the first LGV has now been increased to 300 km / h. In addition, the French railways are evaluating whether the entire high-speed network could be expanded to a speed of 360 km / h. This speed is planned for the planned LGV Bordeaux – Toulouse from 2020 . The first section of the first cross-link, the LGV Rhin-Rhône , which connects Mulhouse with Lyon, has been in operation since December 2011.

The 106 kilometer long second section of LGV Est européenne , which cost 2.01 billion euros, has been in operation since July 3, 2016 . In addition, three new routes with a total length of 757 km are to be built at the same time by 2016. The routes Sud Europe Atlantique (341 km extension of the LGV Atlantique via Poitiers to Bordeaux , 7.2 billion euros), Bretagne-Pays de la Loire (214 km extension of the LGV Atlantique between Le Mans and Rennes, with a connection to Nantes, 3.4 billion euros) and the Nimes / Montpellier bypass (80 kilometers, 1.6 billion euros) are being built. For the first time, the Tours-Bordeaux and Bretagne-Pays de la Loire route will be financed through an operator model . In addition, three more lines are to be built by 2020: Poitiers – Limoges , Bordeaux – Irun and Bordeaux – Toulouse . On January 11, 2015, the Declaration of Public Utility was issued for the Poitiers – Limoges line . signed. Up to ten pairs of trains are to run on the 112-kilometer-long, partly single-track line, designed for 320 km / h. The costs are put at 1.6 billion euros.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	LGV Sud-Est , Paris – Lyon	300 km / h	409 km	1981	25 kV, 50 Hz	TVM	TGV
In operation	LGV Atlantique , Paris – Le Mans / Tours	300 km / h	279 km	1989	25 kV, 50 Hz	TVM	TGV
In operation	LGV Nord , Paris – Lille – Eurotunnel / Belgian border	300 km / h	333 km	1993	25 kV, 50 Hz	TVM	TGV , Eurostar , Thalys
In operation	LGV Rhône-Alpes , Lyon-Valence	320 km / h	115 km	1994	25 kV, 50 Hz	TVM	TGV
In operation	LGV Interconnexion Est , Paris bypass	270 km / h	57 km	1994	25 kV, 50 Hz	TVM	TGV
In operation	LGV Méditerranée , Valence – Marseille / Nîmes	300 km / h	250 km	2001	25 kV, 50 Hz	TVM	TGV
In operation	LGV Est européenne (section west), Vaires-sur-Marne-Baudrecourt	320 km / h	301 km	2007	25 kV, 50 Hz	TVM & ETCS Level 2	TGV , ICE 3MF
In operation	LGV Perpignan-Figueres (E)	350 km / h	44.4 km	2010	25 kV, 50 Hz	ETCS level 1	TGV , AVE
In operation	LGV Rhin-Rhône (east section), Villers-les-Pots-Petit-Croix	320 km / h	140 km	2011	25 kV, 50 Hz	TVM	TGV
In operation	Les Aubrais (Orléans) - Vierzon	200 km / h (in sections)			1.5 kV =	KVB	Corail Téoz, Corail Intercités, TER
In operation	Tours – Bordeaux	TGV: 220 km / h (in sections)			1.5 kV =	KVB	TGV , D, RE, regional, freight
In operation	Connerré – Le Mans	TGV: 220 km / h (in sections)			1.5 kV =	KVB	TGV , RE, regional, freight
In operation	Le Mans – Nantes	TGV: 220 km / h (in sections)			25 kV, 50 Hz	KVB	TGV , RE, regional, freight
In operation	Strasbourg – Mulhouse – Saint-Louis	TGV: 220 km / h (in sections)			25 kV, 50 Hz	KVB	TGV , EC, D, RE, regional, freight
In operation	LGV Est européenne (section east), Baudrecourt – Vendenheim	320 km / h	106 km	2016	25 kV, 50 Hz	TVM & ETCS Level 2	TGV , ICE 3MF
In operation	LGV Bretagne-Pays de la Loire , Le Mans-Rennes	320 km / h	214 km	2017	25 kV, 50 Hz	TVM & ETCS Level 2	TGV
In operation	LGV Sud Europe Atlantique , Tours – Bordeaux	320 km / h	341 km	2017	25 kV, 50 Hz	ETCS level 2	TGV
In operation	Contournement de Nîmes et Montpellier , Nîmes – Montpellier	TGV: 220 km / h	80 km	December 10, 2017 (freight transport), July 7, 2018 (TGV)	25 kV, 50 Hz	ETCS level 2	TGV , goods
Under construction	LGV Lyon – Turin (I)		142 km, including connection to Chambéry	2025 (planned)	25 kV, 50 Hz		TGV , Eurostar Italia
Planned	LGV Rhin-Rhône (east section), Petit-Croix – Lutterbach	350 km / h	35 km	2028 (planned)	25 kV, 50 Hz		TGV , ICE
Planned	LGV Rhin-Rhône (east section), Genlis – Villers-les-Pots	350 km / h	15 km	2028 (planned)	25 kV, 50 Hz		TGV , ICE
Planned	LGV Rhin-Rhône (section west), Dijon – Aisy	350 km / h	60 km		25 kV, 50 Hz		TGV
Planned	LGV Rhin-Rhône (south section), Auxonne – Bourg-en-Bresse	350 km / h	140 km	2030 (planned)	25 kV, 50 Hz		TGV
Planned	LGV Bordeaux – Toulouse	360 km / h	200 km	2026 (planned)	25 kV, 50 Hz		TGV
Planned	LGV Bordeaux – Espagne , Bordeaux – Irun			2037 to Dax (planned); 2042 to Hendaye	25 kV, 50 Hz		TGV
Planned	LGV Languedoc-Roussillon , Montpellier – Perpignan		135 km	After 2030	25 kV, 50 Hz		TGV
Planned	LGV Picardy			After 2030	25 kV, 50 Hz		TGV , Eurostar
Planned	LGV Provence-Alpes-Côte d'Azur , Marseille-Toulon-Nice			2024-2035	25 kV, 50 Hz		TGV
Planned	LGV Center France Paris Austerlitz – Orléans – Bourges – Clermont – Lyon	360 km / h	480 km	2018-2042	25 kV, 50 Hz		TGV

Greece

At the end of 1971 the Greek State Railways presented plans to reduce the travel time between Thessaloniki and Athens from just under ten to three and a quarter hours. A top speed of up to 220 km / h should be achieved.

Route overview

status	route	section	Top speed	length	Installation	Power system	Train control	Use by
In operation	Athens - Thessaloniki	Oinoi (near Athens) - Tithorea	200 km / h	95 km	2005	25 kV, 50 Hz	ETCS (2009)
In operation		Tithorea – Domokos	250/200/160 km / h	106 km	2017	25 kV, 50 Hz	ETCS level 1
In operation		Domokos - Platy (near Thessaloniki)	200/250 km / h	approx. 200 km	2007	25 kV, 50 Hz	ETCS level 1	Siemens Desiro , Siemens HellasSprinter
In operation	Athens - Patras	Athens - Kiato	200 km / h	105 km	2005–2007 (rail with slow diesel trains) 2010/2011 (trains with 200 km / h)	25 kV, 50 Hz	ETCS	Siemens Desiro , Stadler GTW
In operation		Kiato - Likoporia	200 km / h	32 km	2014	25 kV, 50 Hz	ETCS level 1

Italy

High-speed routes in Italy 2012

The emerging Italian high-speed network consists of two large axes that join together to form a T-shape. The main goal is fast connections between the major centers. Thanks to numerous connections to the main network, the development of the regions is also improved. The new lines are electrified with 25 kilovolts at 50 Hertz alternating voltage and are therefore incompatible with the old network (3000 volts direct voltage) without the use of multi-system vehicles; however, in addition to high-speed trains, slower ones such as IC, night trains and freight trains (at night) should also run.

The lines are designed for a maximum speed of 300 km / h, with a minimum curve radius of 5450 meters, a maximum gradient of 18 ‰ (in the tunnel 15 ‰) and a track spacing of 5 meters.

history

One of the very first new buildings (in the sense of running parallel to existing facilities) was the Succursale dei Giovi between Genoa and the Po Valley , which was completed in the late 19th century . Under Mussolini , new lines were built in an extended route, in Italian a so-called Direttissima , between Rome and Naples (via Formia) and between Bologna and Florence . In a record run on July 20, 1939, an ETR-200 express railcar covered the Milan – Florence route in 115 minutes (at an average of 165 km / h and a maximum of 203 km / h).

As the first European new line for high-speed traffic in the post-war period, the first parts of the Italian Direttissima Firenze-Roma (254 kilometers), which is designed for 250 km / h, went into operation from 1976 . Older types of express railcars were initially able to reach 180 km / h. Locomotive-hauled trains have been running at 200 km / h since 1985; However, the permissible line speed could only be fully exploited with the appearance of the new ETR 450 and ETR 500 multiple unit types (from 1988). In 1992 the last section of the Direttissima project (near Florence) was finally completed.

On July 15, 1998, the Italian Environment Minister Edo Ronchi rejected the construction of a 135-kilometer high-speed line between Milan and Genoa a. a. for environmental, monument protection and geological reasons. The construction of the first section between Genoa and Tortona started anyway in autumn 2013 after long delays.

Similar to France and Germany, since the seventies and the early eighties, depending on the introduction and further development of safety technology ( driver's cab signaling ), suitable existing routes have also been used at higher speeds. Before 1985, the speeds that could be achieved in scheduled operation were limited to 180 km / h. This was or will (at least) be achieved on the two "old" Direttissime Rome – Naples and Florence – Bologna and individual sections of the Milan – Bologna and Bologna – Bari lines. On some of these routes, the maximum speed was increased to 200 km / h from 1985, as has been demonstrated for Bologna-Reggio Emilia, for example.

As part of a pilot project funded by the EU, Internet access and television reception in high-speed trains were to be tested from 2004 on the Turin-Milan-Rome-Naples axis. The project was entitled Fast Internet for Fast Trains Hosts ( FIFTH ).

present

At the end of the nineties of the last century, the company Treno Alta Velocità (TAV), which had been decoupled from the state railway, began building further new lines. These are designed for a speed of 300 km / h and - in contrast to the rest of the network - electrified with 25 kilovolts at 50 Hertz alternating voltage. In connection with this, stations are also being built or rebuilt. These include the stations Torino Porta Susa , Bologna Centrale , Firenze Belfiore , Roma Tiburtina and Napoli Afragola .

In addition to the high-speed network, several long-distance routes are being expanded, but still operated with direct voltage. In addition, various international connections to France ( Mont-Cenis base tunnel with connection to the TGV network) as well as via Switzerland ( Neat ) and Austria to Germany ( Brenner base tunnel ) and Slovenia are being considered.

In February 1992 , the Italian Railways placed an order for the first series of 30 ETR 500 trains to operate the new lines . The costs of these trains, which were still designed for direct current, amounted to 37.9 billion lire (about 26 million euros) per unit (price as of 1992). A two-system version of this type was also purchased later. The DC traction heads are now used to cover high-quality conventional trains. In addition to the ETR 500, various Pendolino designs are also used on the high-speed routes.

With the opening of the last remaining sections between Novara and Milan and between Bologna and Florence on December 13, 2009, Italy has a continuous high-speed route from Turin via Milan, Bologna, Florence, Rome to Naples. The total of 661 kilometers was built at a cost of 32 billion euros, 28 billion euros of which was financed by the Italian government. The high amount is justified by the layout of the routes for passenger and freight traffic. The north-south main line runs for 145 kilometers in tunnels, 94 kilometers on bridges and is connected to the rest of the network at 24 points. In addition, several new train stations were built. The routes are designed for an axle load of 25 tons, have a maximum gradient of 18 ‰ and a minimum arc radius of 5450 meters (with a cant of up to 105 millimeters).

Also on December 13, 2009, the number of trains was increased, between Rome and Milan, for example, to four journeys per hour and direction during rush hour. With the entry of the Nuovo Trasporto Viaggiatori company into the market in 2012 , an upturn in the long-distance transport market is expected. Access fees to the Italian high-speed network are EUR 13.38 per train-path kilometer.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Florence – Rome	250 km / h	253.6 km	1992	3 kV =	RSC9 and SCMT	ETR 500 , ETR 480, AGV ETR 575 , goods (v. A.)
In operation	Turin-Novara	300 km / h	86.4 km	2006	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 480, AGV ETR 575 , goods (especially at night)
In operation	Rome-Gricignano	300 km / h	195 km	2006	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 480, AGV ETR 575 , goods (especially at night)
In operation	Naples – Salerno	250 km / h	29 km	2008	3 kV =	SCMT	ETR 500 , ETR 480, AGV ETR 575 , goods (especially at night)
In operation	Padua – Mestre	300 km / h	24 km	2006	3 kV =		ETR 500 , ETR 480, AGV ETR 575 , goods (especially at night)
In operation	Milan – Treviglio	300 km / h	24 km	2007	3 kV =		ETR 500 , ETR 480, ETR 470 , goods (especially at night)
replaced by NBS	Rome-Formia-Naples	200 km / h			3 kV =
replaced by NBS	Milan – Bologna (in sections)	200 km / h			3 kV =
In operation	Gricignano – Naples	300 km / h	9.6 km	2008	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 485, AGV ETR 575 , goods (especially at night)
In operation	Milan – Bologna	300 km / h	182 km	2008	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 485, ETR 600 , AGV ETR 575 , goods (especially at night)
In operation	Bologna – Florence	300 km / h	78 km	2009	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 480, ETR 470 , AGV ETR 575 , goods (especially at night)
In operation	Novara – Milan	300 km / h	38.3 km	2009	25 kV, 50 Hz	ETCS level 2	ETR 500 , ETR 480, AGV ETR 575 , goods (especially at night)
In operation	Treviglio – Brescia	300 km / h	58 km	December 2016	25 kV, 50 Hz	ETCS level 2	ETR, goods (especially at night)
Under construction	Genoa – Terzo Valico dei Giovi		63 km		25 kV, 50 Hz	ETCS level 2	ETR, goods (especially at night)
Under construction (internationally agreed)	Turin – Lyon ( Bussoleno - Saint-Jean-de-Maurienne (F)) ( Mont-Cenis Base Tunnel )	300 km / h	57 km (core of the base tunnel) access route is correspondingly longer	2025	25 kV, 50 Hz	ETCS	TGV, Eurostar Italia
Under construction (internationally agreed)	Franzensfeste - Innsbruck (A) ( Brenner Base Tunnel )	250 km / h	55 km (without the Inntal tunnel )	2025 (planned)	25 kV, 50 Hz	ETCS	ICE / Eurostar Italia , EC, goods
Under construction	Brescia – Verona	300 km / h	53 km		25 kV, 50 Hz	ETCS level 2	ETR, goods (especially at night)
Planned	Verona – Padua		80 km		25 kV, 50 Hz	ETCS level 2	ETR, goods (especially at night)
Planned	Turin - Bussoleno						EC, goods
Planned	Verona - Franzensfeste						EC, IC, goods
Planned	Seregno - Chiasso						EC, IC, goods
idea	Milan / Monza - Seregno						EC, D, RE, Regio

Literature on Italy: Marco Mosca, Lorenzo Pallotta: Dalla Direttissima all'Alta Velocità. In: Tutto Treno Tema. No. 22, Ponte S. Nicolò: Duegi Editrice, 2007

Croatia

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
New building planned	New line from Zagreb to Rijeka	200 km / h	165 km	no earlier than 2025	25 kV, 50 Hz

Netherlands

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	HSL-Zuid Amsterdam – Rotterdam – Antwerp (connection to HSL 4 )	300 km / h	125 km	2009	25 kV, 50 Hz	ETCS level 2	Thalys , Eurostar
Planned, canceled	HSL-Oost Amsterdam – Utrecht	200-300 km / h	120 km		25 kV, 50 Hz	ATB ETCS Level 2	ICE
Planned, canceled	Zuiderzeelijn / HSL-Noord Amsterdam – Groningen High-speed line or magnetic levitation train	200-400 km / h	182 km		25 kV, 50 Hz	ETCS level 2

Norway

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
New building in operation	Cloakroom : Oslo-Etterstad - Eidsvoll ,	210 km / h	64 km	1999	15 kV, 16.7 Hz	ATC	GMB Type 71 NSB Type 73 NSB Type 74
New building in operation	Dovrebahn : Minnesund - Kleverud	200 km / h	16 km	2015	15 kV, 16.7 Hz	ATC ETCS (year 2030)	NSB Type 73 NSB Type 74
New building under construction	Vestfoldbanen : Drammen - Tønsberg (+ expansion Tønsberg – Larvik)	200 km / h (partially)	53 km	First part 2001 Completion planned for 2022	15 kV, 16.7 Hz	ATC ETCS (year 2023)	NSB type 70 (160 km / h) NSB type 74 (200 km / h)
New building in operation	Vestfold Railway : Larvik - Porsgrunn	200 km / h 250 km / h with ETCS	23 km	2018	15 kV, 16.7 Hz	ATC ETCS (year 2023)	NSB type 74
New building under construction	Østfoldbanen : Oslo - Ski	200–250 km / h	22 km	2022	15 kV, 16.7 Hz	ATC / ETCS
New building planned	Dovre Railway : Kleverud - Hamar	200 km / h	32 km	2020–2025 (planned)	15 kV, 16.7 Hz	ATC ETCS (year 2030)
New building planned	Porsgrunn –Skorstøl (near Risør )	200 km / h	60 km	2025-2035 (planned)	15 kV, 16.7 Hz	ETCS
Planned	Østfoldbanen : Ski - Sarpsborg	250 km / h	30 km new building 30 km expansion	2029	15 kV, 16.7 Hz	ETCS
New building planned	Østfoldbanen : Sarpsborg - Halden	250 km / h	30 km	2034	15 kV, 16.7 Hz	ETCS
Studies	Hamar - Trondheim , new building	250-300 km / h	370 km			ETCS
Studies	Oslo - Bergen , new building	250-300 km / h	350 km			ETCS
Studies	Lillestrøm - Arvika (Sweden) or Ski –Arvika, new building	250 km / h	90 km			ETCS

On December 1, 2015, a 17-kilometer 200-km / h section between Langset and Kleverud went into operation as the first section of the line expansion planned between Oslo and Hamar by 2024 .

Austria

The Westbahn is to be regarded as a special case in the projects in Austria . After completion of the last construction work, this will be designed as two double-track high-speed lines between Vienna and Wels with operationally meaningful connection points. The existing line ( old Westbahn ) will be adapted to a high-performance level with speeds of up to 160 km / h as part of the expansion work, while the new line ( new Westbahn ) is designed for a maximum speed of 250 km / h.

Wels to Attnang-Puchheim is expanded to 230 km / h. Furthermore, the Salzburg Hbf – Köstendorf section is to be expanded to four tracks by 2032, for which 20 km of new line will be built, 16 km of which will be in two tunnels. The 250 km / h route is expected to cost 1.65 billion euros and save five minutes in time.

Another expansion project is the southern runway . The main route currently leads north of Graz , via Bruck an der Mur and Judenburg to Villach . It therefore only enables a direct connection between Vienna and Villach, or between Vienna and Graz. The aim here is to use the Semmering base tunnel and the Koralmbahn to enable a high-performance and largely high-speed route from Vienna via Bruck / Mur, Graz and Klagenfurt to Villach. The Semmering Base Tunnel , which will relieve the winding Semmering Railway , will save about 30 minutes in travel time. The travel time of the connection Klagenfurt-Graz is to decrease from currently 2:54 to 0:45 after the Koralm Railway goes into operation.

Route overview

status	route	Alignment speed	Operating speed	length	Installation	Power system	Train control	Use by
Expansion in operation	Linz – Wels ( Western Railway )	200 km / h		18 km	1993	15 kV, 16.7 Hz	LZB , PZB	railjet , ICE , IC , WEST , freight, regio
In operation	St. Pölten – Ybbs / Danube ( Western Railway )	200 km / h		41 km	2001	15 kV, 16.7 Hz	LZB, PZB	railjet, ICE, IC, WEST , goods
In operation	Amstetten – St. Valentin ( Western Railway )	200 km / h		36 km	2003	15 kV, 16.7 Hz	LZB, PZB	railjet, ICE, IC, WEST , goods
In operation	St. Valentin – Asten ( Western Railway )	230 km / h		10 km	2007	15 kV, 16.7 Hz	LZB, PZB	railjet, ICE, IC, WEST , goods
In operation	Asten – Linz Kleinmünchen ( Western Railway )	230 km / h		5 km	2010	15 kV, 16.7 Hz	LZB, PZB	railjet, ICE, IC, WEST , goods
Expansion in operation	Wels – Attnang-Puchheim ( Western Railway )	200 km / h (4 km for 230 km / h)		26 km	in sections until 2012	15 kV, 16.7 Hz	LZB, PZB	railjet, IC, WEST , freight, Regio
New building in operation	Vienna – St. Pölten ( Western Railway )	250 km / h	230 km / h	46 km (from Hadersdorf junction)	Dec 2012	15 kV, 16.7 Hz	ETCS Level 2 , PZB	railjet, ICE, IC, WEST , goods
New building in operation	Kundl – Baumkirchen ( New Lower Inn Valley Railway )	220 km / h		36 km	Dec 2012	15 kV, 16.7 Hz	ETCS Level 2, PZB	railjet, ICE, EC, IC, goods
In operation	Ybbs / Danube – Amstetten ( Western Railway )	250 km / h	230 km / h	15 km	Part April 2013, complete 2014	15 kV, 16.7 Hz	LZB, PZB	railjet, ICE, IC, WEST , goods
In development	Vienna – Wiener Neustadt ( Pottendorfer Line ); double-track expansion	200 km / h		54 km	2022 (planned)	15 kV, 16.7 Hz	ETCS Level 2 , PZB	railjet, EC, IC, goods, regio
Under construction	Graz – Klagenfurt ( Koralm Railway )	250 km / h	230 km / h	125 km	2026 (planned)	15 kV, 16.7 Hz	ETCS level 2	railjet, EC, IC, goods
Under construction	Gloggnitz – Mürzzuschlag ( Semmering Base Tunnel )	230 km / h		27 km	2026 (planned)	15 kV, 16.7 Hz	ETCS level 2	railjet, EC, IC, goods, regio
Under construction	Innsbruck – Franzensfeste (I) ( Brenner Base Tunnel )	250 km / h	230 km / h	55 km (without the Inntal tunnel )	2025 (planned)	25 kV, 50 Hz	ETCS level 2	ICE, Le Frecce , EC, goods
New building planned	Kundl – Brannenburg (D) ( New Lower Inn Valley Railway )	220 km / h		25 km	open	15 kV, 16.7 Hz	ETCS level 2	railjet, ICE, EC, goods
New building planned	Linz – Wels ( Western Railway ); four-track expansion	250 km / h	230 km / h	approx. 30 km	after 2025	15 kV, 16.7 Hz	ETCS level 2	railjet , ICE , EC , IC , WEST , goods
New building planned	Salzburg – Köstendorf ( Western Railway )	250 km / h	230 km / h	20 km	2032 (planned)	15 kV, 16.7 Hz	ETCS level 2	railjet , ICE , EC , IC , WEST , goods

Poland

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Expansion in operation	Olszamowice - Zawiercie	200 km / h	89 km	2013	3 kV =	ETCS 1	ED250
Expansion in operation	Grodzisk Mazowiecki - Idzikowice	200 km / h	74 km	2017	3 kV =	ETCS 1	ED250
Under construction	Warsaw – Gdansk	200 km / h	145 km	2019	3 kV =	ETCS 2	ED250
Expansion planned	Idzikowice – Olszamowice	200 km / h	44 km	2017 (planned)	3 kV =	ETCS 1	ED250
Planned	Warsaw - Lodz - Kalisz	360 km / h?	≈230 km	> 2030 (uncertain)	25 kV, 50 Hz
Planned	Kalisz– Wroclaw	360 km / h?	≈100 km	> 2030 (uncertain)	25 kV, 50 Hz
Planned	Kalisz - Poznan	360 km / h?	≈120 km	> 2030 (uncertain)	25 kV, 50 Hz

Portugal

Route overview

status	route	Top speed	length	Power system	Train control	Installation	Use by
Expansion in operation	Porto - Lisbon - Faro	225 km / h	only partial routes	25 kV 50 Hz		1999	Alfa Pendular
Planned	Lisbon – Madrid high-speed line	350 km / h	207 km (Lisbon border)	25 kV, 50 Hz		Project canceled	TGV, goods
Planned	Lisbon – Porto high-speed line	300 km / h	313 km	25 kV, 50 Hz		Project canceled	TGV
Agreed internationally	Porto – Vigo
Agreed internationally	Aveiro – Salamanca
Agreed internationally	Faro-Huelva

In 2003, plans were presented to complete a 200 km / h high-speed line between Porto and Vigo by 2009 , which would have reduced the travel time between the two cities from over three to one hour. This project has so far not been implemented, nor has a new line between Madrid and Porto that can be driven at 350 km / h, which failed due to financial problems in Portugal. Both projects were initially targeted for 2013; a line between Lisbon and Porto should open in 2015.

Romania

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Planned	Bucharest - Iași - Chișinău		≈500 km
Planned	Bucharest - Constanța	200 km / h	≈220 km	2020
Planned	Bucharest – Budapest	200 km / h		2020

Russia

In November 2011 there were high-speed lines between Saint Petersburg – Moscow (travel time 3:50, average 170 km / h), Saint Petersburg– Vyborg (travel time 0:49, average 162 km / h) and Moscow – Nizhny Novgorod (travel time 3 : 50, on average 120 km / h).

A strategy approved by Russian Prime Minister Vladimir Putin in June 2008 envisages increasing the total length of the route sections that can be driven at 200 km / h from 650 kilometers (2009) to almost 11,000 kilometers. In addition, 1,500 kilometers of pure high-speed lines between Moscow, St. Petersburg , Nizhny Novgorod and Krasnoe (border with Belarus ) are to be built.

By the 2018 World Cup , more than 3000 km of high-speed lines should be built, of which the Russian state would bear 70 percent of the costs.

In the presence of the Prime Ministers of both countries, Dmitri Medvedev and Li Keqiang , China and Russia have agreed to upgrade the 770-kilometer connection Moscow - Vladimir - Nizhny Novgorod - Cheboksary - Kazan to a high-speed line. As the first section of the Transsib , the most important route of the Russian railways RŽD , this is to initiate the complete expansion of the connection Moscow - Beijing , for which in Moscow on October 13th 2014 between the directors of the RŽD Vladimir Jakunin and China Railways Sheng Guangzu as well as the transport minister of Russia Maxim Sokolov and the director of the State Development and Reform Commission Xu Shaoshi signed a memorandum. Overall, the journey time on the Moscow – Beijing route is to be reduced from six to two days. According to the Beijing Times , the 7,000 km route will cost a total of 180 billion euros.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Vehicle use
Expansion in operation	Saint Petersburg – Moscow	200 km / h	649.7 km	1984	3 kV =		ER200 , conventional car trains with ЧС200 and ЭП20
		250 km / h		December 17, 2009	3 kV =	KLUB-U	Velaro RUS
In operation	Moscow - Nizhny Novgorod	250 km / h (only short distances)	460 km	07/30/2010	3 kV = and 25 kV, 50 Hz ~	KLUB-U	Velaro RUS
In operation	Saint Petersburg - Finnish border	200 km / h	160 km	12/12/2010	3 kV =	KLUB-U	Pendolino Sm6
Studies	Saint Petersburg - Moscow	400 km / h	660 km
Planned	Moscow- Gorokhovets	400 km / h	301 km	2024	25kV, 50Hz ~		from Siemens
Planned	Gorokhovets- Nizhny Novgorod - Kazan	400 km / h	470 km	2030 (?)
Studies	Moscow - Rostov-na-Donu - Eagle
Studies	Moscow - Kiev	200 km / h
Studies	Moscow - Garmaschewka - Prokhorovka - Shurawka - Chertkowo - Bataisk	200 km / h

Sweden

Routes at 200 km / h or more

Almost all new routes and many upgraded routes are designed for 250 km / h. The latter, however, still have curved sections. In addition, the long-distance traffic shares the route with the freight traffic and in some places with the S-Bahn, with some four-track expansion sections being planned.

The maximum speed of 250 km / h should be achieved in scheduled operation from 2015 with ETCS . Until then, the speed of long-distance trains was limited to 200 km / h due to the maximum speed permitted by the Swedish ATC train control system . ETCS has been used on the newly built Botniabana Kramfors - Umeå since 2010 and allows 250 km / h. A research project called “ Gröna tåget ” (“Green Train”) collected this lack of experience until 2012. As part of this project, a converted Regina multiple unit was used, which set a new Swedish speed record of 303 km / h in September 2008.

The Gothenburg – Malmö line was expanded to double-track and, with a design speed of 250 km / h and gradients of up to 25 ‰, most of it was re-routed. The passages through Varberg and Helsingborg are still missing to complete the expansion . The upgraded line is designed for the use of tilting trains. The Hallandsås tunnel was opened in 2015 and saves 15 minutes of travel time.

Another important development gap is the 45 km long, arched section Alingsås – Göteborg of the Stockholm – Göteborg axis, where mixed traffic with the S-Bahn is operated at a maximum of 120 km / h (on average 90 km / h). A new building project for 320 km / h via Linköping ( Götalandsbanan ) is being considered as a future solution for the Stockholm – Gothenburg route . The lines have already been sketched for individual sections.

A new line from Linköping to Järna was included in the new version of the National Transport Plan valid from 2014 to 2025. It is to be built from 2017 and form the first section of a route Malmö – Stockholm that can be driven at 320 km / h.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Katrineholm - Malmö , Södra stambanan , expansion	200 km / h at 70%	480 km	1874 (construction) 1995 (200 km / h, first part)	15 kV 16.7 Hz	Swedish ATC	X2000 ( X61 , goods)
Planned		250 km / h at 40%		2023 (planned)	15 kV 16.7 Hz	ETCS level 2
In operation	Huddinge - Järna on Västra stambanan ( Stockholm - Gothenburg ), new building	200–250 km / h trains 200 km / h	31 km	1995	15 kV 16.7 Hz	Swedish ATC	X2000 , X40 , Stadler Flirt , Regina, (goods)
In operation	Järna - Alingsås on Västra stambanan , expansion	200 km / h at 70%	365 km	1862 (construction) 1990 (200 km / h, first part)	15 kV 16.7 Hz	Swedish ATC	X2000 , Stadler Flirt , X40 , Regina, (goods)
85% in operation	Kungsbacka - Lund on Västkustbanan ( Göteborg - Malmö ), new building. Ängelholm – Helsingborg and Varberg passage is under construction.	200 km / h	250 km	1985 (new building, first part) 1992 (200 km / h, first part)	15 kV 16.7 Hz	Swedish ATC	X2000 Regina X55 ( X31 , 180 km / h) ( X61 , goods)
Under construction				2024 (10%)
In operation	Eskilstuna - Södertälje ( Svealandsbanan ), new building	200 km / h	80 km	1997	15 kV 16.7 Hz	Swedish ATC	X40
In operation	Jakobsberg - Västerås ( Mälarbanan ), new building	200 km / h	90 km	2001	15 kV 16.7 Hz	Swedish ATC	Regina , X40 , (goods)
In operation	Stockholm - Arlanda , new building / extension	200 km / h at 80%	40 km	1999	15 kV 16.7 Hz	Swedish ATC	X40 , X3 , X2000 , Regina X55, ( X60 )
In operation	Uppsala - Gävle (on Ostkustbanan ), expansion	200 km / h	110 km	1997, 2017	15 kV 16.7 Hz	Swedish ATC	Regina / X40 / X2 (night trains, freight)
In operation	Gävle - Enånger (on Ostkustbanan ), expansion of new building 40 km. single track.	200 km / h	105 km	1999	15 kV 16.7 Hz	Swedish ATC	X2, Regina (night trains, freight)
Planned	Gävle - Sundsvall (on Ostkustbanan ), expansion / new construction, two-track.	up to 250 km / h	210 km	2030 (first 50 km planned) 2040 (other parts possible)	15 kV 16.7 Hz	ETCS level 2
In operation	Härnösand - Umeå (245 km), new building in Botniabanan , Ådalsbanan	250 km / h	220 km at 250 km / h	2010, 2012	15 kV 16.7 Hz	ETCS level 2	Regina X55 (200 km / h) X62 (180 km / h) (night trains, freight)
In operation	Morjärv - Haparanda (85 km), extension / new construction Nya Haparandabanan	(Morjärv) –Kalix: 160 km / h (Kalix) - (Haparanda): 250 km / h		2012	15 kV 16.7 Hz	ETCS level 2	only goods
In operation	Göteborg - Trollhättan Vänerbanan , new building	200 km / h (later 250)	80 km	2006 (first part) Nov. 2012 (completion)	15 kV 16.7 Hz	Swedish ATC	Regina, NSB Type 73 ( X61 , goods)
Planned	Umeå - Skellefteå ( Norrbotniabanan ), new building	250 km / h	130 km	2030-2035 (planned)	15 kV 16.7 Hz	ETCS level 2
Planned	Skellefteå - Luleå ( Norrbotniabanan ), new building	250 km / h	140 km	2040 (possible)	15 kV 16.7 Hz	ETCS level 2
Planned	Gothenburg - Borås ( Götalandsbanan ), new building	250-320 km / h	70 km	2030-2035 (planned)	15 kV 16.7 Hz	ETCS level 2
Planned	Linköping - Järna ( Götalandsbanan ), new building	250-320 km / h	150 km	2025-2030 (planned)	15 kV 16.7 Hz	ETCS level 2
Planned	Hässleholm - Lund ( Europabanan ), new building	250-320 km / h	200 km	2030-2035 (planned)	15 kV 16.7 Hz	ETCS level 2
Studies	Borås - Linköping ( Götalandsbanan ), new building	320 km / h	200 km	2030-2040 (possible)	15 kV 16.7 Hz	ETCS level 2
Studies	Jönköping - Hässleholm ( Europabanan )	320 km / h	220 km	2040 (possible)	15 kV 16.7 Hz	ETCS level 2

Train types in brackets do not reach 200 km / h.

Switzerland

Node system of the integral cycle timetable

NEAT2 Gotthard South

→ Main article : Swiss railway projects

The use of high-speed routes in Switzerland was not as pronounced as in other European countries. In addition to the topographical conditions and the costs that a high-speed route incurs, a decision was made within the framework of the major railway project Bahn 2000 according to the principle “not as fast as possible, but as fast as necessary”. In the 1960s, the Swiss Federal Railways came up with the idea of ​​building a new main transversal in a west-east direction. It provided for the fastest possible journey between the cities of Lausanne and St. Gallen and between Basel and Olten. The new main transversal provided for 120 kilometers of new line, on which the trains should run at up to 200 kilometers per hour.

The idea of ​​the new main transversal was soon discarded because the canton of Solothurn spoke out against the project because only large centers would benefit. In mid-1984, the SBB's general management commissioned a group of experts called “Bahn 2000” to develop a new concept that was not limited to the main axes, but was intended to provide a medium to long-term solution for the whole of Switzerland. The solution was an integral clock schedule that allows hourly connections between the major centers with a journey time of less than 60 minutes. The journey time of less than 60 minutes enables passengers to change trains quickly, as all trains enter a station a few minutes before the hour and leave a few minutes after the hour. The core construction of the Bahn 2000 railway project was the construction of the new line between Mattstetten and Rothrist. It shortened the journey between Zurich and Bern to around 55 minutes. The new line will be complemented by the upgraded Solothurn – Wanzwil line . On the seven-kilometer section, the travel time between Solothurn and Olten will be shortened, resulting in a travel time from Solothurn to Zurich of 55 minutes.

The 34.5-kilometer Lötschberg Base Tunnel was opened in 2007 between the state capital of Bern and the Valais . The maximum speed in commercial operation is 200 km / h. The tunnel shortened the distance between Brig and Spiez by around ten kilometers and the journey time by around 15 minutes. With the Bahn 2030 / ZEB project , further large cities are to become full hubs, which means that further routes will be expanded into high-speed routes.

The Gotthard axis is also part of the Bahn 2030 / ZEB project . The Gotthard Base Tunnel and the newly built Gotthard-South route to the south are in regular operation, the Ceneri Base Tunnel is under construction, while the Bellinzona bypass and the Rivieratunnel are still being planned. All of these high-speed routes combine to form a flat track that enables high speeds and the crossing of the Alps without major inclines.

Route overview

status	route	Alignment speed	Operating speed	length	Installation	Power system	Train control	Use by
In operation	Mattstetten – Rothrist (Bern – Olten axis)	200 km / h	200 km / h	45 km	2004	15 kV, 16.7 Hz	ETCS level 2	EC , IC , IR , ICE , TGV , goods (at night)
In operation	Solothurn – Wanzwil (Solothurn – Olten axis)	200 km / h	200 km / h	11 km	2004	15 kV, 16.7 Hz	ETCS level 2	IC, goods (at night)
In operation	Frutigen – Visp ( Lötschberg base tunnel )	250 km / h	200 km / h	34 km	2007	15 kV, 16.7 Hz	ETCS level 2	EC, IC, goods
In operation	Erstfeld – Bodio ( Gotthard Base Tunnel )	250 km / h	230 km / h	57 km	2016	15 kV, 16.7 Hz	ETCS level 2	EC, IC, goods
In operation	Bodio – Osogna ( NBS Gotthard-Süd )	250 km / h	200 km / h	7.5 km	2015	15 kV, 16.7 Hz	ETCS level 2	EC, IC, goods
Under construction	Giubiasco – Vezia b. Lugano ( Ceneri Base Tunnel )	250 km / h		18 km	2020 (planned)	15 kV, 16.7 Hz	ETCS level 2	EC, IC, RE , goods
Planned	Claro – Camorino ( Bellinzona railway bypass and Magadino crossing)	250 km / h		7.5 km	2025 (planned)	15 kV, 16.7 Hz	ETCS level 2	EC, IC, IR, RE, goods
Planned	Simplon line in Valais ( ZEB ) (Lausanne – Brig axis)	200 km / h				15 kV 16.7 Hz	ETCS level 2	EC, IC, IR, Regio , Goods
idea	Roggwil BE – Zurich Altstetten (eastern half of the Bern – Zurich axis)	320 km / h		55.4 km		15 kV 16.7 Hz
idea	Mattstetten BE – Roggwil BE (Bern – Olten axis)	> 200 km / h (approval for higher v max , possibly after minor adjustments)		36.9 km		15 kV, 16.7 Hz
idea	Olten branch off Schöftland AG (connection of Basel to the accelerated west-east axis)			15.0 km		15 kV, 16.7 Hz

Serbia

The Budapest – Belgrade railway line is currently a high-speed line in Serbia , as part of the so-called Brze pruge Srbije of Železnice Srbije , which will connect Budapest with Belgrade . It is carried out through loans provided by China for funds in the so-called CEE fund (Central-East European countries). A predominant use of Chinese technology is expected for construction and operation. The total run is 350 km, of which 184 in Serbia and 166 in Hungary. The connection to Niš south of Belgrade will be expanded in sections to 160 km / h . This relation is important for the transit traffic to Greece, Bulgaria and Turkey.

After China had responded positively to the plans of the governments of Hungary and Serbia to build the high-speed line in early 2013, the project was approved by the Prime Ministers of China, Hungary and Serbia on November 26 at the China-CEE summit in Bucharest. At the meeting, the Chinese side suggested that an upgrade to 300 km / h should also be considered. For this expansion variant, the Prime Minister of Serbia stated that the Chinese side could also attract larger investors and also better intermodal networking of the container port of Piraeus in Greece, which the Chinese state-owned company China Ocean Shipping (Group) Company (COSCO for short) at 50 % has leased for a period of 35 years. The Chinese side also sees such an investment in Europe as an important strategic component, in which high-speed lines and high-speed trains are essential advertising media for the high-tech capabilities of Chinese industry. For the 40.4 km long partial route Stara Pazova - Novi Sad , contracts for the construction of a new double-track line for 200 km / h were signed on October 10 between the director of RŽD -International Sergej Pavlov and the director of the transport institute CIP Milutin Ignjatović a loan of $ 900 million negotiated between Russia and Serbia in 2009 for Železnice Srbije is being financed and should be completed in 2018 after a 30-month construction period. This route will be the first in the region as a double-track new line to enable high-speed traffic, which means the travel time between the two most important Serbian centers of Belgrade and Novi Sad is 40 minutes. shortened. According to the Serbian Minister for Construction, Transport and Infrastructure, Zorana Mihajlović, the latest Russian railway construction technology can be completed in 30 months. At the same time, Sergej Pavlov spoke of an important project that will herald a completely new level for the Serbian railways and also include the tourist significance of rail transport thanks to the culturally significant and unique baroque episcopal town of Sremski Karlovci on the route .

As expected, the contracts for the construction of the Belgrade – Budapest high-speed line were signed on December 17, 2014 at the third CEE summit in Belgrade between the Prime Ministers of China, Serbia and Hungary, Li Keqiang , Aleksandar Vučić and Viktor Orbán . In an additional perspective, the expansion of the entire Balkan route on the relation between the Morava-Vardar corridor and the Thermaic Gulf and Thessaloniki was agreed. The Prime Minister of Macedonia Nikola Gruevski co- signed preliminary contracts . Li Keqiang had already mentioned this project as a “route” for the mainland-sea connection between China and the EU countries via the cargo handling terminal in Piraeus as a strategic goal in an interview on December 14, 2014 in the daily Politika . Viktor Orbán said that this is currently the largest project in cooperation between the EU and China. The entire route Budapest-Belgrade-Skopje-Thessaloniki-Athens will total 1543 km.

The contracts for the Belgrade-Budapest route were signed by the prime ministers of China, Hungary and Serbia on November 25, 2015 in Suzhou at the fourth China-CEE summit. With a planned two-year realization, construction was scheduled to start at the end of 2015. The China Railway Group (CRG) was awarded the contract for the tender to build the 160 km long Hungarian section for 1.6 billion dollars.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
New building planned (international)	Budapest – Belgrade high-speed line	200 km / h	184 km	2023	25 kV, 50 Hz	ETCS level 2

Spain

High-speed lines in Spain (October 2015)

In Spain, high-speed routes are called Líneas de Alta Velocidad , or LAV for short . The network, on which only high-speed train travel has been carried out so far, only connects large cities and extends in a star shape from Madrid. In contrast to the old network, it is regular and therefore fundamentally incompatible with it. However, vehicles capable of re-gauging (e.g. Talgo Pendular and AVE multiple units in the 120, 121 , 130 , 730 and 594 series) can switch between the two networks. The new gauge will enable continuous connections with France.

The first considerations for a high-speed line between Madrid, Barcelona and the French border at Port Bou go back to 1975. They were later rejected initially; In December 1988 (in the run-up to the 1992 Expo in Seville ) the government decided (from 1982 to 1996 under Felipe González ) to build the route as well as the Madrid – Seville high-speed line , which was to be the first to be built and which went into operation in 1992.

The planning status of the Spanish Ministry of Infrastructure (1988 ?!) provided for a high-speed network of 7200 kilometers to be built by the end of 2007, on which 48 million passengers a year would run in 282 high-speed trains to be put into service. In June 2013, the Spanish high-speed network reached a total length of 2,515 kilometers, according to the International Union of Railways . This puts it in the first place in Europe before France's 2036 kilometers. In addition, 1308 kilometers are under construction and 1702 kilometers in the planning stage. By 2020, the network of new lines is expected to grow to around 10,000 km.

The infrastructure operator Adif plans (as of February 2009) to allow freight traffic on up to 70 percent of the planned 10,000 kilometer network. In 2020, 50 percent of the Spanish population should live in a city with a train station with high-speed connections, 90 percent of the population should live in a catchment area of ​​50 kilometers. The long-term goal of the network expansion is that every provincial capital of Madrid can be reached in four hours by train.

The National Transport Plan (status: 2009) plans to invest 48 percent of a total of 250 billion euros in railways by 2020 and only 27 percent in road infrastructure. In 2009 alone, of the ten billion euros in rail transport investments, a total of six billion will flow into the construction of new high-speed lines.

In view of the misery of the Spanish economy and since the economic crisis of 2009/2010 and the euro crisis , these plans appear questionable.

Spain was considering building a high-speed train test facility , known as Centro de Ensayos de Alta Technología Ferroviaria , near Antequera . The test ring, which is 57.7 kilometers long and cost 359 million euros, should allow trains to travel at speeds of up to 520 km / h. No offers were received in response to a tender for an operator in 2013. The project was no longer pursued after 2016 after the EU withdrew financial support.

history

At the Expo 1992 , the Madrid – Seville high-speed line, the first Spanish high-speed line, went into operation on April 19, 1992. She was the first Spanish railway thoroughfare that in European standard gauge , instead of the usual in Spain Iberian broad gauge was built.

From 1997 to 2006, several broad-gauge sections of the Madrid – Valencia connection were expanded for speeds of 200 to 220 km / h. The track body of some route straightening was later integrated into the standard - gauge high - speed line Madrid – Levante and the broad-gauge line was relocated back to the old previously abandoned route.

The head of government José María Aznar promised in 2000 that he would connect all 47 provincial capitals to the AVE network. His successor José Luis Rodríguez Zapatero demanded that no Spaniard should live more than half an hour from a high-speed train station.

In 2002 the new Madrid – Barcelona line went into operation , initially only to Saragossa and from 2008 to the Catalan capital. The 625 kilometers between the two largest cities in Spain are covered in just two hours and forty-three minutes. The trains will initially run at a top speed of 300 km / h, but will be able to reach 350 km / h in the future.

From 2004, the expansion of the so-called Mediterranean Corridor , the broad-gauge railway line along the Mediterranean coast, began. This first non-Madrid route focused on reducing travel time on the Barcelona - Valencia - Alicante section . In addition to straightening sections of the route and expanding them for a top speed of 220 km / h, a wide-gauge version of the TGV train, the RENFE series 101 , was procured to operate the route . It was later decided to equip the line to Algeciras with standard gauge tracks , which can be used by both high-speed trains and freight trains. The costs for this project to be completed by 2023 were estimated at 21.2 billion euros in 2017.

In December 2007, the third branch from Madrid was the new Madrid – Valladolid line and, in the south, the high-speed line Córdoba – Málaga .

At the end of December 2010, the Madrid – Levante high-speed line , which is to connect the state capital with several cities on the Mediterranean coast, was opened in a first phase of construction. The initially 438-kilometer route connects the Spanish capital with Valencia and Albacete . The travel time on the 391 km between Madrid and the third largest city in the country, Valencia, is reduced from just under four hours to 95 minutes. The trains run at a top speed of 300 km / h, but can reach speeds of up to 350 km / h in the future.

In January 2013, the last section of the high-speed line Madrid – Barcelona – French border finally went into operation between Barcelona and Figueres.

In June 2013, a 171-kilometer connection between Albacete and Alicante on the Madrid – Levante high-speed line was opened. It cost around 2 billion euros.

In the north of Spain, high-speed lines are under construction between Valladolid and Bilbao , Santander and Donostia-San Sebastián . They form the Basque Y and are largely self-financed by the Autonomous Community of the Basque Country .

In the spring of 2013, the Ministry of Public Buildings announced that it would invest only 29 billion euros in the high-speed network by 2018 instead of the previously planned at least 49 billion euros. Among other things, instead of costly new underground feeds, connections are now to be made via the existing network in many places. However, the protests of the population in Murcia meant that the city should still get an underground station.

The new Olmedo – Zamora and Valladolid – Palencia – León lines , opened in 2015 , only went into operation on a single track. Since only ASFA is used as train protection, the speed is limited to 200 km / h. Other cities are to be connected to the standard-gauge high-speed network with a third rail in the existing broad-gauge tracks . The coastal city of Castellón is to be served in this way from Valencia. The test drives on the new superstructure began in March 2017.

The next routes to be opened on the standard-gauge high-speed network are:

• Antequera – Granada
• City tunnel Madrid Chamartin – Madrid Atocha
• Valencia – Castellón (third rail in the existing track)

The testing of the ERTMS system has not yet been completed for any of the above routes.

Route overview

Swell:

status	route	Top speed	length	Installation	Gauge	Power system	Train control	Use by
In operation	Madrid – Seville	300 km / h	471.8 km	1992	1435 mm	25 kV, 50 Hz	LZB , ASFA 200	100
Expansion in operation	La Encina-Xátiva	220 km / h	48 km	1997	1668 mm later 1435 mm	3 kV =	EBICAB , ASFA
In operation	Saragossa – Tardienta	200 km / h	57 km	2003	1435 mm	25 kV, 50 Hz	ASFA	102
In operation	Madrid – Saragossa – Barcelona	300 km / h	621 km	2003 Madrid – Lleida 2006 Lleida – Camp de Tarragona 2008 Camp de Tarragona – Barcelona	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2 , ASFA 200 AVE	103, 102, 120 and a.
Expansion in operation	Valencia – Calafat	220 km / h	219 km	2004	1668 mm	3 kV =	EBICAB , ASFA
In operation	Madrid – Toledo	270 km / h	75 km of which 54 km on the high-speed line Madrid – Seville	2005	1435 mm	25 kV, 50 Hz	LZB , ASFA	104
Expansion in operation	Alcázar de San Juan – Albacete	200 km / h	131 km	2006	1668 mm	3 kV =	ASFA	130 , Talgo
Expansion in operation	Albacete – La Encina	200 km / h until 2011 300 km / h from 2013	90 km	2006 with 1668 mm 2013 with 1435 mm	1668 mm 1435 mm	3 kV = 25 kV, 50 Hz	ASFA , ETCS Level 2	112, 130
In operation	Cordoba – Málaga	300 km / h	155 km	2007	1435 mm	25 kV, 50 Hz	ETCS Level 1 , LZB , ASFA	103 u. a.
In operation	Madrid – Segovia – Valladolid	300 km / h	179.6 km	2007	1435 mm	25 kV, 50 Hz	ETCS Level 1, ASFA	102, 130 and a.
In operation	Figueres – Perpignan (F)	300 km / h	44.4 km of which 24.6 km on French soil	2010	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2 , ASFA	TGV Duplex (SNCF), 100 (Renfe)
In operation	Torrejón de Velasco - Motilla del Palancar	300 km / h	223.6 km	2010	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2 , ASFA	112 , 130
In operation	Motilla del Palancar – Valencia	300 km / h	139 km	2010	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2, ASFA	112, 130
In operation	Motilla del Palancar – Albacete	300 km / h	62.8 km	2010	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2 , ASFA	112, 130
In operation	Ourense-Santiago de Compostela	300 km / h	87.5 km	2011	1668 mm later 1435	25 kV, 50 Hz	ETCS Level 1 + 2 , ASFA	121 , 730
Expansion in operation	Santiago de Compostela – A Coruña	200 km / h	65.1 km	2011	1668 mm later 1435	25 kV, 50 Hz	ASFA	121, 730
In operation	Barcelona-Figueres	300 km / h	132 km	2013	1435 mm	25 kV 50 Hz	ETCS Level 1 + 2 , ASFA	103
In operation	La Encina – Alicante	300 km / h	119 km	2013	1435 mm	25 kV, 50 Hz	ETCS Level 1 + 2, ASFA	100, 112
In operation	Santiago de Compostela – Vigo	200 km / h	93.9 km	2014	1668 mm	25 kV, 50 Hz	ASFA
In operation	Valladolid – Palencia – León Single track	200 km / h	163 km	2015	1435 mm	25 kV, 50 Hz	ASFA
In operation	Seville – Cadiz	200 km / h Utrera – Cádiz only	153 km	2015	1668 mm	3 kV =	ASFA	120, 130
In operation	Olmedo-Zamora Single track	200 km / h	107 km	2015	1435 mm	25 kV, 50 Hz	ASFA
In operation	Antequera – Granada	300 km / h	122 km	June 2019	1435 mm	25 kV, 50 Hz	ASFA , ETCS Level 2
Under construction	Monforte del Cid – Murcia	220 km / h	150 km	Test drives from April 2018	1435 mm	25 kV, 50 Hz
Under construction	Zamora-Pedralba	350 km / h	112 km	Substructure completed. 2018	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Pedralba – Ourense	350 km / h	128 km	2019	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Venta de Baños – Burgos Single track	350 km / h	89 km	Substructure completed in 2018	1435 mm	25 kV 50 Hz	ASFA , ETCS Level 2
Under construction	Variant of pajares	250 km / h	49.7 km	2020	1435 mm 1668 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Xátiva - Silla	300 km / h	59 km	2020 Track systems completed, electrification in progress	1435 mm	25 kV, 50 Hz
Under construction	Seville – Antequera	250 km / h	123 km	Work stopped
Under construction	Vitoria – Bilbao	230 km / h	90.8 km	2023	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Bergara – San Sebastian	230 km / h	89.7 km	2023	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Burgos – Vitoria	350 km / h	91 km	2023	1435 mm	25 kV, 50 Hz	ASFA , ETCS Level 2
Under construction	Toledo-Oropesa	300 km / h		2020	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Oropesa – Plasencia	300 km / h	68.6 km	2020 substructure completed.	1435 mm	25 kV, 50 Hz	ETCS level 2
Under construction	Plasencia – Badajoz– (Portugal) Single track	300 km / h	164.6 km	2023	1668 mm	25 kV, 50 Hz	ETCS level 2
Planned	Murcia – Almería	300 km / h	184.3 km	Tender for construction work 2018 2024		25 kV, 50 Hz	ETCS level 2
Planned	Murcia – Cartagena	350 km / h	62 km	Start of construction 2019	1435 mm	25 kV, 50 Hz
Planned	Valencia – Castellón de la Plana Additional double track	350 km / h	62 km	Start of construction 2019	1435 mm	25 kV 50 Hz
Planned	Vandellós – Castellón de la Plana	300 km / h	150 km	2020	1435 mm	25 kV, 50 Hz	ASFA , ETCS Level 2
Planned	Bobadilla – Ronda	300 km / h	70 km	2023	1435 mm	25 kV, 50 Hz
Expansion planned	Ronda – Algeciras				1435 mm 1668 mm three-rail track
Planned	Zaragoza - Castejón - Logroño - Miranda		220 km
Planned	Saragossa – Teruel	220 km / h

Czech Republic

Two cross-border high-speed projects between the Czech Republic and Germany are under political discussion.

status	route	Top speed	length	Installation	Power system	Train control	Use by
Studies	Dresden – Prague	300 km / h			15 kV, 16.7 Hz 25 kV, 50 Hz	ETCS level 2
Studies	Regensburg – Pilsen or Weiden – Pilsen	200 km / h			15 kV, 16.7 Hz 25 kV, 50 Hz	ETCS level 2

Ukraine

In Ukraine there were plans to upgrade three routes to 200 km / h by 2012. The planned top speed was later reduced to 160 km / h. The routes are Kiev - Kharkiv - Donetsk , Kiev - Lviv and Kiev - Odessa . A later expansion of these routes is being considered.

Hungary

The Budapest – Belgrade line will be the first high-speed line in Hungary to connect Budapest with Belgrade from 2024/25. The total run is 350 km, of which 184 in Serbia and 166 in Hungary. The project was approved by the Prime Ministers of China, Hungary and Serbia on November 26, 2013 at the China-Central-East-Europe Summit in Bucharest. As expected, the other contracts were signed on December 17, 2014 at the Third China-Central-East-Europe Summit in Belgrade between the Prime Ministers of China, Serbia and Hungary, Li Keqiang , Aleksandar Vučić and Viktor Orbán . Viktor Orbán said that this is currently the largest project in cooperation between the EU and China.

On November 25, 2015 in Suzhou at the fourth China-Central-East-Europe summit, the execution of the route was decided by the prime ministers of China, Hungary and Serbia. With a planned two-year realization, construction was scheduled to start at the end of 2015. The China Railway Group (CRG) was awarded the contract for the tender to build the 160 km long Hungarian section for 1.6 billion dollars. This is the first high-speed line that China will build in Europe. The line's top speed should be 200 km / h and reduce the current travel time of around nine hours between the two capitals to 1:45 h. The construction time is estimated at 30 months, construction could start as early as the end of 2016.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
New building planned (international)	Budapest – Belgrade high-speed line	200 km / h	166 km	2017	25 kV, 50 Hz

United Kingdom

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	High Speed ​​1 (Section 1), Eurotunnel – Fawkham Junction	300 km / h	69 km	2003 (new building)	25 kV, 50 Hz	TVM430	Eurostar e300 , Eurostar e320 , Class 395
In operation	High Speed ​​2 (Section 2), Fawkham Junction – London	230 km / h	39 km	2007 (new building)	25 kV, 50 Hz	TVM430	Eurostar e300 , Eurostar e320 , Class 395
In operation	West Coast Main Line , London – Preston – Edinburgh	200 km / h	642 km	1837 (construction) 2004–2006 (200 km / h)	25 kV, 50 Hz	AWS	Class 390 , Class 220/221 Class 397
In operation	East Coast Main Line , London – Newcastle – Edinburgh	200 km / h	633 km	1846 (construction) 1978 (200 km / h)	25 kV, 50 Hz	AWS	InterCity 225 , Class 180 , Class 800 / 801/ 802
In operation	Great Western Main Line , South Wales Main Line , London – Bristol	200 km / h 230 km / h (presumably 2020)	179 km	1839 (construction) 1976 (200 km / h) 2020 (230 km / h)	25 kV, 50 Hz	GW ATP , ETCS Level 2	Class 220/221 , Class 800 / 802
In operation	Cross-Country Route , Birmingham - Derby	200 km / h	57 km	1842 (construction) ≈1995 (200 km / h)	diesel		Class 220/221 , InterCity 125
In operation	Midland Main Line , London - Nottingham	200 km / h	174 km	1868 (construction) 2013 (200 km / h)	diesel 25 kV, 50 Hz (London - Kettering)		Class 222 , InterCity 125 Class 180 (2020)
Planned	London - Birmingham ( High Speed ​​2 )	360-400 km / h	191 km	2026 (planned)	25 kV, 50 Hz
Planned	Birmingham - Leeds ( High Speed ​​2 )	400 km / h		2033 (planned)
Planned	Birmingham - Manchester ( High Speed ​​2 )	400 km / h		2033 (planned)
Studies	Manchester - Glasgow ( High Speed ​​2 )

In January 2009 the UK government set up a working group called HS2 Ltd. investigated the possibilities for another British high-speed line from London to Scotland. In the summer of 2009 the planning company was commissioned to work out a specific draft. This feasibility study was presented at the end of 2009 and it already contains precise information on the possible route. The route is said to be driven at a top speed of 250 miles per hour. Travel times from London to Birmingham, Manchester, Edinburgh and Glasgow would each be cut in half. Construction on the first section to Birmingham could start in 2017, and completion would be in 2025. However, there is already resistance to the construction project among the residents of the planned route.

The Greengauge 21 interest group is also committed to creating a larger high-speed network in the UK. In January 2011 the British government decided to build the HS2.

Africa

Algeria

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Under construction	Tlemcen - Akkid Abbas , new building	220 km / h	66 km	2015	Electric

Morocco

Morocco is planning to build a 1,500-kilometer high-speed network consisting of the “Atlantique” axis from Tangier to Agadir and the “Maghrébin” axis from Rabat to Oujda . The first project to be built is the 200-kilometer high-speed line LGV Tanger – Kenitra . In addition, the old 170-kilometer route from Kenitra to Casablanca is being modernized. The travel time from Tangier to Casablanca is to be reduced from 4 hours and 45 minutes to 2 hours and 10 minutes. Construction work began in 2011 and operations began in November 2018. 14 Alstom TGV Duplexes serve as rolling stock . The high-speed traffic is marketed under the Al Boraq brand.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Tangier – Kenitra , new building	320 km / h	186 km	15th November 2018	25 kV 50 Hz	ETCS level 1	TGV duplex
Under construction	Kenitra - Casablanca , expansion	220 km / h	200 km	2019 (planned)	3 kV =		TGV duplex
Planned	Settat - Marrakech	320 km / h	170 km	?			TGV
idea	Marrakech - Agadir		250 km				TGV
idea	Rabat - Oujda		330 km				TGV

South Africa

In 2007, the idea of ​​a high-speed line Johannesburg - Durban is mentioned for the first time. In 2010, China Railway Group worked out a feasibility study for two variants: a pure high-speed line for speeds of up to 300 km / h or a line for high-speed trains and freight trains for a maximum speed between 180 and 200 km / h. The construction costs were then estimated at 350 billion rand . The travel time between the two cities is to be reduced from the current 15 hours to three hours if the trains were to travel 350 km / h.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
idea	Johannesburg - Durban	300 to 350 km / h	≈550 km

Asia

China

Map of the Chinese railway network. High-speed routes are highlighted in color.

According to the Chinese railway network development plan from 2004, a network of high-speed lines for passenger transport is to be built by 2020. It should include four east-west and four north-south corridors that can be traveled at speeds between 250 and 350 km / h. By 2020 the network is to grow to 30,000 km. 80 percent of the major cities should then be accessible via these routes. By 2030, 45,000 km of high-speed lines should be in operation.

The 404 km long high-speed line Qinhuangdao – Shenyang , which was opened on October 12, 2003, was designed for 200 km / h and was the first high-speed line opened in the People's Republic of China.

With the 115-kilometer high-speed Beijing – Tianjin line , the first high-speed line was opened in August 2008 and is designed for 350 km / h.

This was followed by the Zhengzhou – Xi'an high-speed line with a total length of 460 km and the 960 km long Wuhan – Guangzhou section of the Beijing – Hong Kong high-speed line, which went into operation at the end of 2009 .

At the beginning of July 2010, a total of eleven high-speed lines (200 km / h or more) with a total length of 6920 km were in operation, 1995 km of which were designed for a top speed of 350 km / h.

Trains from international manufacturers Bombardier , Siemens , Alstom and Kawasaki were initially used on the high-speed lines . Later, in cooperation with the manufacturers mentioned above, self-developed trains of the type CRH 380A were used.

The planned network consists of the following corridors:

Corridors in north-south direction

• Jinghu PDL ( Beijing - Tianjin - Jinan - Nanjing - Shanghai , 1318 kilometers, opened in 2011)
• Jinggang PDL ( Beijing - Shijiazhuang - Zhengzhou - Wuhan - Changsha - Guangzhou - Shenzhen ) - Hong Kong , 2,360 kilometers, opening on September 23, 2018
• Jingha PDL ( Beijing - Shenyang - Changchun - Harbin , 1860 kilometers, Shenyang-Harbin in operation, opening of the rest in 2019)
• Southeast Coastal PDL ( Shanghai - Hangzhou - Ningbo - Taizhou (Zhejiang) - Wenzhou - Fuzhou - Xiamen - Shenzhen , 1,600 kilometers, opened in December 2013)

Corridors in west-east direction

• Xulan PDL ( Xuzhou - Zhengzhou - Xi'an - Lanzhou , 1,400 kilometers, opened in July 2017)
• Hukun PDL ( Shanghai - Hangzhou - Changsha - Kunming , 880 kilometers, opened in December 2016)
• Qingtai PDL ( Qingdao - Jinan - Shijiazhuang - Taiyuan , 770 kilometers, opened in December 2017)
• Huhanrong PDL ( Shanghai - Nanjing - Hefei - Wuhan - Chongqing - Chengdu , 2078 kilometers, opened in 2014)

In addition, China is also planning to build international high-speed lines. The construction work on a connection from Kunming to the Laotian capital Vientiane was supposed to start in April 2011, but has been postponed indefinitely. In November 2011 it was announced that construction is expected to start within the next five years. Since 2016, conventional technology has been used to build a railway line that can be traveled by passenger trains at 160 km / h and that is scheduled for completion in 2021.

A route from Nanning in southern China via Vientiane, Bangkok , Penang and Kuala Lumpur to Singapore is also planned . The Bangkok- Nakhon Ratchasima in Thailand and Singapore-Kuala Lumpur in Malaysia sections of this route are being planned; the remaining sections are not considered economical for the time being. As part of a west route to Bangkok, the Kunming – Dali line was built as a high-speed line, but the continuation to the border at Ruili is being built as a conventional line, the rest of the route not at all due to disputes about financing.

As a result of the train accident in Wenzhou on July 23, 2011, the People's Republic of China stopped approving new high-speed line projects for some time in mid-August 2011.

In addition to this high-speed network, freight traffic and passenger traffic will be separated to increase speed on busy routes. Separate tracks will be laid for passenger traffic. The length of this passenger transport network was 9,676 kilometers in June 2011.

804 new stations should have opened by 2012. By 2012 the high-speed network should be expanded to more than 13,000 km.

At the end of December 2016, the full length of the 2252-kilometer high-speed line Shanghai - Kunming was opened. This meant that more than 20,000 kilometers of high-speed lines were in operation for at least 250 km / h.

To finance its high-speed network and other projects, the Chinese railways took on around 280 billion euros in debt. The Pyongyang – Sinŭiju railway line is being built together with the Korean State Railways .

Route overview

status	route	corridor	Top speed	length	Installation	Power system	Train control	Use by
In operation	Transrapid Shanghai		431 km / h	30 km	2003	Magnetic levitation train		Transrapid
In operation	Jinghu PDL ( Beijing - Shanghai )	Jinghu PDL	300 km / h (380 km / h)	1318 km	June 30, 2011	25 kV, 50 Hz		CRH 380A CRH 380B (possibly Bombardier Zefiro 380)
In operation	Jingjin Intercity Line ( Beijing - Tianjin )		350 km / h	115 km	August 1, 2008	25 kV, 50 Hz	ETCS	CRH-3
In operation	Jiaoji PDL ( Qingdao - Jinan )	Qingtai PDL	250 km / h	364 km	December 20, 2008	25 kV, 50 Hz		CRH-2
In operation	Beijing – Zhangjiakou (PDL) high-speed line ( Beijing - Zhangjiakou )		350 km / h	174 km	December 30, 2019	25 kV, 50 Hz
In operation	Xiahuayuan – Taizicheng high-speed line (PDL) ( Xiahuayuan - Taizicheng )		250 km / h	56 km	December 30, 2019	25 kV, 50 Hz
In operation	Shiji PDL ( Shijiazhuang - Jinan )	Qingtai PDL	250 km / h	319 km	2008	25 kV, 50 Hz
In operation	Shitai PDL ( Shijiazhuang - Taiyuan )	Qingtai PDL	250 km / h	190 km	April 1, 2009	25 kV, 50 Hz		CRH-5
In operation	Hening ( Hefei - Nanjing )	Huhanrong PDL	250 km / h	166 km	April 18, 2008	25 kV, 50 Hz		CRH-1 CRH-2
In operation	Hewu ( Hefei - Wuhan )	Huhanrong PDL	250 km / h	351 km	April 1, 2009	25 kV, 50 Hz		CRH-1 CRH-2
In operation	Hanyi ( Wuhan - Yichang )	Huhanrong PDL	200 km / h	293 km	July 1, 2012	25 kV, 50 Hz
In operation	Yuli ( Lichuan - Chongqing )	Huhanrong PDL	200 km / h	264 km	December 28, 2013	25 kV, 50 Hz
In operation	Hangyong PDL ( Hangzhou - Ningbo )	Southeast coastal	350 km / h	152 km	July, 1st 2013	25 kV, 50 Hz
In operation	Yongtaiwen ( Ningbo - Wenzhou )	Southeast coastal	250 km / h	268 km	September 28, 2009	25 kV, 50 Hz		CRH-1 CRH-2
In operation	Wenfu ( Wenzhou - Fuzhou )	Southeast coastal	250 km / h	298 km	September 28, 2009	25 kV, 50 Hz		CRH-1 CRH-2
In operation	Fuxia ( Fuzhou - Xiamen )	Southeast coastal	250 km / h	260 km	December 31, 2009	25 kV, 50 Hz		CRH-1 CRH-2
In operation	Xiashen ( Xiamen - Shenzhen )	Southeast coastal	250 km / h	502 km	December 28, 2013	25 kV, 50 Hz
In operation	Zhengxu PDL ( Zhengzhou - Xuzhou )	Xulan PDL	350 km / h
In operation	Zhengxi PDL ( Zhengzhou - Xi'an )	Xulan PDL	350 km / h	457 km + 28 km connection	February 6, 2010	25 kV, 50 Hz	ETCS	CRH-2
In operation	Xibao PDL ( Xi'an - Baoji )	Xulan PDL	350 km / h	148 km	December 28, 2013
In operation	Baolan PDL ( Baoji - Lanzhou )	Xulan PDL	250 km / h	401 km	July 9, 2017
In operation	Jingshi PDL ( Beijing - Shijiazhuang )	Jinggang PDL	350 km / h	281 km	December 26, 2012	25 kV, 50 Hz		CRH-5
In operation	Shiwu PDL ( Shijiazhuang - Zhengzhou )	Jinggang PDL	350 km / h	304 km	December 26, 2012	25 kV, 50 Hz
In operation	Shiwu PDL ( Zhengzhou - Wuhan )	Jinggang PDL	350 km / h	536 km	September 28, 2012	25 kV, 50 Hz
In operation	Wuguang PDL ( Wuhan - Guangzhou )	Jinggang PDL	350 km / h	1069 km	December 26, 2009	25 kV, 50 Hz	ETCS	CRH-2 CRH-3
In operation	Guangshengang PDL ( Guangzhou - Shenzhen )	Jinggang PDL	350 km / h	102 km	December 26, 2011	25 kV, 50 Hz
In operation	Guangshengang PDL ( Shenzhen - Hong Kong )	Jinggang PDL	350 km / h	40 km	2012	25 kV, 50 Hz
In operation	Huhang PDL ( Shanghai - Hangzhou )	Hukun PDL	350 km / h	169 km	October 26, 2010	25 kV, 50 Hz	ETCS	CRH 380A
In operation	Hangchang PDL ( Hangzhou - Changsha )	Hukun PDL	350 km / h	926 km	16th September 2014	25 kV, 50 Hz
In operation	Changkun PDL ( Changsha - Kunming )	Hukun PDL	350 km / h	1175 km	2012	25 kV, 50 Hz
In operation	Qinshen PDL ( Qinhuangdao - Shenyang )		250 km / h	404 km	October 12, 2003	25 kV, 50 Hz		CRH-2 CRH-5
In operation	Shendan PDL ( Shenyang - Dandong )		250 km / h	224 km	2014	25 kV, 50 Hz
In operation	Jinqin PDL ( Tianjin - Qinhuangdao )		350 km / h	261 km	December 1st, 2013	25 kV, 50 Hz
In operation	Huning Intercity Line ( Shanghai - Nanjing )		350 km / h	301 km	July 1, 2010	25 kV, 50 Hz	ETCS	CRH-2 CRH-3
In operation	Changjiu Intercity Line ( Nanchang - Jiujiang )		250 km / h	135 km	20th September 2010	25 kV, 50 Hz	ETCS	CRH-1 CRH-2
In operation	Hebeng PDL ( Hefei - Bengbu )		350 km / h	131 km	2012	25 kV, 50 Hz
In operation	Hefu PDL ( Hefei - Fuzhou )		350 km / h	806 km	2014	25 kV, 50 Hz
In operation	Guiguang PDL ( Tianjin - Qinhuangdao )		300 km / h	857 km	2014	25 kV, 50 Hz
In operation	Lanxin PDL ( Lanzhou - Ürümqi )		250 km / h	1776 km	2014	25 kV, 50 Hz
In operation	Chengyu PDL ( Chengdu - Chongqing )		350 km / h	305 km	2014	25 kV, 50 Hz	ETCS
In operation	Qingyanrong Intercity Line ( Qingdao - Rongcheng )		250 km / h	299 km	2013	25 kV, 50 Hz	ETCS
In operation	Chengguan High speed rail ( Chengdu - Dujiangyan )		220 km / h	65 km	May 12, 2010	25 kV, 50 Hz	ETCS	CRH-1
In operation	Guangzhou – Zhuhai Intercity Mass Rapid Transit ( Guangzhou - Zhuhai )		200 km / h	117 km	January 7, 2011	25 kV, 50 Hz	ETCS
In operation	Hainan East Ring Intercity Line ( Haikou - Sanya )		250 km / h	308 km	December 30, 2010	25 kV, 50 Hz	ETCS
In operation	Nanning-Qinzhou High-Speed ​​Line ( Nanning - Qinzhou )		250; km / h	99 km	December 28, 2013
In operation	Qinzhou-Beihai high-speed line ( Qinzhou - Beihai )		250 km / h	63 km	December 28, 2013
In operation	Qinzhou-Fangchenggang High-Speed ​​Railway ( Qinzhou - Fangchenggang )		250 km / h	100 km	December 28, 2013
In operation	Changji Intercity Line ( Changchun - Jilin )		250 km / h	111 km	January 10, 2011	25 kV, 50 Hz	ETCS
In operation	Ningan Intercity Line ( Nanjing - Anqing )		250 km / h	257 km	2012	25 kV, 50 Hz	ETCS
In operation	Ninghang Intercity Line ( Nanjing - Hangzhou )		350 km / h	251 km	2013	25 kV, 50 Hz	ETCS
In operation	Kunming - Dali	Kunming – Singapore Railway	200 km / h	328 km	1st July 2018
In operation	Taiyuan - Xi'an	Daxi PDL	350 km / h	570 km	July 1, 2014	25 kV, 50 Hz	ETCS
Under construction	Datong - Taiyuan	Daxi PDL	350 km / h	289 km	2020	25 kV, 50 Hz	ETCS
In operation	Chengdu - Jiangyou / Mianyang	Xicheng PDL	250 km / h	314 km	20th December 2014	25 kV, 50 Hz
In operation	Xi'an - Jiangyou	Xicheng PDL	250 km / h	510 km	December 6, 2017	25 kV, 50 Hz
In operation	Chengmianle PDL ( Chengdu - Leshan - Emeishan )	Chenggui PDL	250 km / h	312 km	22nd December 2014	25 kV, 50 Hz
Under construction	Leshan - Guiyang	Chenggui PDL	250 km / h			25 kV, 50 Hz
Under construction	Chengdu - Kunming		200 km / h	> 900 km	2022	25 kV, 50 Hz
In operation	Jiangmen - Maoming	Shenzhan PDL	250 km / h	271 km	1st July 2018	25 kV, 50 Hz
Planned	Shenzhen - Jiangmen	Shenzhan PDL		116 km / h		25 kV, 50 Hz
Under construction	Zhengzhou - Wanzhou	Zhengwan PDL	300 km / h	818 km	2021	25 kV, 50 Hz
Under construction	Beijing-Shenyang	Jingha PDL	350 km / h	684 km	2020 (part 2018)	25 kV, 50 Hz
Planned	Huinong - Yinchuan	Ningxia PDL	250 km / h	100.6 km		25 kV, 50 Hz
Planned	Baotou - Huinong	Ningxia PDL				25 kV, 50 Hz
Planned	Shanghai - Suzhou - Huzhou		350 km / h	163.5 km		25 kV, 50 Hz

India

Seven high-speed projects are being planned in India (as of 2016).

A letter of intent to build India's first high-speed line was signed on December 12, 2015. The 505 km long standard gauge line designed for 350 km / h is to connect Bombay and Ahmedabad . The 13.5 billion euro project is scheduled to go into operation between 2023 and 2024. 80% of the project is financed by a loan granted by the Japanese government with an annual interest rate of 0.1%. In return, India undertook to buy 30% of its rolling stock in Japan.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Under construction	Mumbai – Ahmedabad	350 km / h	508 km	2023	25kV, 50Hz
idea	New Delhi – Mumbai – Chennai		≈2700 km
idea	New Delhi – Kolkata		≈1400 km
idea	New Delhi-Chandigarh		≈250 km
idea	Mumbai – Nagpur		≈800 km
idea	New Delhi – Nagpur		≈1000 km

Indonesia

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Under construction	Jakarta - Bandung	250 km / h	144 km	2019

Iran

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Tehran - Mashhad	200 km / h	926 km	2014	25 kV		locomotive-hauled wagon trains
Planned	Tehran - Isfahan	250 km / h	415 km	2021

Japan

Route network

→ Main article : “Routes” in the Shinkansen article

The concept for the Shinkansen routes arose from the settlement structure of Japan, in which there is high demand for transport between several large cities that are far apart. Another characteristic feature is the complete separation of the newly constructed network from the conventional lines, which are in Cape gauge. The terrain structure of Japan, in connection with the large curve radii and low gradients of the high-speed traffic, required numerous engineering structures. 30 percent of the Shinkansen network (as of 1994) are in tunnels.

Japan was the first country in the world to put high speed lines into operation. The first Shinkansen route between Tokyo and Osaka opened in 1964. The high-speed network comprises - as of 2011 - a total length of 2388 km. 422 km are under construction at this point and 353 km are in the planning. In addition, a maglev application route as part of the Chūō Shinkansen with a length of 438 km is being planned. The total economic benefit of the Shinkansen system was estimated in 1994 at 3.7 billion euros per year.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Tōkaidō-Shinkansen , Tokyo - Shin-Ōsaka	285 km / h	515.4 km	1964	25 kV, 60 Hz	ATC − NS	Shinkansen
In operation	San'yō-Shinkansen , Shin-Ōsaka - Hakata	300 km / h	553.7 km	1972: Shin-Osaka - Okayama, 1975: Okayama - Hakata	25 kV, 60 Hz	ATC − 1	Shinkansen
In operation	Tōhoku Shinkansen , Tokyo - Shin-Aomori	320 km / h	674.9 km	1982: Ōmiya - Morioka, 1985: Ōmiya - Ueno, 1991: Ueno - Tokyo, 2002: Morioka - Hachinohe, 2010: Hachinohe - Shin-Aomori	25 kV, 50 Hz	DS-ATC	Shinkansen
In operation	Jōetsu-Shinkansen , Ōmiya - Niigata	240 km / h (1990–2000: 275 km / h)	269.5 km	1982	25 kV, 50 Hz	DS-ATC	Shinkansen
In operation	Nagano Shinkansen , Takasaki - Nagano	260 km / h	117.4 km	1997	25 kV, 50 Hz (Takasaki – Karuizawa), 25 kV, 60 Hz (Karuizawa – Nagano)	ATC-2	Shinkansen
In operation	Kyūshū-Shinkansen , Hakata - Kagoshima-Chūō	260 km / h	256.8 km	2004: Shin-Yatsushiro - Kagoshima-Chūō, 2011: Hakata - Shin-Yatsushiro	25 kV, 60 Hz	KS-ATC	Shinkansen
In operation	Hokuriku Shinkansen , Nagano - Kanazawa	260 km / h	228 km	2014	25 kV, 60 Hz	DS-ATC	Shinkansen
In operation	Hokkaidō-Shinkansen , Shin-Aomori - Shin-Hakodate	260 km / h	148.9 km	2016	25 kV, 50 Hz		Shinkansen
Under construction	Kyushu Shinkansen , Takeo Onsen - Isahaya	200 km / h	44.8 km	2018 (planned)	20 kV, 60 Hz		Shinkansen
in planning	Hokkaidō Shinkansen , Shin-Hakodate - Sapporo	360 km / h	211.3 km	2035 (planned)	25 kV, 50 Hz		Shinkansen
in planning	Hokuriku Shinkansen , Kanazawa - Tsuruga	260 km / h	120.7 km	2026 (planned)	25 kV, 60 Hz		Shinkansen
in planning	Kyushu Shinkansen , Isahaya - Nagasaki	200 km / h	21 km	2018 (planned)	20 kV, 60 Hz		Shinkansen
Under construction	Chūō Shinkansen , Tokyo - Nagoya	505 km / h	286 km	2027 (planned)			Magnetic levitation train
Planned	Chūō Shinkansen , Nagoya - Osaka	505 km / h	152 km	2037 (planned)			Magnetic levitation train

Qatar

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
New building planned	Doha - Bahrain	350 km / h	180 km	2022
New building planned	Route to Saudi Arabia	200 km / h	100 km	2022

Laos

In Laos , as part of the project for a high-speed line from Kunming to Singapore, the section from Boten on the Chinese border to Vientiane , the capital of Laos on the border with Thailand, was to be built. After the start of construction has been postponed again and again, a conventional standard-gauge railway line for a maximum speed of 160 km / h has been under construction since 2016 and is due to be completed in 2021.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Idea (international)	Kunming – Singapore Railway ( Vientiane – border with China at Mohanzhen)	200 km / h	481 km

Malaysia

In Malaysia there are sections of the international high-speed line Kunming – Singapore . While the planning of the Kuala Lumpur – Singapore high-speed line is well advanced, Prime Minister Mahathir bin Mohamad put the rest of the section up to the border with Thailand on hold in May 2018. The first negotiations between the two countries have taken place, but since the route runs through undeveloped rural areas, its economic benefits are questionable.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Idea (international)	Kunming – Singapore Railway ( Kuala Lumpur - border with Thailand)	200 km / h	≈450 km
Planned (International)	Kunming – Singapore Railway ( Kuala Lumpur –Singapur)	300 km / h	≈330 km	2026

North Korea

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Under construction	Pyongyang-Sinŭiju ( Pyongyang - Sinŭiju )	200 km / h	387.1 km
Planned	Pyongyang– Wonsan		≈146 km
Planned	Wŏnsan– Rasŏn - Vladivostok		≈580 km

Saudi Arabia

Rail network and construction projects in Saudi Arabia

Between Mecca and Medina (via Jeddah / Jeddah and the local airport), a 450-kilometer high-speed line that can be driven at at least 300 km / h is to be built. A first construction contract was awarded in spring 2009 for the equivalent of 1.43 billion euros. See also the Medina – Mecca railway line .

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Mecca - Medina	300 km / h	440 km	2017	25 kV 50 Hz	ETCS level 2	Talgo 350
In operation	Riyadh - Dammam	200 km / h partly in 2013: 4 h 15 min The goal is 3 h	382 km	2012	diesel	ETCS	CAF type Mc locomotive and wagons
In operation	North-South Al-Qurayyat – Riyadh line	250 km / h Trassierungsgeschwindigkeit 200 km / h trains	995 km passenger route	2015 (rail with goods) 2017 (passengers)	diesel	ETCS level 2	CAF locomotive and wagons
Planned	Jeddah - Riyadh	220 km / h	945 km		diesel

South Korea

High speed network in South Korea

In South Korea , the first high-speed line for 300 km / h went into operation in 2004 with the Korea Train Express . Further routes are under construction.

In early 1999, the construction of a 61.5 km long high-speed line between the state capital and Incheon Airport was planned. The line should be built from the year 2000 and was estimated at 3.9 billion US dollars. A Transrapid magnetic train was also considered.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	High- speed line Gyeongbu (1st) Seoul (Siheung junction) - Daegu (Sindong junction)	305 km / h	223.6 km	2004	25 kV 60 Hz	TVM / SEI	KTX , KTX-II, SRT
In operation	High-speed line Gyeongbu (2.) Daegu (Ostbf) - Busan (Hbf)	305 km / h	122.8 km	2010	25 kV 60 Hz	TVM / SEI	KTX, KTX-II, SRT
In operation	Expansion of the Jeolla Iksan - Yeosu line (Expo Bf)	230 km / h	180.4 km	2011	25 kV 60 Hz	ETCS	KTX, KTX-II
In operation	High- speed line Honam (1.) Osong - Gwangju (Songjeong Bf)	305 km / h	182.3 km	2015	25 kV 60 Hz	TVM / SEI	KTX, KTX-II, SRT
In operation	Gyeongbu High Speed ​​Line (3rd) Daejeon downtown, Daegu downtown	300 km / h	45.3 km	2015	25 kV 60 Hz	TVM / SEI	KTX, KTX-II, SRT
In operation	Suseo – Pyeongtaek high-speed line: Seoul (Suseo Bf) - Pyeongtaek (junction)	300 km / h	61.1 km	2016	25 kV 60 Hz	TVM / SEI	SRT
Under construction	New Gyeonggang line: Wonju (Westbf) - Gangneung (Hbf)	250 km / h	120.3 km	2017 (planned)	25 kV 60 Hz	ETCS, TVM / SEI	KTX-II, EMU-250
Planned	High- speed line Honam (2nd): Gwangju (Songjeong Bf) - Mokpo (Hbf)	305 km / h	? km	2020 (planned)	25 kV 60 Hz	TVM / SEI	KTX, KTX-II, SRT

Taiwan

High speed line in Taiwan

→ Main article : Taiwan High Speed ​​Rail

In 1999 the construction of the Taiwan High Speed ​​Rail began. The 345 km long, standard-gauge north-south new line went into operation on January 5, 2007. It serves only the fast passenger and completely from kapspurigen separated Altnetz. 300 km of the route are exclusively tunnels and bridges in order to avoid other traffic arteries and to meet the ecological requirements.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Taiwan High Speed ​​Rail , Taipei - Zuoying	300 km / h	345 km	2007			Shinkansen Series 700T

Thailand

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Under construction	Bangkok - Nakhon Ratchasima	250 km / h	226 km	2023
Planned	Nakhon Ratchasima - Nong Khai (border with Laos )	≥200 km / h	355 km
Planned	Bangkok - Rayong	250 km / h	260 km
Planned	Bangkok - Phitsanulok	≥200 km / h	380 km
Planned	Bangkok - Hua Hin	≥200 km / h	211 km
Planned	Phitsanulok - Chiang Mai	200 km / h	292 km	Start of construction 2020
Planned	Hua Hin - Surat Thani	≥200 km / h	424 km
Planned	Surat Thani - Padang Besar (border with Malaysia )	≥200 km / h	335 km

In March 2011 Thailand signed a Memorandum of Understanding with the Chinese government on the construction of a 620 km high-speed line between Bangkok and Nong Khai (see also Kunming – Singapore high-speed line ). Construction of the route, which is estimated at around five billion US dollars, began in December 2017, and completion is scheduled for 2023.

Turkey

Turkish high-speed network (routes in planning and construction)

The Ankara – İstanbul high-speed line - in its final stage (533 km) - is designed for a maximum speed of 250 km / h. The Esenkent– Eskişehir section (206 km) went into operation on March 13, 2009. On August 24, 2011, after the completion of the 212 km Polatlı – Konya line, high-speed traffic between Ankara and Konya began. This will be followed by routes from Ankara to Bursa, Izmir and Sivas.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Esenkent – ​​Eskişehir	250 km / h	203 km	2009	25 kV 50 Hz	ETCS level 1	HT65000
In operation	Sincan – Esenkent	250 km / h	15 km	2014	25 kV 50 Hz	ETCS level 1	HT65000
In operation	Eskişehir – Pendik (İstanbul)	250 km / h	291 km	2014	25 kV 50 Hz	ETCS level 1	HT65000
In operation	Polatlı – Konya	250 km / h	212 km	2011	25 kV 50 Hz	ETCS level 1	HT65000
In operation	Ankara – Sincan	250 km / h	24 km	2014	25 kV 50 Hz	ETCS level 1	HT65000
Under construction	Konya-Karaman	200 km / h	102 km	2020 (planned)	25 kV 50 Hz	ETCS level 1
Under construction	Bilecik-Bursa	200 km / h	75 km		25 kV 50 Hz	ETCS level 1
Under construction	Osmaneli – Bursa	200 km / h	89 km	2021 (planned)	25 kV 50 Hz	ETCS level 1
Under construction	Ankara – Sivas	250 km / h	442 km	2020 (planned)	25 kV 50 Hz	ETCS level 1
Under construction	Polatlı – Afyon	250 km / h	167 km		25 kV 50 Hz	ETCS level 1
Under construction	Halkalı (İstanbul) –Kapıkule	200 km / h	241 km	2022 (planned)	25 kV 50 Hz	ETCS level 1
Planned	Yerkoy – Kayseri	250 km / h	142 km	2018 (planned)	25 kV 50 Hz	ETCS level 1
Planned	Eskişehir – Antalya	250 km / h	407 km		25 kV 50 Hz	ETCS level 1
Planned	Afyon – İzmir	250 km / h	275 km		25 kV 50 Hz	ETCS level 1
Planned	Kayseri – Antalya	250 km / h	544 km		25 kV 50 Hz	ETCS level 1

Uzbekistan

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Tashkent - Samarqand , section	250 km / h (along 35 km)	344 km	2011			Talgo 250

Vietnam

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Planned	Hanoi - Ho Chi Minh City	300 km / h	1570 km	2020 (?)	?	?	?

Australia

Between 1997 and 2000, the Australian government pursued plans to build a high-speed line (Speedrail) between Canberra and Sydney . In August 1998 the French Speedrail consortium was named the preferred bidder for the project. Due to open financing issues, the project was discontinued in mid-December 2000 as well as (2002) considerations for an additional network between Melbourne , Canberra, Sydney and Brisbane .

On August 4, 2011, the Australian Ministry of Transport submitted a study for a 1,600 km high-speed route from Brisbane to Melbourne. The second part of the study was published on April 11, 2013, in which the route as well as the economic efficiency and the operating concept were examined in depth. The route would be 1748 km long and have a top speed of up to 350 km / h. The cost is given at 114 billion Australian dollars, so a step-by-step construction is recommended, first from Sydney to Canberra and then on to Melbourne, then the sections to Brisbane with completion by 2065. 84 million passengers are expected in 2065 , for which an offer of up to 10 trains per hour and direction would have to be set up at peak times. The study certified that the concept is an independent operation, but the investments would have to be borne by the state. The high costs arose, among other things, from the fact that long tunnel sections are planned for the route in the cities and especially in Sydney and existing routes are not used.

The Prime Minister Kevin Rudd supported the idea in August 2013. 52 million should be provided for the development of the route from Sydney to Melbourne. The opening should take place in 2035, construction was not expected to start until 2022 at the earliest. The new conservative government wants the route of the line u. a. secure by buying land (as of 2013).

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
idea	Sydney Canberra	350 km / h	283 km	2035
idea	Canberra Melbourne	350 km / h	611 km	2040
idea	Sydney-Brisbane	350 km / h	854 km	2065

North America

Canada

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Studies	Toronto - Ottawa - Montreal , new building	240 km / h	600 km

Mexico

In Mexico, a high-speed line was to be built from Mexico City to Querétaro. It is located in a corridor with a very high volume of traffic and should be operated every hour at 300 km / h from 2017. At peak times, the cycle should be shortened to 20 minutes. 12 kilometers of the route are in the tunnel, 16 kilometers on viaducts. 23,000 passengers a day are expected for the 58-minute journey. By avoiding car journeys, it was expected that the eight-lane expansion of the parallel motorway could be dispensed with. In 2015, the project was halted due to a deteriorating economic climate, low oil price and geopolitical instability.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Stopped	Mexico City - Queretaro	300 km / h	210 km
Stopped	Mexico City - Guadalajara	300 km / h	560 km

United States

The only high-speed sections in regular service in the United States are in the Northeast Corridor . The Acela Express connects Boston via New York and Philadelphia with Washington DC Due to the higher safety requirements, the train sets are significantly heavier and are limited to 150 mph (241 km / h) by rail guidelines. The top speed is only reached on a 29 km stretch south of New York, most of the high-speed sections are driven at 125 mph (201 km / h). Together with the routes that cannot be traveled at high speed, this gives an average speed of 86 mph (138 km / h) for the Acela Express trains.

Planning network for high-speed lines in the USA

At the end of 2000, the US government planned to issue the "High-Speed ​​Rail Investment Act" a bond worth ten billion US dollars in order to create a high-speed rail network. States that wanted to plan high-speed lines should therefore subscribe 20 percent of the bond. The funds were to be used, among other things, to advance the expansion between New York and Boston and to create new lines for high-speed passenger and freight traffic, which should be driven at 145 to 175 km / h (in individual sections up to 250 km / h).

In the mid-1980s, the Pennsylvania High Speed ​​Rail Commission investigated the possibility of a high-speed rail line in the state of Pennsylvania . In the definition of 2009, routes with 90 mph (145 km / h) can already count as “emerging high-speed rails” in the high-speed network, provided that they can be converted into regular high-speed routes by removing intersections. From 110 mph (177 km / h) to 150 mph (241 km / h) routes are considered high-speed routes for regional use (“High-Speed ​​Rail-Regional”). Approvals above 150 mph are only permitted if the route is only used by high-speed trains (“High-Speed ​​Rail-Express”).

As part of the US economic recovery plan for 2009 , the FRA has identified ten corridors in which high-speed traffic is planned. These corridors are largely based on older plans by the Railway Authority and / or the states:

1. Northeast Corridor: A study published on October 1, 2010 plans to build a new line for 220 mph (354 km / h) parallel to the existing upgraded line. It is to follow the existing route south of New York City as far as possible, while north of the city there are two variants via Connecticut and one via Long Island to choose from. The construction, which is estimated to cost 117 billion US dollars, could cut the travel time between New York and Washington to 96 minutes with a stop in Philadelphia and to 84 minutes between Boston and New York.
2. Keystone Corridor ( Philadelphia - Pittsburgh ) and
3. Empire Corridor ( New York - Niagara Falls ): In the Keystone Corridor and the Empire Corridor - both with a connection to the Northeast Corridor - sections have already been expanded to 110 mph (177 km / h), and further expansion is planned.
4. Northern New England ( Boston - Auburn (Maine) , Boston - Montreal ) and
5. Southeast High Speed ​​Rail Corridor : Longer-term plans in the CSX Network for routes in the southern part of the east coast provide for a connection from Washington DC to Florida via Charlotte - Atlanta and via Columbia - Savannah to Jacksonville . The planning for the Washington DC – Richmond section is most advanced
6. Chicago Hub Network: In 2000, plans for a star-shaped high-speed network were drawn up for the Chicago / Pittsburgh area. The state company Amtrak planned to acquire 10 to 15 high-speed trains for the traffic between Chicago and the cities of Milwaukee , Madison , Detroit and St. Louis . However, the newly elected Republican governors of Wisconsin and Ohio rejected the construction of high-speed lines in their states in February 2011 and also rejected the use of state grants under the US economic stimulus program.

Aside from current political will, routes in Midwest continue to be of interest. For example, the University of Urbana-Champaign presented a feasibility study in 2013 in which a three-armed connection between Chicago, St. Louis and Indianapolis (with Champaign junction) at 220 mph (350 km / h) is proposed, the operation of which would get by without subsidies. However, the construction would also require an estimated 50 billion US dollars, the financing of which requires government support.

1. Florida: The planning was well advanced in Florida, where the first planning began in 2000. However, the proposed plan was rejected in another referendum in 2004. Since 2007, sections of the route were designed for high-speed traffic. In February 2011, however, Florida's Governor Rick Scott withdrew his support from the planned high-speed route between Tampa and Orlando .
2. South Central: In 1991, the construction of a high-speed network in the state of Texas was planned. Five major cities were to be connected at speeds of up to 385 km / h, and the travel time between Dallas and Houston should be reduced to 90 minutes. At the end of May 1991, a consortium led by Alstom was commissioned to build the project as part of a concession and operate it for over 50 years. A consortium led by Siemens , Krauss-Maffei and AEG Westinghouse Transportation Systems failed with an offer with ICE technology. The German group had invested 10 million US dollars in the application. According to the Americans, the French consortium was more advanced than the German group in the three essential areas of cost , technical maturity and management . The project, valued at five billion US dollars, was discontinued a few years later.
   Following the endorsement in California, new studies were commissioned in 2011. In 2013, private investors developed the " Texas Central High-Speed ​​Railway " project, which aims to connect Dallas with Houston at speeds of over 200 mph (320 km / h). Shinkansen N700 multiple units are planned. No exact costs are given, but the geographic conditions allow a naturally flat route. The Japanese operator JR Central has already committed 10 billion for the financing, and the expanded study has been presented to interested parties since April 2015 in order to attract further support in the state.
3. California:
   → Main article : California High-Speed ​​Rail
   In California, the construction of a high-speed line between Los Angeles and San Francisco and San Diego has already been decided; construction began in 2015. The line is to connect the Bay of San Francisco with Los Angeles and San Diego .
4. Pacific Northwest

On February 8, 2011, the US government announced that it would invest 53 billion US dollars in a long-distance, high-speed network within six years. In addition to the new lines in California, money is also flowing into the expansion of the northeast corridor - the complete separation of high-speed traffic from the rest of the rail traffic means that speeds of 257 km / h (160 mph) will also be possible on the expanded lines. The new lines in the Northeast Corridor will be designed with the same rolling stock as for the new lines in California for speeds of up to 354 km / h (220 mph).

Under the Brightline brand , a type of train is being developed in Florida in which the newly founded All Aboard Florida Railway Company is expanding existing traffic corridors without government support. For this purpose, diesel-electric Siemens chargers are being built in Sacramento, whose maximum speed of 200 km / h is to be achieved in the section from Cocoa to Orlando Airport. The signaling equipment will be installed by GE, based on a PTC overlay to the existing E-ATC equipment in the corridor and extensions of GPS-supported ITCS train control. Operations to West Palm Beach started in spring 2018, but with a maximum of 127 km / h (79 mph) in this section. For the construction of the actual high-speed line between the Cocoa junction and Orlando Airport, construction clearance already existed at this time, but the construction itself had not yet started. In June 2018, Brightline made an unsolicited proposal to the Florida Department of Transportation (FDOT) and the Florida Highways Authorities (CFX) to plan a high-speed route between Orlando and Tampa to run along Interstate 4 .

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
In operation	Washington - New York - Boston ( Northeast Corridor , upgraded line)	Up to 240 km / h	720 km	2000	High-speed routes 25kV 60Hz	ACSES and Pulse Code	Acela Express
Under construction		257 km / h		2025			Avelia Liberty
Under construction	Cocoa - Orlando Airport (New Line) (Zone 3 in Phase 2 of Brightline )	200 km / h	≈56 km	2022 (planned)	-	ITCS / PTC	Siemens Charger
Under construction	San José - Bakersfield (IOS California High-Speed ​​Rail )	354 km / h	≈400 km	2025 (planned)
Planned	Los Angeles - San Francisco (Phase 1 California HSR )	354 km / h	695 km	2029 (planned)
Planned	Los Angeles - San Diego	354 km / h	270 km
Planned	Sacramento - Fresno	354 km / h	210 km
Planned	Houston - Dallas ( Texas Central High-Speed ​​Railway )	330 km / h	390 km	2025 (planned)
Planned	Victorville (near Los Angeles ) - Las Vegas from Brightline	290 km / h (180 mph)	274 km	2023
study	Washington - New York ( Northeast Corridor , new line)	354 km / h		2030
study	New York - Boston ( Northeast Corridor , new line)	354 km / h		2040
study	Orlando - Tampa (new line)

South America

Argentina

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
idea	Buenos Aires – Rosario – Córdoba	320 km / h	710 km		25 kV 50 Hz		Cobra

Brazil

The South American state had announced that it wanted to build two high-speed lines before the soccer World Cup in 2014 .

At the end of 2009 a draft of the tender conditions was announced. The award of the project has been postponed several times and will now take place at the end of July 2011. Construction work is scheduled to begin in 2014 and last until 2020.

Route overview

status	route	Top speed	length	Installation	Power system	Train control	Use by
Planned	Sao Paulo - Rio de Janeiro	280 km / h	440 km	2020
Planned	Sao Paulo - Viracopos		80 km

See also

• Railway axis Berlin – Palermo

Web links

• New routes in Europe (PDF) Overview on the LITRA information service for public transport (PDF; 211 KiB)
• Website about the high-speed routes of different countries
• High speed lines in the world (UIC)
• dailytimes.com.pk

Individual evidence

1. ↑ ^{a b c} High Speed ​​Lines in the World. (PDF; 543 MiB) UIC, February 27, 2020, accessed on August 3, 2020 . 
2. ^ World High Speed ​​Rolling Stock , on uic.org
3. ↑ Sk-Signalsystem ( Memento from November 6, 2017 in the Internet Archive ) Stellwerke.de. Retrieved November 1, 2016.
4. ↑ OS Nock: Two Miles a Minute. 1980, p. 45.
5. ^ ^{A b c} John Glover: Global insights into high speed rail . In: Modern Railways . tape 66 , no. 734 , 2009, ISSN  0026-8356 , p. 64-69 .
6. ^ Lars Barfoed : Current status of public transport in Denmark . In: Eurotransport . 7th year, issue 3, 2009, ISSN  1478-8217 , p. 17 .
7. ↑ ^{a b c d e f} Netredegørelse 2019
8. ↑ Opgradering Hobro-Aalborg
9. ↑ Nedlæggelse af overkørsler Hobro-Aalborg ( Memento from November 30, 2016 in the Internet Archive )
10. ↑ Kort - få et overview over elektrificeringen
11. ↑ ^{a b c} Togfonden DK - en hastigere og mere miljøvenlig jernbane i Danmark ( Memento of the original from March 6, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (Danish) 
12. ↑ Femern Bælt - danske jernbanelandanlæg
13. ↑ Danish parliament approves Vestfyn fast line
14. ↑ ^{a b} Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB. Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , p. 245-250 .
15. ↑ ^{a b c d} Rüdiger Block: On new paths. The new lines of the Deutsche Bundesbahn . In: Railway courier . Special: high-speed traffic. No. 21 , 1991, p. 30-35 .
16. ↑ ^{a b c d} The further plans of the new railway . In: Bahn-Special . The new railway. No. 1 . Gera-Nova-Verlag, Munich 1991, p. 78 f .
17. ↑ Leber and Börner set the course . In: The Federal Railroad . Issue 23, 1969, ISSN  0007-5876 , pp. 1147-1151 .
18. ^ Heinz Delvendahl: Planning and execution of new lines. Problems and ways of solving them. In: Deutsche Bundesbahn (Ed.): DB Report 74 . Hestra-Verlag, Darmstadt 1974, ISBN 3-7771-0134-6 , p. 65-70 .
19. ↑ ^{a b c d e f g h i j} Rüdiger Block: ICE racetrack: The new lines . In: Railway courier . Special: high-speed traffic. No. 21 , 1991, p. 36-45 .
20. ↑ New high-speed section . In: Railway technical review . April 1981, p. 270 .
21. ↑ Annual review 1988 - new and upgraded routes . In: The Federal Railroad . Issue 1, 1989, pp. 58 .
22. ^ Horst J. Obermayer: New routes for the InterCityExpress . In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , p. 57-69 .
23. ↑ Horst J. Obermayer: The expanded lines of the German Federal Railroad . In: Herrmann Merker (Ed.): ICE - InterCityExpress at the start . Hermann Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-17-0 , p. 69-71 .
24. ^ Wilhelm Blind, Josef Busse, Günter Moll: Spatial planning for the new Cologne – Rhine / Main line . In: The Federal Railroad . Issue 11, 1990, ISSN  0007-5876 , pp. 1057-1065 .
25. ^ German Bundestag (ed.): Transport investment report for the reporting year 2014 . Informed by the Federal Government (=  printed matter . No. 18/8800 ). Bundesanzeiger Verlagsgesellschaft mbH, June 14, 2016, ISSN  0722-8333 ( bundestag.de [PDF; 64.0 MB ; accessed on June 21, 2016]).
26. ↑ Expansion of the Erfurt – Eisenach line - expansion and equipment for 200 kilometers per hour , on vde8.de
27. ↑ ^{a b} Expansion of the line between Ludwigshafen and Saarbrücken Paris - Eastern France - Southwest Germany (POS Nord) , on /bauprojekte.deutschebahn.com
28. ↑ Stuttgart – Ulm rail project , on bauprojekte.deutschebahn.com
29. ↑ Expansion of the Rehintalbahn in the Freiburg Bay. Retrieved July 16, 2020 . 
30. ↑ Konstantin Schwarz: Stuttgart 21 - This is the status quo of the billion-dollar project. In: Stuttgarter Nachrichten . December 10, 2019, accessed January 2, 2020 . 
31. ↑ German Bundestag gives go-ahead for train speed of 200 km / h for Fehmarnbelt Link
32. ↑ Technical Parameters
33. ↑ ^{a b} Technical Parameters
34. ↑ ^{a b} Report on the new Helsinki - Lahti line. In: Eisenbahn-Revue International . Issue 7/2006, ISSN  1421-2811 , p. 358.
35. ↑ Alcatel: Finnish high-speed line opened . In: signal + wire . tape 98 , no. 10 , 2006, ISSN  0037-4997 , p. 46 .
36. ↑ State Financial Report for 2006 . Book I, Part I. Edita Prima Oy, 2007, ISSN 1795-7559 , p.   256 ( eduskunta.fi - original title: Valtion tilinpäätöskertomus vuodelta 2006. ). eduskunta.fi ( Memento of the original dated November 30, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
37. ↑ Kari Korpela, Juha-Pekka Häyrynen, Marcus Merin: Seinäjoki – Jyväskylä ja Haapamäki – Orivesi – Tampere-ratavyöhykkeiden joukkoliikenteen kehittämisohjelma . Ministry of Transport and Communication, Finland, 2009, ISBN 978-952-243-007-6 , ISSN  1795-4045 , p. V ( urn.fi ).
38. ↑ Lahti-Luumäki palvelutason parantaminen ( Memento of the original from February 7, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
39. ↑ Rataverkon kuvaus . Liikennevirasto, 2011, ISBN 978-952-255-696-7 , ISSN  1798-8284 , p. 16 ( liikennevirasto.fi [PDF; 3.6 MB ]).
40. ↑ Finnish Network Statement 2012 . Liikennevirasto, 2010, ISBN 978-952-255-603-5 , ISSN  1798-8284 , p. 112 ( liikennevirasto.fi [PDF; 4.3 MB ]).
41. ↑ Liikennevirasto: Seinäjoki-Oulu
42. ↑ Ratahanke Seinäjoki – Oulu: Kaksoisraide Kokkolan ja Ylivieskan välillä valmistui etuajassa. September 25, 2017. Retrieved February 4, 2018 . 
43. ↑ portal.liikennevirasto.fi ( memento of the original from September 27, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. ("Byggande" means building) 
44. ↑ ^{a b} High-speed rail link between Helsinki and Turku
45. ↑ Espoo Salo -oikoradan yleissuunnitelma
46. ↑ http://www.tunninjuna.fi/en
47. ↑ Suomen tavoitteiden toteuttaja. , on suomirata.fi
48. ↑ Finnish Railway Network Statement 2016 ( English ) Finnish Transport Agency. Retrieved October 21, 2019.
49. ^ ^{A b c d} Moshe Givoni: Development and Impact of the Modern High-speed Train: A Review. In: Transport Reviews. 26, No. 5, ISSN  0144-1647 , pp. 593-611.
50. ↑ Freight traffic on TGV tracks . In: Eisenbahn-Revue International . Issue 1/2, 1998, p. 43 .
51. ↑ Isabelle Rey-Lefebvre: Vinci décroche le contrat de 7.2 milliards d'euros pour la ligne TGV Tours-Bordeaux . In: Le Monde . March 31, 2010, p. 16 .
52. ↑ French economic revival plan heralds high-speed boost . In: International Railway Journal . 49th volume, issue 2, February 2009, p. 4th f .
53. ^ Controversial LGV signed off . In: Railway Gazette International . tape 171 , no. 2 , 2015, ISSN  0373-5346 , p. 21st f .
54. ↑ https://ressources.data.sncf.com/explore/dataset/vitesse-maximale-nominale-sur-ligne/table/?sort=-code_ligne&dataChart=eyJxdWVyaWVzIjpbeyJjaGFydHMiOlt7InR5cGUiOiJjb2x1bW4iLCJmdW5jIjoiTUFYIiwieUF4aXMiOiJ2X21heCIsInNjaWVudGlmaWNEaXNwbGF5Ijp0cnVlLCJjb2xvciI6IiMwMDAwMDAifV0sInhBeGlzIjoiY29kZV9saWduZSIsIm1heHBvaW50cyI6NTAsInNvcnQiOiIiLCJjb25maWciOnsiZGF0YXNldCI6InZpdGVzc2UtbWF4aW1hbGUtbm9taW5hbGUtc3VyLWxpZ25lIiwib3B0aW9ucyI6eyJzb3J0IjoiLWNvZGVfbGlnbmUifX19XSwidGltZXNjYWxlIjoiIiwiZGlzcGxheUxlZ2VuZCI6dHJ1ZSwiYWxpZ25Nb250aCI6dHJ1ZX0%3D&q=837000&location=22,42.67057,2.81327&basemap=jawg. transports
55. ^ LGV Est phase 2 opening completes Paris-Strasbourg high speed line in: Railway Gazette International
56. ^ Ferroviaire: le contournement de Nîmes et de Montpellier redonne des capacités de développement au fret. Actu-Transport-Logistique.fr, accessed on August 13, 2018 (French). 
57. ^ Jean-Marc Aubert: Gare TGV de Montpellier: quatre premiers trains sans inauguration. In: Métropolitain. July 7, 2018, accessed August 13, 2018 (French). 
58. ↑ lyon-turin.info
59. ↑ ^{a b} La LGV Rhin-Rhône: en ligne pour 2011. (PDF) (No longer available online.) Réseau Ferré de France, 2010, archived from the original on September 24, 2015 ; accessed on December 14, 2017 .  
60. ^ ^{A b} Thaïs Brouck: LGV Rhin-Rhône: la seconde phase sur les rails. (No longer available online.) LeMoniteur.fr, archived from the original on August 16, 2014 ; Retrieved January 28, 2012 (French). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
61. ↑ ^{a b} La LGV à Toulouse en 2024, à Dax en 2027. (No longer available online.) In: Sud Ouest. October 23, 2013, formerly in the original ; Retrieved October 23, 2013 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
62. ^ The SNCF is forcing for the TGV via Bourges. (No longer available online.) In: La Nouvelle République. September 17, 2008, archived from the original on September 21, 2008 ; Retrieved September 17, 2008 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
63. ↑ Thessaloniki – Athens with a top speed of 200 km / h . In: The Federal Railroad . Issue 23/24, 1971, ISSN  0007-5876 , pp. 1252 .
64. ↑ OPERATIONAL PROGRAM Rail Transport (English) ( Memento of February 27, 2012 in the Internet Archive ) Page no longer available , search in web archives: The Projects Geographical Section Main Corridor (English)
65. ↑ uic.asso.fr  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
66. ↑ NEW DOUBLE-TRACK RAILWAY LINE TITHOREA - LIANOKLADI - DOMOKOS (English)
67. ↑ skyscrapercity.com
68. ↑ NEW DOUBLE-TRACK RAILWAY LINE KIATO - AIGIO
69. ↑ A high-speed network is being built in Italy. In: Eisenbahn-Revue International . Issue 8-9 / 2006, ISSN  1421-2811 , pp. 390-393.
70. ↑ Tutto Treno Online ( Memento of the original from September 30, 2008 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
71. ↑ News update shortly. In: Eisenbahn-Revue International , issue 10/1998, ISSN  1421-2811 , p. 436.
72. ↑ Region Emilia-Romagna: Piano Regionale Integrato dei Trasporti  ( page can no longer be accessed , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF).  
73. ↑ Report Internet and TV in FS trains. In: Eisenbahn-Revue International , issue 1/2004, ISSN  1421-2811 , p. 31.
74. ^ Announcement of high-speed traffic in Italy. In: Railway technical review . 41, No. 5, 1992, p. 340.
75. ↑ ^{a b} David Briginshaw: North-south high-speed line opens for business. In: International Railway Journal. ISSN  0744-5326 , December 2009, pp. 20-24.
76. ↑ Raggiunto in galleria il record mondiale di velocità di 362 km / h report of February 5, 2009.
77. ↑ railwaygazette.com
78. ^ Croatia constructing Zagreb-Rijeka Adriatic express line. In: wieninternational.at. March 29, 2007, accessed January 16, 2012 . 
79. ↑ gtai.de
80. ↑ ^{a b c d e f g} Prosjektoversikt
81. ↑ ^{a b} NTP: På dobbeltsporet av den tapte tid
82. ↑ ERTMS
83. ↑ ^{a b} jernbaneverket.no Høyhastighet
84. ↑ https://www.oslo-sthlm.se/
85. ^ New line in Norway . In: Eisenbahn-Revue International . No. 1 , 2016, ISSN  1421-2811 , p. 40 .
86. ^ ÖBB Infrastruktur ( Memento from November 16, 2012 in the Internet Archive )
87. ↑ Line improvement Lambach – Breitenschuetzing. ÖBB Infrastruktur AG, accessed on February 18, 2016 . 
88. ↑ Route for high-performance railway presented, salzburg.orf.at, January 10, 2013
89. ↑ oebb.at ( Memento from April 28, 2012 in the Internet Archive )
90. ↑ https://infrastructure.oebb.at/de/projekte-fuer-oesterreich/bahnstrecken/suedstrecke-wien-villach/koralmbahn/rund-um-den-bau/printproduktionen-koralmbahn/dokument?daten=01+%7C+ Koralmbahn + Brochure% C3% BCre
91. ↑ ^{a b c} Andrzej Massel: Odpowiedź podsekretarza stanu w Ministerstwie Transportu, Budownictwa i Gospodarki Morskiej - z upoważnienia prezesa Rady Ministrów - na interpelację nr 2356. March 22, 2012, accessed on July 15, 2012 (Polish). 
92. ^ First ETCS certified in Poland. In: Railway Gazette International . December 23, 2013, accessed February 22, 2016 . 
93. ↑ wykonawcy prac na CMK wybrani. Będzie kolejny odcinek na 200 km / h? In: Rynek Kolejowy. March 8, 2016, accessed August 15, 2016 . 
94. ↑ Rozkład jazdy wprowadzony bez utrudnień. Kolejny odcinek z 200 km / h on CMK (actualizacja). In: Rynek Kolejowy. December 10, 2017, accessed December 10, 2017 . 
95. ↑ ^{a b c d} Poland shelves high-speed railway plans. (No longer available online.) In: Railway Gazette International . December 9, 2011, archived from the original on March 23, 2012 ; Retrieved June 16, 2012 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
96. ↑ EIB funds Warsaw - Gdynia upgrade. In: Railway Gazette International . May 9, 2009, accessed January 16, 2012 . 
97. ↑ rynek-kolejowy.pl
98. ↑ Pendolino pojedzie 200 km / hz Warszawy do Gdańska z końcem 2019 roku. In: rynek-kolejowy.pl. March 5, 2019, accessed March 6, 2019 . 
99. ^ Warsaw - Gdynia Railway Line Re-Signaling, Poland. In: Railway Technology. Retrieved May 29, 2014 . 
100. ↑ W styczniu Rusza prace nad rozkładem jazdy dla Pendolino. In: Wirtualny Nowy Przemysł. September 8, 2013, accessed May 29, 2014 . 
101. ↑ ^{a b c} Polish high speed plan. In: Bankier.pl . December 7, 2011, accessed January 16, 2012 . 
102. ↑ Major projects in Portugal put to the test . In: Neue Zürcher Zeitung , July 9, 2009.
103. ↑ Romania to start building of high-speed rail line this year ( Memento of the original from October 4, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
104. ^ Romania and China discuss Bucharest - Iasi - Chisinau high speed line project
105. ↑ High-speed-train-project ready. Retrieved April 18, 2016 . 
106. ↑ Page no longer available , search in web archives: eng.rzd.ru
107. ↑ Keith Barrow: Russia's Peregrine Falcon takes flight ( Memento of the original from October 28, 2014 in the Internet Archive ) Info: The  archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . In: International Railway Journal. December 2009, pp. 34-36.
108. ^ Florian Willershausen: German railway technology for Russia. In: Handelsblatt . February 24, 2011, p. 28.
109. ↑ Kevin Smith: Russia and China reach high-speed agreement . In: International Railway Journal. October 14, 2014.
110. ↑ Russian Railways : Memorandum of Cooperation on high-speed rail signed between Russian Transport Ministry, Russian Railways, China's State Committee for Development and Reform, and Chinese Railways . October 14, 2014.
111. ↑ Business Insider, October 17, 2014 Russia And China Want To Build The Longest High-Speed ​​Railway In The World To Connect Them . In: Business Insider. 17th October 2014.
112. ↑ Grit Horn: Russia strengthens relations with China . In: owc.de . 17th October 2014.
113. ↑ railwaymarket.eu ( Memento of 13 December 2014 Internet Archive )
114. ↑ ^{a b} Sapsan reaches Nizhny Novgorod , August 2, 2010.
115. ↑ vr.fi ( Memento of the original from November 30, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Timetables Allegro 
116. ^ Press Release Helsinki-Saint-Petersburg Allegro
117. ↑ Moscow - St Petersburg high speed study to be submitted next year
118. ↑ ^{a b} Project Profile
119. ↑ ^{a b c} Moscow - Kazan should be Russia's first dedicated high speed line, says RZD
120. ↑ First section of Moscow - Kazan high speed line to open in 2024
121. ↑ rzd-partner.com ( Memento of the original dated November 22, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
122. ↑ unece.org (PDF).
123. ↑ jarnvagsforum.se ( Memento from September 29, 2007 in the Internet Archive ) (PDF) ERTMS ETCS Banverket (Sweden)
124. ↑ SJs lokförare jumping 300 kilometer intervals. SJ, archived from the original on July 23, 2014 ; Retrieved November 3, 2013 (Swedish). 
125. ↑ Announcement of the new Gothenburg – Malmö line. In: Railway technical review . 45, No. 1/2, 1996, p. 5.
126. ↑ ^{a b c d} Götalandsbanan (Swedish)
127. ↑ Sweden plans HG route . In: Eisenbahn-Revue International . No. 6 , 2014, ISSN  1421-2811 , p. 302 .
128. ↑ Page no longer available , search in web archives: Södra stambanan, hear hastighet Gripenberg – Lund
129. ^ Västkustbanan, Ängelholm-Maria, dubbelspårsutbyggnad
130. ↑ Varbergstunneln, Västkustbanan, Varberg – Hamra
131. ↑ ^{a b c d e f} Större investeringar över 100 miljoner kronor i nationell trafikslagsövergripande plan för transport infrastructure for periods 2018–2029 , regeringen.se.
132. ↑ Bottom linjebok
133. ↑ Åtgärdsvalsstudie, Jönköping-Malmö (Swedish)
134. ^ Strait Times, Nov. 26, 2013 China to work with Hungary and Serbia to modernize railway
135. ↑ Li Keqiang , Nov. 26, 2013 Greetings across rivers and mountains ( Memento of the original from December 3, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
136. ↑ Xinhua, Nov. 27, 2013 Economic interests, traditional friendship, cohesive forces in China-CEE relations
137. ↑ China Daily, Nov. 26, 2013 China to play a key role in Serbia-Hungary high-speed railway
138. ^ Danas, Nov. 25, 2013 U Bukureštu o brzim prugama Srbije
139. ↑ Kineske kompanije Žele since grade brzu prugu Beograd-Budimpešta
140. ↑ Website of the Prime Minister of the Government of Hungary, Nov. 26, 2013 Hungary, Serbia and China agree on developing Budapest-Belgrade railway ( Memento of the original dated December 2, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
141. ^ Government of Serbia, Nov. 25, 2013 Joint project for modernization of Budapest-Belgrade railway agreed on
142. ↑ Dačić: Kina želi da investira milijarde, Srbija je u prednosti
143. ↑ Global Times, Nov. 27, 2013 High-speed train technology supports diplomatic efforts
144. ↑ China Daily, Nov. 27, 2013 Railway pact would put relations on fast track
145. ↑ РЖД-Интернешнл, News October 10, 2014 "РЖД Интернешнл" и сербский проектный институт CIP подписали договор на разработку рабочей документации для реконструкции и строительства железнодорожной линии Стара Пазова - Нови Сад. ( Memento of the original from October 13, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. RZD International and the Serbian Transport Institute CIP have signed the contracts to draw up plans for the reconstruction and new construction of the Stara Pazova - Novi Sad railway line 
146. ↑ Politika, October 10, 2014 Од Старе Пазове до Новог Сада за пола сата
147. ↑ Tanjug, October 10, 2014 Page no longer available , search in web archives: Mihajlović: Krajem 2017. odnosno početkom 2018. trebalo bi da bude gotova pruga na deonici Stara Pazova - Novi Sad.
148. ↑ TANJUG, October 10, 2014 Page no longer available , search in web archives: Pavlov: Ovo je početak otvaranja brzih pruga u Srbiji
149. ↑ Daily Mail, Dec. 17, 2014 Belgrade-Budapest railway part of Chinese 'express lane' to Europe
150. ↑ Tagesschau, December 17th, 2014 Summit in Belgrade ended - China's bridge to Europe ( Memento from December 17th, 2014 in the Internet Archive )
151. ^ Ministry of Foreign Affairs of the People's Republic of China, Dec. 18. 2014 Li Keqiang Meets with Prime Minister Aleksandar Vučić of Serbia, Prime Minister Viktor Orbán of Hungary and Prime Minister Nikola Gruevski of Macedonia, Unanimously Agreeing to Jointly Build Land-Sea Express Passage Linking China and Europe
152. ↑ Politika, December 14, 2014 Кина ће на састанку изнети следеће иницијативе: изградња експресне линије копно-море која спаја Кину и Европу, а ослања се на пругу Будимпешта-Београд и грчку луку Пиреј да би се оснажила регионална побезаност . German Translation: China will propose the following initiatives at the meeting: the construction of an express connection mainland-sea which connects China with Europe, and attaches itself to the relation Budapest-Belgrade with the Greek port of Piraeus, thereby strengthening the regional connection
153. ↑ Belgrade-Budapest rail construction agreement signed. In: Budapest Business Journal. Dec 17, 2014.
154. ↑ Project map of the relation Budapest-Belgrade-Skopje-Athens - The Highway Institute Belgrade December 2014 ( Memento of the original from December 17, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF). 
155. ^ The State Council - The Peoples Republic of China, Premier Li Keqiang, Nov. 24, 2015 China agrees railway deals with Hungary, Serbia
156. ↑ Xinhuanet, Nov. 25, 2015 Belgrade-Budapest high-speed rail to begin construction by year end: Chinese Premier
157. ↑ Xinhuanet, Nov. 25, 2015 Spotlight: China, Central and Eastern Europe eye infrastructure-led all-round cooperation
158. ↑ CRI-English, Nov. 25, 2015 China Agrees Railway Deals with Hungary, Serbia
159. ↑ The Economic Times, Nov. 25, 2015 China Railway Group team wins $ 1.6 billion Hungary high-speed rail contract ( Memento of the original from December 16, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
160. ↑ Spiegel, December 16, 2014 16 + 1 summit in Belgrade: China wants to conquer markets in Eastern Europe
161. ^ Danas, Nov. 25, 2013 U Bukureštu o brzim prugama Srbije
162. ↑ Naučna fantastika postaje realnost
163. ↑ Budapest - Beograd corridor upgrading contract signed
164. ↑ Talgo 350 reaches 300 km / h. In: Eisenbahn-Revue International , issue 1/2001, ISSN  1421-2811 , p. 22 f.
165. ↑ High-speed trains for Spain. In: Eisenbahn-Revue International , issue 5/2001, ISSN  1421-2811 , p. 222.
166. ↑ High Speed ​​Lines in the World ( Memento from November 17, 2014 on WebCite ) (PDF; 556 kB). International Union of Railways , September 1, 2014.
167. ↑ Time flies by . In: Frankfurter Allgemeine Zeitung , August 1, 2008.
168. ^ Announcement Adif allows freight access to HS lines. In: International Railway Journal , Volume 49, Issue 2, February 2009, p. 8.
169. ^ Richard Malins: Spain - a New Railway Mania? In: Modern Railways. Volume 66, No. 726, 2009, ISSN  0026-8356 , pp. 58-63.
170. ↑ Without author: High speed rail - following the international example. In: Modern Railways. Volume 66, No. 730, 2009, ISSN  0026-8356 , pp. 54-57.
171. ↑ Test track trial . In: Railway Gazette International . tape 171 , no. 5 , 2015, ISSN  0373-5346 , p. 24 .
172. ↑ Fomento entierra el anillo ferroviario de Málaga al perder la aportación de los fondos comunitarios. In: eldiario.es. Retrieved December 13, 2017 . 
173. ↑ Ute Müller: The company cheated when building the "fast bird" . Die Welt online, May 7, 2014.
174. ↑ Cristina Vázquez: El Corredor Mediterráneo de tren busca presupuesto y calendario. In: elpais.com. October 3, 2017, accessed December 13, 2017 . 
175. ↑ Ute Müller: Spain is investing billions in useless trains . In: The world . No. 145 , June 25, 2013, ISSN  0173-8437 , p. 14 ( welt.de ).
176. ↑ Message High speed to Galicia. In: Modern Railways. Volume 65, No. 719, 2008, ISSN  0026-8356 , p. 62 f.
177. ↑ Kaspar P. Woker: Poorly used AVE network in Spain . In: Eisenbahn-Revue International . No. 12 , 2013, ISSN  1421-2811 , p. 622-624 .
178. ↑ El AVE estaría completamente soterrado en 2023. In: murciadiario.com. El diario económico de Murcia, accessed December 13, 2017 . 
179. ↑ El tercer carril entre Valencia y Castellón, sin fecha un año después de las obras terminar. In: lasprovincias.es. Las Provincias, December 4, 2017, accessed December 13, 2017 . 
180. ↑ Los fallos de seguridad retrasan las cinco inauguraciones del AVE previstas para 2018. In: elindependiente.com. November 22, 2017. Retrieved December 13, 2017 . 
181. ^ Maps of Adif Alta Velocidad Managed Network. (PDF) In: Network Statement 2017. Adif Alta Velocidad, accessed on December 5, 2017 (English). 
182. ↑ ^{a b c d} Maps of Adif Managed Network. (PDF) In: Network Statement 2017. Adif, accessed on December 5, 2017 (English). 
183. ↑ ^{a b c d e f g} Línea 300 de Adif de Madrid Chamartín a Valencia Estació del Nord. In: Ferropedia. Retrieved December 10, 2017 (Spanish). 
184. ↑ Francisco Diaz Pardo: Aclaraciones Ferroviarias II: Nudo de la Encina - Xátiva - Valencia. (No longer available online.) In: Ferroviando. August 23, 2017, archived from the original on December 13, 2017 ; accessed December 10, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.   
185. ↑ ASFA. In: Ferropedia. Retrieved December 11, 2017 (Spanish). 
186. ^ Corredor Mediterráneo. In: Ferropedia. Retrieved December 10, 2017 (Spanish). 
187. ↑ New Eldorado for fast trains. In: Wiener Zeitung . January 3, 2008, accessed November 8, 2013 . 
188. ↑ ^{a b c} Línea Madrid-Galicia. Adif Alta Velocidad, Retrieved December 11, 2017 (Spanish). 
189. ↑ The new hybrid high-speed S-730 train by Renfe presented in Galicia. Spanish railway news, September 30, 2011, accessed November 1, 2011 . 
190. ↑ El eje atlántico se acabará en otoño del 2013 debido al puente del Ulla. La Voz de Galicia, August 3, 2011, accessed November 21, 2011 . 
191. ↑ promete Pastor el AVE Santiago-Vigo en 2014 tras invertir 718 millones más. El País, January 21, 2012, accessed December 5, 2012 . 
192. ↑ Fomento culmina la obra de alta velocidad between Seville and Cadiz. In: lavozdigital.es. Retrieved December 11, 2017 . 
193. ↑ 250 km / h también es alta velocidad. La Voz Digital, January 12, 2008, accessed November 1, 2011 . 
194. ↑ El AVE llega a Zamora sin acto de inauguración por las elecciones generales. In: telecinco.es. Retrieved December 11, 2017 . 
195. ↑ Línea Antequera - Granada. Adif Alta Velocidad, Retrieved December 11, 2017 (Spanish). 
196. ↑ Granada joins the AVE network. In: Railway Gazette International. June 25, 2019, accessed on July 25, 2019 . 
197. ↑ Manuel Romero: AVE a Murcia, ¿es lo mejor que nos ha pasado? In: Diario Informacion. May 4, 2017, Retrieved December 10, 2017 (Spanish). 
198. ↑ De la Serna sitúa en April las pruebas de circulación para la llegada del AVE a Murcia. In: laverdad.es. December 1, 2017, accessed December 11, 2017 . 
199. ↑ Nueva licitación para acabar en 2018 el tramo Zamora-Pedralba. La Región, accessed December 12, 2017 (Spanish). 
200. ↑ Pedralba y Sanabria in 2018, Ourense in 2019: las dos próximas estaciones del AVE a Galicia. In: Tribuna de Zamora. September 27, 2012, Retrieved December 12, 2017 (Spanish). 
201. ↑ ^{a b} Línea Venta de Baños - Burgos - Vitoria. Adif Alta Velocidad, Retrieved December 11, 2017 (Spanish). 
202. ↑ ^{a b} España defenderá la inclusión del ramal cantábrico de carreteras en el Corredor Atlántico para que tenga prioridad en la financiación CEF II. (No longer available online.) Ministerio de Fomento, archived from the original on December 13, 2017 ; Retrieved December 12, 2017 (Spanish). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
203. ↑ El tendido de las vías del AVE llegará en otoño. In: elcorreodeburgos.com. El Correo de Burgos, accessed December 11, 2017 . 
204. ↑ Lavariant de Pajares, para finales de 2020. In: Noticiascyl. December 26, 2017, Retrieved December 27, 2017 (European Spanish). 
205. ^ T.10 València - Xàtiva. In: El Corredor Mediterráneo. Retrieved December 10, 2017 (Spanish). 
206. ^ El Ave Seville-Antequera se queda varado. In: diariodesevilla.es. Diario de Sevilla, accessed December 11, 2017 . 
207. ^ ^{A b} El Gobierno Vasco asume la ejecución de las estaciones del TAV de Ezkio y Astigarraga. EiTB Radio Televisión Pública Vasca, accessed December 12, 2017 (European Spanish). 
208. ↑ ^{a b} El Ministerio de Fomento pide “cierto margen de credibilidad” sobre las obras de la línea de AVE Madrid-Extremadura. In: 20minutos.es. Retrieved December 12, 2017 . 
209. ↑ Fomento anuncia que el AVE extremeño llegará hasta Madrid a través de Toledo. In: hoy.es. July 13, 2017. Retrieved December 12, 2017 . 
210. ↑ Fomento licitará los tramos restantes del AVE Murcia-Almería en junio 2018. In: eldiario.es. Retrieved December 12, 2017 . 
211. ↑ ^{a b} El tramo Valencia-Castellón tendrá plataforma de ancho internacional. In: lavanguardia.com. La Vanguardia, accessed December 11, 2017 . 
212. ↑ Los expertos piden la doble plataforma para el tramo de Castellón a Vandellós. In: elperiodicomediterraneo.com. El Periódico Mediterráneo, accessed December 12, 2017 . 
213. ↑ Fomento sitúa ahora en el entorno del año 2023 la reforma del tren Algeciras-Bobadilla. In: diariodejerez.es. Diario de Jerez, accessed December 12, 2017 . 
214. ↑ El estudio del tramo ferroviario Logroño-Miranda ofrece 4 options. In: 20minutos.es. 20minutos, accessed December 13, 2017 . 
215. ↑ EU absolutely wants the Dresden-Prague railway line ( memento of the original from July 20, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
216. ↑ weiden.de ( Memento of the original from July 20, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
217. ↑ Segregation for 200 km / h running
218. ↑ UZ to order Korean trainsets
219. ↑ Website of the Prime Minister of the Government of Hungary, Nov. 26, 2013 Hungary, Serbia and China agree on developing Budapest-Belgrade railway ( Memento of the original dated December 2, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
220. ↑ Daily Mail, Dec. 17, 2014 Belgrade-Budapest railway part of Chinese 'express lane' to Europe
221. ^ Budapest Business Journal, December 17, 2014 Belgrade-Budapest rail construction agreement signed
222. ^ The State Council - The Peoples Republic of China, Premier Li Keqiang, Nov. 24, 2015 China agrees railway deals with Hungary, Serbia
223. ↑ Xinhuanet, Nov. 25, 2015 Belgrade-Budapest high-speed rail to begin construction by year end: Chinese Premier
224. ↑ Xinhuanet, Nov. 25, 2015 Spotlight: China, Central and Eastern Europe eye infrastructure-led all-round cooperation
225. ↑ CRI-English, Nov. 25, 2015 China Agrees Railway Deals with Hungary, Serbia
226. ↑ The Economic Times, Nov. 25, 2015 China Railway Group team wins $ 1.6 billion Hungary high-speed rail contract ( Memento of the original from December 16, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. 
227. ↑ Xinhua, Nov. 25, 2015 China wins $ 1.6 bln railway contract in Europe
228. ↑ GCR, December 21, 2016 China on brink of closing $ 3bn Belgrade – Budapest high-speed rail deal
229. ↑ Spiegel, December 16, 2014 16 + 1 summit in Belgrade: China wants to conquer markets in Eastern Europe
230. ^ Danas, Nov. 25, 2013 U Bukureštu o brzim prugama Srbije
231. ↑ Naučna fantastika postaje realnost
232. ↑ RTS, December 16, 2014 Пруга до Будимпеште за две године
233. ↑ Richard Clinnick: From the Archives: "Everybody is sad to see them go." In: Rail Magazine. August 27, 2019, accessed March 16, 2020 . 
234. ↑ ^{a b c d} Go-ahead given to new railway. Department for Transport, January 2012, accessed January 16, 2012 . 
235. ↑ Procurement of High Speed ​​2 trains begins
236. ↑ High Speed ​​Rail by Andrew Adonis ( Memento from March 14, 2010 in the Internet Archive )
237. ↑ Plans for British "High Speed ​​2" train are well advanced. In: FAZ No. 301 of December 29, 2009, p. 7.
238. ↑ Tlemcen - Akkid Abbas construction contract awarded. Railway Gazette International , accessed January 16, 2012 . 
239. ^ Projet Ligne à Grande Vitesse Casablance Tangier; Retrieved on July 3, 2011 ( Memento of the original from January 31, 2012 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 2.1 MB) 
240. ↑ ONCF to buy 14 duplex high speed trains; Retrieved July 3, 2011
241. ↑ ^{a b} Africa’s first high speed line inaugurated
242. ^ Morocco - Al Boraq ceremoniously put into operation. Maghreb Post, November 15, 2018, accessed on the same day
243. ↑ Casablanca - Kénitra upgrading starts (English)
244. ↑ Africa's first high speed train delivered (English)
245. ↑ High-speed train from Jhb to Dbn? It's coming ... Crown Publications, accessed September 3, 2016 . 
246. ^ Durban speed train on track. IOL, accessed September 3, 2016 . 
247. ↑ Medium and long-term rail network plan. (No longer available online.) Ministry of Railways of China, Jan. 8, 2011, archived from original on June 7, 2012 ; Retrieved August 24, 2012 (Chinese). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
248. ↑ China is investing 480 billion euros in the railways. In: FAZ.NET . December 29, 2016, accessed December 30, 2016 . 
249. ↑ ^{a b} Shanghai - Kunming high speed line completed. In: railwaygazette.com. December 29, 2016, accessed December 30, 2016 . 
250. ↑ ^{a b} high-speed trains in China. Chinareise.com, accessed August 31, 2012 . 
251. ↑ The world's fastest train starts operating in China in FAZ No. 300 of December 28, 2009, p. 14.
252. ↑ ^{a b} China competes with the ICE . In: The world . August 3, 2010.
253. ↑ ^{a b} Shanghai - Nanjing high speed line opens . In: Railway Gazette International. (Online edition), July 7, 2010.
254. ↑ Chris Keng: Express Rail to link Hong Kong to 44 mainland destinations, as MTR promises project will turn a profit. HKFP, August 23, 2018, accessed September 1, 2018 . 
255. ↑ ^{a b} China's Baoji-Lanzhou high speed rail in operation. CGTN, July 9, 2017, accessed September 1, 2018 . 
256. ↑ Keith Barrow: Wuhan - Yichang high-speed line opens. CHINA inaugurated its latest section of high-speed line on July 1, with the opening of the 293k Hanyi Railway between Hankou in Wuhan and Yichang in western Hubei province. In: International Railway Journal. July 11, 2012, accessed on August 23, 2012 (English): "The railway forms part of the 2078km Huhanrong Passenger Dedicated Line" 
257. ↑ ^{a b} Asia's emerging economies are moving closer together. In: FAZ No. 25, January 31, 2011, p. 13.
258. ↑ rfa.org: High-speed Railway Delay , April 26, 2011, accessed November 22, 2011.
259. ↑ laovoices.com: Laos-China railway not losing speed: Lao Voices  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.   , November 14, 2011, accessed November 22, 2011.
260. ↑ ^{a b c d} Fact Sheet: Kunming-Singapore High Speed ​​Rail Network. In: Geopolitcal Monitor. December 19, 2017, accessed on September 2, 2018 . 
261. ↑ China stops work on all high-speed rail projects. In: The Telegraph . August 11, 2011.
262. ^ Elisabeth Fischer: China's High-Speed ​​Rail Revolution. In: railway-technology.com. July 21, 2011, accessed September 7, 2011.
263. ↑ David Bringshaw: China builds world's largest HS network. In: International Railway Journal , Volume 49, Issue 8, August 2009, pp. 20-22.
264. ↑ F. Mayer-Kuckuk, F. Sieren: The China Risk . In: Handelsblatt . No. 22 , January 31, 2013, ISSN  0017-7296 , p. 1 .
265. ↑ youtube.com
266. ↑ China's flagship train starts to Shanghai . In: Handelsblatt (online edition), June 27, 2011.
267. ↑ Tracklaying complete on Beijing - Shanghai high speed line . In: Railway Gazette International. (Online edition), November 15, 2010.
268. ↑ Xinhua : Beijing - Zhangjiakou HSR inaugurated in China . In: OSJD Bulletin 1/2020, p. 33.
269. ↑ Xinhua : Beijing - Zhangjiakou HSR inaugurated in China . In: OSJD Bulletin 1/2020, p. 33.
270. ^ Wuhan - Yichang Passenger-Dedicated Line opens
271. ↑ ^{a b c d e} China opens seven new lines railwaygazette.com
272. ↑ eurailpress.de ( Memento of the original from October 29, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. China: East-West high-speed line opened 
273. ↑ eChinacities.com: Construction of Shenyang-Dandong High Speed ​​Railway Has Begun  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.   , March 30, 2010, accessed September 15, 2011.
274. ↑ Scott Snyder: China-Korea Relations: Fire Sale, Hot Money, and Anxieties about “Investment” (PDF; 72 kB) , In Comparative Connections. A Quarterly E-Journal on East Asian Bilateral Relations , April 2010, accessed September 15, 2011.
275. ↑ www.echinacities.com ( Memento of the original from January 10, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (January 6, 2011): "The Hainan East Ring Intercity Rail, China's southernmost coastal high-speed rail, opened to passengers on Dec 30th, 2010. [...]" 
276. ↑ www.railwaygazette.com (January 20, 2010): “The 111 km Changchun - Jilin Passenger-Dedicated Line opened on January 10, connecting Jilin province's two most prominent conurbations and Changchun's airport at Longjia. [...] "
277. ^ New high-speed train between Kunming & Dali Start Running. In: Easy Tour China. July 5, 2018, accessed September 2, 2018 . 
278. ↑ Taiyuan - Xi'an high speed line opens. In: Railway Gazette. July 3, 2014, accessed September 1, 2018 . 
279. ↑ Xi'an - Chengdu high speed railway opened throughout. In: Railway Gazette. December 7, 2017, accessed September 1, 2018 . 
280. ^ Xian - Chengdu High Speed ​​Train. In: Travel China Guide. Retrieved September 1, 2018 . 
281. ↑ Yang Xin: Chengmianle Intercity High-speed Railway Passenger Dedicated Line officially opened on the 20th, Deyang entered the high-speed rail era. In: Hebei News Network. December 22, 2014, accessed September 1, 2018 . 
282. ↑ Chengdu-Guizhou high-speed railway section of Sichuan is completed. (No longer available online.) In: Sina News. May 31, 2018, archived from the original on August 16, 2018 ; accessed on September 1, 2018 (English). Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
283. ↑ Key Bridge Construction Phase in New High-speed Rail Route Completed in China's Yunnan. In: CCTV +. YouTube, November 7, 2017, accessed September 1, 2018 . 
284. ↑ ^{a b} Keith Barrow: China opens new Jiangmen - Maoming line. International Railway Journal, accessed July 4, 2018 . 
285. ↑ ^{a b} High speed line tunnel breakthrough in China. In: Sina News. May 22, 2018, accessed September 1, 2018 . 
286. ↑ Mengjie: Beijing-Shenyang high-speed railway to be completed by end of 2018. In: Xihuan. July 27, 2017, accessed September 2, 2018 . 
287. ^ ^{A b} Keith Barrow: China approves Ningxia high-speed line. International Railway Journal, accessed July 17, 2018 . 
288. ↑ China approves Shanghai – Huzhou high-speed line . In: International Railway Journal . Volume 58, No. 11 , November 2018, p. 6 .
289. ↑ ^{a b} Shinkansen technology for the first high-speed line . In: The Railway Engineer . tape 65 , no. 1 , 2016, ISSN  0013-2810 , p. 62 .
290. ↑ ^{a b c d e} Indian high speed rail project launched by Prime Ministers
291. ^ Jakarta - Bandung fast line study
292. ↑ China and Indonesia sign Jakarta - Bandung deal
293. ^ Ceremony launches construction of Jakarta - Bandung fast line
294. ^ Tehran - Mashhad electrification project launched
295. ^ Trains ordered for Tehran - Mashhad electrification project
296. ^ Tehran - Esfahan line should be TSI-compliant, RAI tells Chinese contractors
297. ^ Construction plan of the Kyūshū Shinkansen (section Nishi-Kyūshū) . Nagasaki Prefecture Website (Japanese)
298. ↑ ^{a b c d e f} Deutsche Bahn AG: Deutsche Bahn is the exclusive partner in a billion-dollar project in Qatar . Press release from November 22, 2009.
299. ↑ ^{a b} First tenders by April under $ 35bn Qatar rail programs
300. ^ High-speed railway delay
301. ^ Mahathir to scrap Malaysia-Singapore rail project. In: Bangkok Post. May 28, 2018, accessed September 2, 2018 . 
302. ↑ KL - Singapore HS tenders expected next year
303. ↑ Kuala Lumpur - Singapore high speed rail agreement signed
304. ↑ youtube.com
305. ^ NK Briefs. Retrieved February 6, 2017 . 
306. ↑ Message at 300 km / h to Mecca. In: Eisenbahn-Revue International . Edition May 2009, ISSN  1421-2811 , p. 252.
307. ↑ Hajj pilgrims take the metro to Makkah
308. ^ Spanish consortium wins Haramain High Speed ​​Rail contract
309. ↑ Vossloh to supply fastenings to Haramain high speed project (Railway Gazette November 28, 2013)
310. ^ Inaugural run on Haramain high speed line
311. ↑ 30-year railway master plan
312. ↑ ^{a b} CAF signs Saudi North-South Railway passenger train contract North-South Railway ETCS contract placed
313. ^ North-South passenger services to start next year North-South passenger services to start next year
314. ↑ Corporate communication Thales Germany : Through the desert with high-tech. In: Thales Network 2/2014 ( Memento of the original from July 31, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF file), p. 12f. 
315. ^ Saudi Railway Co launches first passenger services
316. ↑ Saudi Land Bridge to go ahead as state project
317. ^ Announcement Further TGV route for South Korea. In: Eisenbahn-Revue International . Issue 3, 1999, ISSN  1421-2811 , p. 45.
318. ↑ News update shortly. In: Eisenbahn-Revue International. Issue 11/1998, ISSN  1421-2811 , p. 492.
319. ↑ ^{a b} Honam high speed line signaling contract awarded
320. ^ President launches construction of Wonju - Gangneung line
321. ↑ Pavin Chachavalpongpun: A Sino-Japanese tug of war taking place in Thailand. In: Japan Times. January 15, 2018, accessed September 2, 2018 . 
322. ↑ Apornrath Phoonphongphiphat: Thailand rolls out red carpet for 500 Chinese companies. In: Nikkei Asian Review. August 24, 2018, accessed on September 2, 2018 . 
323. ↑ ^{a b c d e f} Thailand to build over 2,500-km high-speed railways in 20 years. In: Xinhua. March 30, 2018, accessed September 2, 2018 . 
324. ↑ High-speed rail linking 3 airports wins first nod. In: Bangkok Post. February 26, 2018, accessed September 2, 2018 . 
325. ↑ Thailand will put out construction tenders for the first, $ 5.5bn phase of its high-speed rail link with China in the fourth quarter of this year. In: Global Construction Review. June 25, 2018, accessed September 2, 2018 . 
326. ↑ mwi: Faster from Ankara to Istanbul. In: Eisenbahn-Revue 6/2009, p. 298.
327. ↑ railwaygazette.com
328. ↑ When does Karaman want Konya High Speed ​​Line Open? In: Raillynews. November 30, 2019, accessed April 20, 2020 . 
329. ↑ Bandırma Bursa Ayazma Osmaneli High Speed ​​Train Project Continues. In: Raillynews. December 17, 2019, accessed April 20, 2020 . 
330. ↑ Testing underway on Ankara - Siva's high speed line. In: Railway Gazette. March 9, 2020, accessed April 20, 2020 . 
331. ↑ "Work starts to rebuild Istanbul - Bulgaria main line"
332. ↑ EU to finance upgrading of turkeys european link in: Railway Gazette International
333. ^ Onur Uysal: Halkali - Kapikule high speed line. In: Rail Turkey En. November 5, 2018, accessed April 20, 2020 . 
334. ↑ ^{a b} Brisbane to Melbourne high speed study published . Railway Gazette International (online edition), August 10, 2011.
335. ↑ Australian high speed rail study published . Railway Gazette International (online edition), April 12, 2013.
336. ↑ infrastructure.gov.au ( Memento of the original from August 14, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Australian Government, Department of Infrastructure and Regional Development, High Speed ​​Rail, April 11, 2013. 
337. ↑ bze.org.au ( Memento of the original from January 6, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Beyond Zero Emissions, "HIGH-SPEED RAIL NETWORK $ 30 BILLION CHEAPER THAN FIRST THOUGHT: STUDY," December 2, 2013. 
338. ↑ ^{a b} Kevin Rudd plans route to high-speed rail link between Melbourne and Brisbane
339. ↑ High Speed ​​Rail Study - Phase 2 Report. (PDF; 42.4 MiB) Department of Infrastructure and Transport, April 11, 2013, accessed October 19, 2013 . 
340. ↑ smh.com.au Deputy Prime Minister Warren Truss gets high speed rail on track, Sydney Morning Herald, December 2, 2013.
341. ^ Canada proposes high-speed rail for Toronto, Montreal and Ottawa
342. ↑ Tendering starts for high speed line to Querétaro
343. ↑ High speed project canceled as economy worsens
344. ↑ Page no longer available , search in web archives: Mexico reviving travel by train
345. ↑ Announcement US billions for high-speed traffic. In: Eisenbahn-Revue International . Issue 12/2000, ISSN  1421-2811 , p. 544.
346. ↑ German high-speed technology for the USA? In: Die Bahn informs. ZDB -ID 2003143-9 , issue 2/1985, p. 10.
347. ^ Amtrak Releases Concept for 220 mph Train Along Northeast Corridor, AASHTO Journal ( October 7, 2010 memento in the Internet Archive ). Accessed October 10, 2010.
348. ↑ NY to DC, 96 mins., $ 117 billion , CNN Money, November 2nd 2010.
349. ^ A vision for High-Speed ​​Rail in the Northeast Corridor (PDF).
350. ^ Virginia and CSX agree passenger infrastructure investment . In: International Railway Review (IRJ) . tape 60 , no. 2 , February 2020, p. 7 .
351. ↑ News update shortly. In: Eisenbahn-Revue International , issue 3/2000, ISSN  1421-2811 , p. 134.
352. ^ Ohio Governor-elect: "That train is dead". In: Trains. November 5, 2010 (English). 
353. ^ University of Illinois High-Speed ​​Rail Study Released. (No longer available online.) Illinois Department of Transportation, September 27, 2013, archived from the original on September 10, 2015 ; accessed on February 22, 2016 . 
354. ↑ Florida abandons plans for express trains. In: Frankfurter Allgemeine Zeitung . No. 41, February 18, 2011, p. 18.
355. ↑ The French build US high-speed lines. In: Süddeutsche Zeitung . No. 123, May 31, 1991, ISSN  0174-4917 , p. 34.
356. ↑ ^{a b} With braked power into a new railway age. In: Süddeutsche Zeitung. No. 123, May 31, 1991, ISSN  0174-4917 , p. 64.
357. ↑ Robert Wilonsky: With $ 15 Mil From Feds, TxDOT Is Seeking Bids for Dallas-to-Houston High Speed Rail Study. In: Dallas Observer. November 1, 2011 (English). 
358. ^ ^{A b} Building the Texas high-speed train. 2019 (English). 
359. ^ Six-year US high speed rail program proposed . In: Railway Gazette International (online edition), February 9, 2011.
360. ↑ All Aboard Florida signaling contract awarded. In: International Railway Journal (IRJ). (English). 
361. ↑ Kevin Smith: Brightline targets Orlando - Tampa HSL . In: International Railway Journal . ( railjournal.com [accessed September 1, 2018]).
362. ↑ Paul Le Blond: IARO report 17.13 . 2013, p. 12 ( iaro.com [PDF; accessed April 10, 2020]).
363. ↑ Kim Slowey: California approves $ 3.2B bond for Virgin's $ 4.8B bullet train to Las Vegas. In: Construction Dive. November 6, 2019 . 
364. ↑ Raplh Vartabedian: Las Vegas high-speed train project, once stuck in low gear, is now moving forward. In: Los Angeles Times. March 25, 2020 (English). 
365. ↑ Brazil is investing ten billion euros in high-speed train system. News from September 10, 2008.
366. ^ Bad Economics Plague Brazil's High-Speed ​​Rail Plans