High-speed rail in Europe

File:High Speed Railroad Map of Europe.svg

Operational high-speed lines in Europe

File:Networks of Major High Speed Rail Operators in Europe.gif

Networks of major high-speed rail operators in Europe, 2019

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

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

File:European high speed train (860).jpg

A German ICE high-speed train at Copenhagen Central Station.

In 2007, a consortium of European Railway operators, Railteam, emerged to co-ordinate and boost cross-border high-speed rail travel. Developing a Trans-European high-speed rail network is a stated goal of the European Union, and most cross-border railway lines receive EU funding. Several countries — among them France, Spain, Italy, Germany, Austria, Belgium, the Netherlands, and the United Kingdom — are connected to a cross-border high-speed railway network. since 2025Template:Dated maintenance category (articles), Spain operates the largest high-speed rail network in Europe with and the second-largest in the world, trailing only China.

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

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

Early national high-speed rail networks

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

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Evolution of length of sections of lines designed for trains that can go faster than Template:Cvt, via the European Union, Union Internationale des Chemins de Fer

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Length of sections of lines designed for trains that can go faster than Template:Cvt by country, via the European Union, Union Internationale des Chemins de Fer

Italy

Early developments

File:Etr500.JPG

An ETR 500 train running on the Florence–Rome high-speed line near Arezzo, Italy, the first high-speed railway opened in Europe

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

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

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

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

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

Current network and projects

Line	Operating speed (max)	Length	Construction began	Construction completed or expected start of revenue services
Florence–Rome		Template:Cvt	1970	1992
Rome–Naples		Template:Cvt	1995	2005
Padua–Venice (Mestre)		Template:Cvt		2007
Naples-Salerno		Template:Cvt		2008
Milan–Bologna		Template:Cvt	2002	2008
Bologna–Florence		Template:Cvt	1992	2009
Turin–Milan		Template:Cvt		2009
Milan–Brescia		Template:Cvt	2012	2016
Brescia-Verona		Template:Cvt	2016	2026
Verona-Vicenza		Template:Cvt	2021	2026
Vicenza Crossing		Template:Cvt		2032
Vicenza-Padua		Template:Cvt	2024	2029
Brenner Base Tunnel		Template:Cvt	2006	2032
Turin-Lyon		Template:Cvt	2011	2030
Verona-Brenner		Template:Cvt	2021	2032
Milano-Genoa		Template:Cvt	2011	2026
Naples-Bari		Template:Cvt	2016	2027
Florence rail bypass	100 km/h (62 mph)	Template:Cvt	2023	2028
Palermo–Catania–Messina high-speed railway		Template:Cvt	2018	2029

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

	Bologna	Florence	Milan	Naples	Rome	Turin
Bologna	-	0:35	0:53	3:15 (3:35)	1:54 (2:03)	2:02
Florence	0:35	-	1:31	2:31 (2:51)	1:18 (1:45)	2:38
Milan	0:53	1:31	-	3:50 (4:18)	2:40 (3:08)	0:44 (1:00)
Naples	3:15 (3:35)	2:31 (2:51)	3:50 (4:18)	-	1:08	5:00 (5:25)
Rome	1:54 (2:35)	1:18 (1:45)	2:40 (3:08)	1:08	-	3:48
Turin	2:02	2:38	0:44 (1:00)	5:00 (5:25)	3:48	-

File:Italy TAV.png

Map of Italian high-speed and higher speed rail network

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

File:Frecciarossa 1000 No' 08.jpg

FS' Frecciarossa 1000 high speed train at Milano Centrale railway station, with a maximum speed of , is one of the fastest trains in Europe.

File:Frecciaargento 600 112.jpg

FS' ETR 600 high speed train at Venezia Santa Lucia railway station. Its design comes from Giorgetto Giugiaro.

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

File:FS ETR.500 pair, Firenze S.M.N. (1).JPG

A pair of FS' ETR 500 at Firenze Santa Maria Novella railway station. The version ETR 500 Y1 achieved on the Bologna-Florence line on 4 February 2009, a new world speed record in a tunnel.

File:Italo Evo in Venezia.jpg

Template:Ill Italo EVO (NTV) at Venezia Mestre railway station

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

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

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

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

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

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

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

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

France

File:Carte TGV.svg

High-speed rail in France and bordering countries

File:France TGV high speed trains.webm

Video footage of TGV, Thalys and Eurostar rushing past in France (2018)

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

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

Line	Connected cities/stations	Opened	Operating speed (max)
North corridor
LGV Nord	Paris-Nord · Péronne · Arras · Lille-Europe · Calais	1993
LGV Interconnexion Est	Aéroport Charles de Gaulle · Marne-la-Vallée–Chessy	1994
South-west corridor
LGV Atlantique	Paris-Montparnasse · Massy	1989
	Southern branch: Vendôme · Tours Western branch: Le Mans	1990
LGV Sud Europe Atlantique	Poitiers · Angoulême · Bordeaux-Saint-Jean	2017
LGV Bretagne-Pays de la Loire	Sablé-sur-Sarthe · Laval · Rennes	2017
South-east corridor
LGV Sud-Est	Paris-Lyon · Le Creusot · Mâcon · Lyon-Part-Dieu	1981
LGV Rhône-Alpes	Lyon-Saint-Exupéry · Valence	1992
LGV Méditerranée	Avignon · Aix-en-Provence · Marseille-Saint-Charles	2001
LGV Rhin-Rhône	Besançon · Belfort	2011
LGV Nîmes – Montpellier	Nîmes · Montpellier	2018
LGV Perpignan–Figueres	Perpignan · Figueres–Vilafant	2010
East corridor
LGV Est	Paris-Est · Bezannes · Les Trois-Domaines · Louvigny	2007
	Vendenheim · Strasbourg-Ville	2016
Future lines
Line and length	Construction began	Construction completed or expected start of revenue services	Operating speed (max)
LGV Bordeaux-Toulouse Template:Cvt	2024	2030
Template:Ill Template:Cvt	Unknown	~ 2032
LGV Montpellier-Perpignan Template:Cvt	2030	2035	Unknown
Lyon-Turin Template:Cvt	2007	2032

Germany

File:ICE Network.png

ICE network

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

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

Line	Operating speed (max)	Length	Construction began	Construction completed or expected start of revenue services
Hanover–Würzburg high-speed railway	Template:Ubl	Template:Cvt	1973	1991
Mannheim–Stuttgart high-speed railway		Template:Cvt	1976	1991
Hanover–Berlin high-speed railway	Template:Ubl	Template:Cvt	1992	1998
Cologne–Frankfurt high-speed rail line	Template:Ubl	Template:Cvt	1995	2002
Cologne–Aachen high-speed railway		Template:Cvt	1997	2002
Nuremberg–Munich high-speed railway		Template:Cvt	1998	2006–2013
Nuremberg–Erfurt high-speed railway		Template:Cvt	1996	2017
Erfurt–Leipzig/Halle high-speed railway	Template:Ubl	Template:Cvt	1987	2015
Karlsruhe–Basel high-speed railway		Template:Cvt	1987	1993–2031
Stuttgart–Wendlingen high-speed railway		Template:Cvt	2012	2025 (expected)
Wendlingen–Ulm high-speed railway		Template:Cvt	2012	2022

United Kingdom

Early developments

File:43104 in Hull station.jpg

An InterCity 125 train at Hull Paragon in 1982. The InterCity 125 is the world's fastest diesel train.

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

File:395 St Pancras International to St Pancras International 1L36 at Hothfield.jpg

British Rail Class 395 high-speed train in Kent

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

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

File:E320 Eurostar nearest the camera, older Alsthom stock behind at St Pancras.jpg

Eurostar high speed trains at St Pancras Station

Current network and projects

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

New dedicated high-speed lines have an operating speed of more than :

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

Like other European countries, the strongest reasons for new high-speed lines are to relieve congestion on the existing network and create extra capacity.

Line	Operating speed (max)	Length	Construction began	Construction completed or expected start of revenue services
High Speed 1		Template:Cvt	1998	2007
High Speed 2	Template:Ubl	Template:Cvt	2017	2029 to 2033
East Coast Main Line		Template:Cvt	1840s	1850
Great Western Main Line		Template:Cvt	1830s	1841
Midland Main Line		Template:Cvt	1830s	1839
Cross Country Route (Birmingham - Derby)		Template:Cvt	1836	1839
West Coast Main Line		Template:Cvt	1830s	1837

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

Spain

File:HighSpeedSpain.svg

The Spanish high-speed rail network, the longest in Europe

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

Early developments

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

The AVE service

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

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

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

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

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

Current network and projects

The total length of lines is Template:Cvt as of 2023, with long-term plans to expand it up to Template:Cvt. Several new high-speed lines are under construction with a design speed of , and several old lines are being upgraded to allow passenger trains to operate at .

Line	Operating speed (max)	Length	Construction began	Construction completed or expected start of revenue services
Madrid–Seville high-speed rail line		Template:Cvt	1989	1992
L.A.V. Madrid-Toledo	Template:Cvt	Template:Cvt	2003	2005
L.A.V. Córdoba–Málaga		Template:Cvt	2001	2007
L.A.V. Madrid–Valladolid		Template:Cvt	2001	2007
Madrid–Barcelona high-speed rail line		Template:Cvt	1995	2008
L.A.V. Madrid–Valencia		Template:Cvt	2004	2010
L.A.V. Albacete–Alicante		Template:Cvt	Unknown	2013
L.A.V. Barcelona – France–Spain border		Template:Cvt	2004	2013
Atlantic Axis high-speed rail line		Template:Cvt	2001	2015
L.A.V. Valladolid–León		Template:Cvt	2009	2015
L.A.V. Valencia–Castellón		Template:Cvt	Unknown	2018
L.A.V. Palencia–Burgos		Template:Cvt	2009	2022
L.A.V. Seville–Cádiz		Template:Cvt	2001	2015
L.A.V. Antequera–Granada		Template:Cvt	2006	2019
L.A.V. León–Pola de Lena		Template:Cvt	2009	2023
L.A.V. Olmedo–Zamora-Galicia		Template:Cvt	2004	2021
L.A.V. Murcia–Almería		Template:Cvt	Unknown	2026
Template:Ill: Burgos–Vitoria-Gasteiz		Template:Cvt	2009	2025
Basque Y		Template:Cvt	2006	2028
Template:Ill: Andalusia–Murcia–Valencia–Catalonia–French border		+	2004	2013–2025
Madrid–(Cáceres–Mérida–Badajoz)–Portuguese border	Template:Cvt	Template:Cvt	2008	2030
Template:Ill: Madrid–Jaén		Unknown	2015	Unknown
L.A.V. Madrid–Santander (Template:Ill)	Unknown	Unknown	Unknown	2025
Madrid Atocha–Madrid Chamartín	Template:Cvt	Template:Cvt	Unknown	2022

File:Avlo en Miraflores (51070652803).jpg

A Renfe Class 102 refurbished for Avlo services

Three companies have built or will build trains for the Spanish high-speed railway network: Spanish Talgo, French Alstom and German Siemens AG. Bombardier Transportation is a partner in both the Talgo-led and the Siemens-led consortium. France will eventually build 25 kV TGV lines all the way to the Spanish border (there is now a gap between Nîmes and Perpignan), but multi-voltage trains will still be needed, as trains travelling to Paris need to travel the last few kilometres on 1.5 kV lines. To this end, Renfe decided to convert 10 existing AVE S100 trains to operate at this voltage (as well as the French signalling systems), which will cost €30,000,000 instead of the previously expected €270,000,000 for new trains.

The network eventually opened to operators other than Renfe, and the SNCF-owned low-cost brand Ouigo España began to serve the Madrid–Barcelona route on 10 May 2021. To complement its higher-end AVE trains, Renfe launched a no-frills service called Avlo on 23 June 2021. Iryo, operated by the ILSA joint venture between Air Nostrum and Trenitalia, began operation in late 2022, making Spain the first country in Europe with three competing operators of high-speed trains.

Integration of European high-speed rail network

The Trans-European high-speed rail network is one of a number of the European Union's Trans-European transport networks. It was defined by the Council Directive 96/48/EC of 23 July 1996.

The aim of this EU Directive is to achieve the interoperability of the European high-speed train network at the various stages of its design, construction and operation.

The network is defined as a system consisting of a set of infrastructures, fixed installations, logistic equipment and rolling stock.

On 5 June 2010, the European Commissioner for Transport signed a Memorandum of Understanding with France and Spain concerning a new high-speed rail line across the Pyrenees to become the first link between the high-speed lines of the two countries. Furthermore, high-speed lines between Helsinki and Berlin (Rail Baltica), and between Lyon and Budapest, were promoted.

Cross-border infrastructure and passenger services

Belgium

File:Réseau grande vitesse Belgique.svg

High-speed rail network in Belgium

Belgium's rail network is served by three high-speed train operators: Eurostar, ICE and TGV trains. All of them serve Brussels South station, Belgium's largest railway station. Thalys trains, which are a variant of the French TGV, operate between Belgium, Germany (Dortmund), the Netherlands (Amsterdam) and France (Paris). Since 2007, Eurostar has connected Brussels to London St Pancras, before which, trains connected to London Waterloo. The German ICE operates between Brussels, Liège and Frankfurt.

The HSL 1 is a Belgian high-speed railway line which connects Brussels with the French border. Template:Cvt long (Template:Cvt dedicated high-speed tracks, Template:Cvt modernised lines), it began service on 14 December 1997. The line has appreciably shortened rail journeys, the journey from Paris to Brussels now taking 1:22. In combination with the LGV Nord, it has also affected international journeys to France and London, ensuring high-speed through-running by Eurostar, TGV, Thalys PBA and Thalys PBKA trainsets. The total construction cost was €1.42 billion.

The HSL 2 is a Belgian high-speed rail line between Brussels and Liège, Template:Cvt long (Template:Cvt dedicated high-speed tracks between Leuven and Ans, Template:Cvt modernised lines between Brussels and Leuven and between Ans and Liège) it began service on 15 December 2002. Its extension to the German border (the HSL 3) is now in use, the combined high-speed line greatly accelerates journeys between Brussels, Paris and Germany. HSL 2 is used by Thalys and ICE trains as well as fast internal InterCity services.

The HSL 3 is a Belgian high-speed railway line which connects Liège to the German border. Template:Cvt long (Template:Cvt dedicated high-speed tracks, Template:Cvt modernised lines), it began service on 13 December 2009. HSL 3 is used by international Thalys and ICE trains only, as opposed to HSL 2 which is also used for fast internal InterCity services.

The HSL 4 is a Belgian high-speed railway line which connects Brussels to the Dutch border. Template:Cvt long (Template:Cvt dedicated high-speed tracks, Template:Cvt modernised lines). HSL 4 is used by Thalys trains since 13 December 2009 and it will be used starting 2010 by fast internal InterCity trains. Between Brussels and Antwerp (Template:Cvt), trains travel at on the upgraded existing line (with the exception of a few segments where a speed limit of is imposed). At the E19/A12 motorway junction, trains leave the regular line to run on new dedicated high-speed tracks to the Dutch border (Template:Cvt) at .

The completion of the Channel Tunnel rail link (High Speed 1) and the completion of the lines from Brussels to Amsterdam and Cologne led to news reports in November 2007 that both Eurostar and Deutsche Bahn were pursuing direct services from London to Amsterdam and Cologne. Both journeys would be under 4 hours, the length generally considered competitive with air travel.

The 25N line (Schaerbeek–Mechelen) opened in 2012–2018 is designed for speeds up to , but is limited to until another existing line Mechelen-Antwerp will be upgraded. It's unknown when it will happen.

Netherlands

File:Hslbenelux.png

HSL-Zuid, connected to Antwerp with the HSL 4

HSL-Zuid (Template:Langx, Template:Langx) is a Template:Cvt high-speed line in the Netherlands. Using existing tracks from Amsterdam Centraal to Schiphol Airport, the dedicated high-speed line begins here and continues to Rotterdam Centraal and to the Belgian border. Here, it connects to the HSL 4, terminating at Antwerpen-Centraal. Den Haag Centraal (The Hague) and Breda are connected to the high-speed line by conventional railway lines. Services on the HSL-Zuid began on 7 September 2009. It is being served by Thalys trains from Amsterdam to Brussels and Paris, Eurostar trains to Brussels and London, Eurocity and Eurocity Direct services from Amsterdam to Brussels also Eurocity services only go up to Rotterdam and domestic Intercity Direct Services.

HSL-Oost was planned, but was put on hiatus. It would connect Amsterdam Centraal via Utrecht Centraal and Arnhem to Germany. The existing line from Amsterdam to Utrecht is four-tracked. Two tracks out of four are capable of Template:Cvt, but the available voltage is not high enough. The line is planned to be re-electrified to 25 kV AC.

In the north, a new line called Lelylijn is under study between Lelystad and Groningen, with operating speed up to Template:Cvt. This line would, along with other measures on the Amsterdam - Copenhagen corridor, allow to reduce the traveling time between these two cities down to 4h 30mn.

Paris to Frankfurt

Admission of ICE trains onto French LGVs was applied for in 2001, and trial runs were completed in 2005. In June 2007, the LGV Est from Paris to the middle of the Lorraine region of France was opened. For the first time, high-speed services over the Franco-German border were offered. SNCF operates the TGV service between Paris and Stuttgart via Strasbourg and a daily return journey from Paris to Frankfurt via Saarbrücken, while ICE trains operate the remaining Paris to Frankfurt.

Frankfurt to Marseille

After the inauguration of the LGV Rhin-Rhône in 2011 a daily high-speed TGV service has been introduced between Frankfurt Hbf and Marseille St. Charles via Strasbourg, Mulhouse, Lyon and Valence with a total travel time under 8h.

Channel Tunnel

The construction of the Channel Tunnel, completed in 1994, provided the impetus for the first cross-border high-speed rail line. In 1993, the LGV Nord, which connects Paris to the Belgian border and the Channel Tunnel via Lille, was opened. Initial travel times through the tunnel from London to Paris and Brussels were about 3 hours. In 1997, a dedicated high-speed line to Brussels, HSL 1, was opened. In 2007, High Speed 1, the Channel Tunnel Rail Link to London, was completed after a partial opening in 2003. All three lines were built to the French LGV standards, including electrification at 25 kV. The Channel tunnel itself is geometrically achievable to provide speed, but it is limited to . In the 1990s it was claimed that such speed restriction is temporary.

London to Paris and Brussels

Passenger trains built to specific safety standards are operated by Eurostar through the Channel Tunnel. Direct trains now travel from London St Pancras to Paris in 2h15, and to Brussels in 1h51. On 1 May 2015 Eurostar introduced a weekly service from London to Lyon, Avignon and Marseille. Thalys high-speed international trains serve the Paris to Brussels corridor, which is now covered in 1h20. Additional Thalys services extend to Amsterdam and Cologne in addition to Belgian cities.

London to Amsterdam and Germany

Both Deutsche Bahn (DB) and Eurostar have announced plans for direct services from London to new continental destinations in the Netherlands and Germany. DB have not set a date for any new service to begin, although the company did at one point hope to introduce a five-hour service to Frankfurt by 2017. A four times daily direct Eurostar service between London St Pancras and Amsterdam started running on 4 April 2018. The German manufacturer Siemens has designed trainsets to meet the strict safety standards of Channel Tunnel operation.

Spanish-French border

A section of the Perpignan–Barcelona high-speed rail line across the Spanish-French border opened in January 2013. The line includes the new Perthus Tunnel under the Pyrenees and permits high-speed rail services between Spain and France. Since 15 December 2013 the French SNCF operates a TGV service between Paris and Barcelona and the Spanish AVE offers direct Madrid–Marseille, Barcelona–Lyon and Barcelona–Toulouse high-speed services. The journey time for the TGV Paris–Barcelona service is now 6h 25min. A 60 kilometer Nîmes–Montpellier bypass is under construction and will chop 20 minutes off travel times from Barcelona to Lyon and beyond. There is on the other hand currently no funding for the missing segment of high-speed line between Montpellier and Perpignan, which would cut journey times between the two countries by an additional hour.

Another high-speed rail link connecting the two countries is planned via Irun/Hendaye, but is not currently funded.

Crossing the Alps

The north–south axis has been improved by the Swiss NRLA project already in 2007 with the Lötschberg Base Tunnel and in 2016 with the currently world's longest railway tunnel, the Gotthard Base Tunnel.

Further international links between Italy and France, Switzerland, Austria and Slovenia are under way. These links all incorporate extensive new tunnelling under the Alps. European Union funding has already been approved for the Turin–Lyon high-speed railway, which will connect the TGV and TAV networks, and for a link with Slovenia. In Slovenia, Pendolino-based trainsets are operated by Slovenian Railways as the InterCitySlovenija. Trains connect the capital Ljubljana with Maribor and also with Koper in the summer months. One unit operated as EC Casanova on the line Ljubljana–Venice, but this service was discontinued in April 2008.

Between Austria and Italy, the Brenner Base Tunnel is being constructed to upgrade the Berlin–Palermo railway axis.

Future projects adjacent to existing high-speed services

Magistrale for Europe

File:Magistrale for Europe.gif

Planned high-speed rail link Paris – Bratislava

The Magistrale for Europe (MoE) is an initiative to promote railway expansion between Paris and Bratislava/Budapest, passing Strasbourg and Munich. Founded in 1990, the initiative is supported by numerous cities and regions along the line. Several railway projects, such as the LGV Est and Rastatt tunnel, have been promoted through the initiative.

Paris–Berlin

A new high-speed train linking Paris and Berlin is expected to be launched in December 2024. It will run between Berlin Hauptbahnhof and Paris Gare de L’Est, stopping in Strasbourg, Karlsruhe, and Frankfurt Süd, and will take about eight hours. The operators of the route will be SNCF and Deutsche Bahn.

Austria

The Western Railway between the capital Vienna and Salzburg is being upgraded. Most new sections have a continuous maximum design speed of . German and Austrian ICE trains operate at a maximum speed of , as do Austrian locomotive-hauled trains (called railjet) which were launched in 2008.

The Brenner Base Tunnel under construction will allow speeds of up to . The first part of the New Lower Inn Valley railway was opened in December 2012 as part of an upgrade of the line connecting the future Brenner Base Tunnel and southern Germany, which is being upgraded from two tracks to four and to a maximum design speed of . The section is also part of the Berlin–Palermo railway axis.

The Koralm Railway, the first entirely new railway line in the Second Austrian Republic has been under construction since 2006. It includes a new tunnel (the Koralm Tunnel) connecting the cities of Klagenfurt and Graz. Primarily built for intermodal freight transport, it will also be used by passenger trains travelling at up to . The time taken to travel from Klagenfurt to Graz will be reduced from three hours to one hour. The Koralmbahn is expected to be operational by 2025.

Line	Maximum speed	Length	Construction began	Service started
Western Railway (Vienna - Attnang-Puchheim)	200/230 km/h (per sections)		Unknown (past)	1990 (Linz - Wels) to 2016 (Ybbs - Amstetten)
New Lower Inn Valley railway (Kundl - Baumkirchen)	220 km/h		Unknown (past)	9 December 2012
Marchegger Eastern railway (upgrade Vienna Stadlau - Slovakian border)	200 km/h	38 km	Unknown (past)	2025 (expected)
Pottendorfer line (upgrade & new Vienna Inzersdorf Ort - Wr. Neustadt)	200 km/h	47 km	Unknown (past)	2024 (expected)
Koralm Railway (Graz - Klagenfurt)	250 km/h		2001	2025 (expected)
Semmering Base Tunnel (Gloggnitz - Mürzzuschlag)	230 km/h		2012	2030 (expected)
Brenner Base Tunnel & its Austrian access (Volders-Baumkirchen - Italian border)	250 km/h	46 km	Summer 2006	2032 (expected)
North Railway (upgrade Gänserndorf - Břeclav, Czech Republic)	200 km/h	47 km	2024 (expected)	2030 (expected)
Western Railway (new line Köstendorf - Salzburg)	250 km/h		2025/2026 (expected)	2040 (expected)
New Lower Inn Valley railway (Kundl - Brannenburg, Germany)	230 km/h		Unknown (future)	Unknown (future)

Switzerland

File:GBT north.jpg

SBB EuroCity entering the Gotthard Base Tunnel

The French-Swiss co-operation TGV Lyria and German ICE lines extend into Switzerland, but given the dense rail traffic and the often difficult terrain, they do not attain speeds higher than (ICE3) or (TGV, ICE1, ICE2). The fastest Swiss train is the SBB RABe 501 also named Giruno. It is operated by the Swiss Federal Railways since May 2016. They can reach higher speeds than conventional trains on the curve-intensive Swiss network; however, the top speed of can only be reached on high-speed lines. The former Cisalpino consortium owned by the Swiss Federal Railways and Trenitalia used Pendolino tilting trains on two of its international lines. These trains are now operated by the Swiss Federal Railways and Trenitalia.

To address transalpine freight and passenger bottlenecks on its roads and railways, Switzerland launched the Rail2000 and NRLA projects.

Line	Max speed	Operating speed (max)	Length	Construction began	Construction completed or start of revenue services
Mattstetten–Rothrist new line			45 km	1996	2004
Solothurn-Wanzwil new line	Template:Ubl	Template:Ubl	12 km	?	2004
Lötschberg Base Tunnel			35 km	1994	2007
Gotthard Base Tunnel	Template:Ubl	Template:Ubl	57 km	1999	2016
Ceneri Base Tunnel	Template:Ubl	Template:Ubl	15 km	2006	2020

Nordic countries

Denmark

File:Danish rail network approved lines.svg

Current completed and approved high-speed lines set to be built or upgraded in Denmark

Denmark is currently building two high-speed corridors: an international corridor linking Sweden to Germany through Copenhagen South, and a national corridor aiming to reduce travel times between the five biggest cities to less than one hour.

Denmark's two biggest cities, Copenhagen and Aarhus, are about apart. There is a political target to reach a two-hour traveling time between them, and is set as a target speed. Some parts are planned to be rerouted because the present railway is too curvy. These new sections are to designed for at least .

The top speed of some small sections of the main lines is , but trains quickly pass through these and return to slower sections around . Most parts of the rail network are unelectrified – thus slowing acceleration and top speed. Since 2007 it has been common practice for the infrastructure provider Banedanmark to pad the timetables with extra time to a near European record, so that trains only use the top speeds to make up for lost time. Some of the rolling stock running on the Danish rail network is capable of reaching , the SJ 2000 and the IC4 (the IC4 is only allowed up to 180 km/h or 112 mph in regular operation).

Denmark's signalling system, which contains numerous obsolete components, is being replaced with ERTMS 2, to be finished in 2034. This is a requirement for speeds higher than .

The railway line from Ringsted towards the future Fehmarn Belt Fixed Link was upgraded to a double-tracked line in 2021. Once the fixed link project is completed, Denmark will be able to link the Swedish high-speed lines with the rest of the European high-speed rail network. As Germany is electrifying and upgrading the Lübeck–Puttgarden railway from the current limit of between to , the only non-highspeed section will be Lübeck–Hamburg.

In 2013 the Danish Government (consisting of the parties: the Social Democrats, the Danish Social Liberal Party and the Socialist People's Party) along with the supporting party Red–Green Alliance and the opposition party Danish People's Party entered an ambitious political agreement on the infrastructure project called "The Train Fund DK". The main component of the agreement is to raise taxes on the oil companies operating in the Danish parts of the North Sea in order to raise 2,8 billion pounds earmarked for railway upgrades. The first priority is to reduce the travel time between Denmark's two biggest cities, Copenhagen and Aarhus to two hours. This includes upgrading all main lines to handle speeds up to and building three new high-speed lines with speeds up to , which later can be upgraded to . Furthermore, all main lines and many regional lines will be electrified.

Line	Operating speed	Length	Construction began	Start of revenue services
Øresund fixed link			1995	2000
Copenhagen–Ringsted Line	(currently )		2011	June 2019 at ; upgrade to expected in 2023
Ringsted–Fehmarn (part of Vogelfluglinie)			2013	Expected 2029

Finland

File:Finnish railroad network speeds 2019.png

Running speeds on the Finnish railway network

In Finland the national railway company VR operates tilting Alstom Pendolino trains. The trains reach their maximum speed of in regular operation on a route between Kerava and Lahti. This portion of track was opened in 2006. The trains can run at on a longer route between Helsinki and Seinäjoki and peak at that speed between Helsinki and Turku. The main railway line between Helsinki and Oulu is being upgraded between Seinäjoki and Oulu to allow for trains to run at speeds between . Other parts of the Finnish railway network are limited to lower speed.

Between 2007 and 2010 the Russian line from the Finnish border to Saint Petersburg was electrified and improved to allow higher running speeds. The Finnish line (Riihimäki – Saint Petersburg Railway) was also upgraded where needed, mostly to . In 2010, a new service called Allegro started between Helsinki and Saint Petersburg, using the improved network. The service has a journey time of 3½ hours. It utilizes a new Pendolino model, supporting both Finnish and Russian standards. Four new trains have been delivered, with a top speed of . As of 2022, the service is on hold, a consequence of the 2022 Russian invasion of Ukraine.

The planned Helsinki–Turku high-speed railway featuring new track from Espoo to Salo would be capable of maximum speeds of , making this the fastest railway in Finland once built.

Line	Speed	Length	Construction began	Start of revenue services
ELSA-rata (Espoo-Salo Railway)			Planned	2031

Iceland

A long railway, the first in Iceland, has been proposedTemplate:Category handlerTemplate:Category handler to link Keflavík International Airport to the capital city of Reykjavík in order to relieve one of the country's busiest roads. The railway would accommodate high-speed trains of up to , with an average speed of , which would enable the distance to be travelled within just 18 minutes. As of 2024, the project had not advanced beyond the proposal stage.

Compared to widening the road, it would be more expensive (in the context of the country's relatively small economy), more environmentally destructive, and probably more vulnerable to adverse weather conditions.

Proposal for a Keflavík–Reykjavík line

Line	Speed	Length	Construction began	Start of revenue services
Reykjavik—Airport Rail Link			Proposed	Unknown

Norway

File:Flytoget Oslo S.jpg

The Flytoget at Oslo station, Norway

Norway has several high speed stretches radiating from Oslo. These have speeds ranging from . Several new railroad stretches are under construction and the complete Intercity triangle from Oslo will be finished by 2030.

Norway's only high-speed line is the Gardermobanen (The Gardermoen Railway), which links Oslo Airport (OSL) with the metropolitan areas of Oslo. Here the Flytoget (the Airport Express Train) and some of the NSB (Norwegian State Railways) trains operate at speeds of up to . Gardermobanen contributes to give rail transport a relatively high market share. Almost 38% of the OSL passengers come by train, about 21% by bus, and about 40% by car.

Some more new high-speed lines are planned to be built in the Oslo region, during the 2010 and 2020 decades. Today, however, only small parts of Norway's rail network permit speeds faster than .

There is a political climate for building more high-speed railway services in Norway, including long-distance lines from Oslo to Trondheim, Bergen, Stavanger and Gothenburg. They are assumed to be dedicated single-track high-speed railways having up to . This is still at the feasibility planning stages.

The Norwegian government is examining five lines radiating out from Oslo to Bergen, Kristiansand/Stavanger, Trondheim, Gothenburg, and Stockholm. A sixth line would be a coastal line between Bergen, Haugesund and Stavanger. At least two investigations on cost and benefit have been made. A more indepth analysis covering route analysis of the 6 lines will be made on order by the Norwegian government beginning late 2010.

The closest from Oslo on each of these lines have good potential for regional trains (except towards Stockholm). Upgrade and new construction to high-speed standard have to some extent already taken place like for Gardermobanen. More is being built and is planned, but with the present ambition it will take decades to have high-speed standard the closest from Oslo on all these lines. The ambition is to some day have or more to Halden, Skien, Hønefoss and Hamar. These projects have higher priority than the long-distance projects. They are also preconditions for the long-distance projects, since they will be used by long-distance trains.

Line	Presently permitted Speed	Planned speed	Length	Construction began	Start of revenue services
Tønsberg–Drammen				1993	2001–≈2025
Larvik–Porsgrunn					2018
Oslo–Hamar				1994	1997–≈2027
Oslo–Ski				2020	11 December 2022

There are (as of 2024) no trains operating in Norway capable of over 210 km/h, and the signalling system does not allow more. Some of the lines are built for easy upgrade to 250 km/h when signalling system and other technical demands are fulfilled. New trains are needed to achieve this speed.

Sweden

Newly built lines such as the West Coast Line, the Svealand line and the Bothnia line of the network can be relatively easily upgraded to . This requires new signaling system, new trains and perhaps other minor efforts. The old main lines are difficult to upgrade due costs for increasing the bearing of the track. Most bridges and long sections of the main lines need to be rebuilt to allow .

There are investigations regarding high-speed trains in Sweden, and to evaluate if the Western and Southern Mainline should be upgraded to or if a whole new network of high-speed railway for should be built between Stockholm–Linköping–Jönköping–Gothenburg and between Jönköping–Malmö–Copenhagen. The plan is to ease the situation on the existing railways that are relatively congested, combined with better travel times between both the largest three cities in Sweden, as well as fast regional trains between the cities along the routes (which today in many cases have no or slow railways).

An informal date suggestion by the Banverket is operation by year 2030. For two parts (Södertälje–Linköping and Mölnlycke–Bollebygd) detailed planning is done, and they are expected to have construction start by around 2017 and be in operation by around 2025.

Many of the newly built railway lines in Sweden are adapted for speeds up to , such as Botniabanan, Grödingebanan, Mälarbanan, Svealandsbanan, Västkustbanan, and Vänernbanan. The problem that is slowing down high-speed rail in Sweden is the present signaling system (ATC), which does not allow speeds over . It can be upgraded, but it will not be done since it shall be replaced by the European signaling system ERTMS level 2 on major lines in the near future, allowing high speeds up to . ERTMS level 2 has been installed and is being tried out on Botniabanan, and that railway allows , although no passenger train goes above for now. The train set X55-Regina has been delivered to the rail company SJ with the max speed of but with the option to upgrade the EMU to when possible. These trains haven't got increased speed as of 2022, but SJ has in 2022 ordered new Zefiro trains which shall be able to go in 250 kph. Also the mix with freight trains slow down the practical speed.

There are five major high-speed projects proposed in Sweden with speeds between .

• The North Bothnia Line (Norrbotniabanan): Umeå–Luleå, is a future major rail project that will be built for with mixed passenger and freight traffic in northern Sweden, mainly to relieve the highly congested and old single track Main Line Through Upper Norrland increase freight traffic, and greatly speed up passenger traffic along the coast.
• The East Link (Ostlänken): Järna–Linköping, which would relieve the congested and slow conventional main lines on the stretch Järna-Linköping, Södra stambanan.
• The Gothia line (Götalandsbanan): Gothenburg–Borås–Jönköping–Linköping, connecting to Ostlänken. It would reduce travel time Gothenburg-Stockholm from 3.05 h to 2h, and much improve some regional travel times.
• The Europe Line (Europabanan): Jönköping–Hässleholm and Helsingborg. The discussed extension to Helsingør (Tunnel under Øresund) and Copenhagen, is now (2016) unlikely due to Danish resistance.
• Hässleholm–Lund. The existing line is fairly fast at around 160 kph, but congested with mix of local and high-speed trains. A new parallel high-speed railway between these cities is planned in detail.

The three first listed and the last, but not Europabanan, have been prospected by Trafikverket. In several cases the detailed alignment have been decided. The Swedish Conservative government 2006–2014 showed little interest in major railway projects. But the socialist/environmentalist government has from 2014 started further negotiations on stations and other alignment. There is plan to start building Gothenburg–Borås and Ostlänken in 2019. The other railways are expected to be built some years after. As of 2022 there is no decision. A problem is that cost has been increasing a lot.

With the 2022 elections, the centre-left Andersson cabinet lost its majority, leading to the formation of a centre-right Swedish government. Consequently, the main high-speed rail projects in southern and central Sweden were cancelled.

Since then, the statuses of the major expansion projects are as follows:

Line	Speed	Length	Construction began	Expected start of revenue services
The North Bothnia Line Norrbotniabanan		270 km	August 2018 (Umeå–Dåva section)	2024 (the rest after 2030)
The West Link Västlänken		6 km	May 2018	2026
The East Link Ostlänken		160 km	2023–2024 (estimated)	2033–2035
Southeast Link Sydostlänken		60 km	2028–2033 (possible)	?
Gothenburg–Borås Double Tracks	?	60 km	Not yet been decided
Hässleholm–Lund Four Tracks	?	60 km	Not yet been decided

South-east

Turkey

File:TCDD Network Map 2023.svg

Turkish HSR Network: High-speed rail lines in service, those under construction, and those in the planning stages

Turkey started building high-speed rail lines in 2003 aiming a double-track high-speed rail network through the country allowing a maximum speed of Only the planned line between Istanbul, Edirne and Kapıkule is situated in the European part of the country.

The first line that was built aimed to connect Istanbul to Ankara (via Eskişehir) reducing the travel time from 6–7 hours to 3.5 hours. The Eskişehir-Ankara line started operating regular services on 14 March 2009 with a maximum speed of , being the first High Speed Rail Service in Turkey making the Turkish State Railways the 6th European national rail company to offer HSR services (although these are situated in the Asian part of the country). The Eskişehir-Istanbul(Pendik) line is inaugurated in 2014 and the line extended to Halkalı in European side with Marmaray project via Marmaray Tunnel on 12 March 2019.

The Ankara–Konya line construction began in 2006 and inaugurated in 2011. The travel time was cut to 70 minutes on this route. The Konya–Karaman route also began construction in 2016 and was inaugurated in February 2021. The construction of the Ankara–Kırıkkale–Yozgat–Sivas line began in February 2009 and inaugurated on 26 April 2023. The travel time between Ankara and Sivas is cut from 12 hours to 2.5 hours. Several other HSR line projects between major cities such as Ankara–Afyon–Uşak–İzmir, Ankara–Kayseri, Bilecik–Bursa–Bandırma, Istanbul–Edirne–Kapıkule (Bulgarian border), Karaman–Ulukışla and Mersin–Adana–Osmaniye –Gaziantep lines are in construction phase. In addition Eskişehir–Afyon–Antalya, Sivas–Erzincan and Aksaray–Ulukışla–Yenice lines are planned to be built in the coming years. The Antalya–Alanya–Konya and Erzincan–Erzurum–Kars lines are also in planning phase.

The first 12 high-speed trainsets are ordered from CAF company, Spain. Several new trainsets from Siemens were also bought for the Ankara-Konya line, now operating in all HSR lines in Turkey.

Line	Speed	Length	Construction began	Start of revenue services
Operational
Ankara–Istanbul - Phase I (Ankara-Eskisehir)		Template:Cvt	2003	March 2009
Ankara–Istanbul - Phase II (Eskisehir-Istanbul)		Template:Cvt	2003	2014
Ankara–Konya		Template:Cvt	2006	April 2011
Ankara–Sivas		Template:Cvt	2009	April 2023
Konya–Karaman		Template:Cvt	2009	2021
Under construction
Bandırma–Bursa–Osmaneli			2012	expected 2025 (Osmaneli to Bursa) 2028 (Bursa to Bandırma)
Ankara (Polatlı)–İzmir		Template:Cvt	2012	expected 2027 (Ankara to Afyonkarahisar) 2028 (AfyonKarahisar to İzmir)
Karaman–Ulukışla			2016	expected 2026
Mersin–Yenice-Adana–Gaziantep		Template:Cvt	2020	expected 2027
Istanbul (Halkalı)–Kapıkule (Bulgarian border)		Template:Cvt	2019	expected 2025 (Çerkezköy to Kapıkule) 2028 (Halkalı to Çerkezköy)
Yerköy–Kayseri		Template:Cvt	2023	expected 2028
Kırıkkale–Çorum-Samsun - Phase I (Kırıkkale Delice–Çorum)		Template:Cvt	2024	expected 2028
Ankara–Istanbul - Unfinished sections		Template:Cvt	2003	expected 2028
Sivas–Erzincan - Phase I (Sivas- Zara)		Template:Cvt	2023	expected 2028
Project development completed / planning phase
Ankara–Istanbul - Super High Speed		Template:Cvt
Gebze–Yavuz Sultan Selim Bridge-Çatalca - North Marmara		Template:Cvt
Kırıkkale–Çorum-Samsun - Phase II (Çorum-Samsun)		Template:Cvt
Aksaray–Ulukışla-Yenice		Template:Cvt
Gaziantep–Şanlıurfa		Template:Cvt
Şanlıurfa–Mardin		Template:Cvt
Sivas– Çetinkaya-Malatya		Template:Cvt

Greece

Development of a modern rail network for Greece has been a major goal since the 1990s. In 1996, construction of what is currently known as the P.A.Th.E./P. was given the go-ahead. The line, which should have opened by 2004, would link Patras, Athens, Thessaloniki and the Greece–North Macedonia and Greece–Bulgaria borders in Idomeni and Promachonas respectively. The project faced lack of funding and construction difficulties. The Athens-Thessaloniki section has been upgraded with the aim to reduce the travel time by three hours. However, signalling and safety issues remain unresolved, as it was manifested by the rail disaster of 28 February 2023 at Tempi. The target to reach a travel time of 3 hours 20 minutes has not been attained yet and it remains unknown when trains will reach high speeds.

Line	Speed	Length	Construction began	Expected start of revenue services
Patras–Athens–Thessaloniki–borders with Republic of North Macedonia & Bulgaria		approx. Template:Cvt	1994	2022 (parts already in operation)

Romania

November 2007, Romania and Hungary agreed to build a high-speed line between their capital cities Budapest and Bucharest which would be a part of a larger transportation corridor Paris-Vienna-Budapest-Bucharest-Constanța. since 2023Template:Dated maintenance category (articles), the railway from Bucharest to Constanța support speeds up to . The plan for a high-speed railway through Budapest-Arad-Sibiu-Brașov-Bucharest-Constanța was officially included in the revised TEN-T plan in October 2013 as part of the Rhine-Danube Corridor. In 2022, the Romanian Ministry of Transport and Infrastructure announced a 120 million euros feasibility study for the construction of a high-speed line connecting Bucharest to Constanța and the Port of Constanța, as well as a line to Budapest, making use of the European Union Recovery Instrument following the COVID-19 pandemic. The study is planned to be finished by 2026. Two variants of the line to Hungary are studied, including one through the Olt river Valley, passing Sibiu, Cluj and Oradea with a length of 590 kilometres and an estimated cost of 17 billion euros. The second variant is a hybrid approach, which includes sections of lower speeds taking into account geographical aspects and economic profitability. The journey between Budapest and Bucharest would be reduced from 11 hours to just 3.5 hours. The costs for the high-speed rail were in 2024 estimated at 17 billion euros.

Central-Eastern Europe

Croatia

In early 2000s has the Croatian parliament passed a bill to build its first high-speed line, a new Botovo–Zagreb–Rijeka line, which would with later upgrades allow maximum speed of 250 km/h. The plan was to start building in 2007. But later plans from 2020 foresee only upgrades to 160 km/h.

Czech Republic

File:Map of High Speed Railroad in Czechia and neighbourhood.png

Map of planned high-speed railroads in Czechia

In 2004, the Czech Ministry of Transportation presented its plan for a high-speed rail network which should be roughly long. In 2017 the government approved five main lines connecting the biggest cities (main line being the RS1 Prague-Brno-Ostrava) and neighbouring countries. The operation speed should reach more than 300 km/h (186 mph) on most parts. Different parts of the expected network are at different stages of planning as of 2023; however, construction of some should start by 2026.

The most challenging part of high-speed rail will be linking Prague and Dresden in Saxony via Ústí nad Labem which will require a new 25 km long tunnel through the Ore Mountains. It should have speed of 200 km/h for personal transport and 110 km/h for freight transport. The tunnel is of a strategic importance for Czechia as in 2023 the only electrified line linking Germany and the Czech Republic goes through the narrow Elbe valley, which is limiting capacity. The connection between Prague, Dresden and Berlin lies on the European Orient/East-Med Corridor, an important freight link to the North Sea ports. The rail connection was added to the German Bundesverkehrswegeplan 2015 (federal transportation plan) which lays out German transportation priorities until 2030, but it does not include the line in its highest priority category, making construction unlikely in the near term.

In regard to the rolling stock, the Czech Railways have been running the Super City Pendolino from Prague to Ostrava since 2005. The Pendolino is capable of operating at , but trains that are in service are limited to due to the speeds the railways were constructed for. These limits may be raised in the future to . For example, the last parts of 4th transit corridor (Prague–České Budějovice) are already projected for . The railjet rolling stock is also capable of and reaches that speed in Austria and Germany but is likewise limited to in the Czech Republic.

The Velim railway test circuit contains a large track with a maximum allowed speed of for tilting trains and up to for conventional trains.

Hungary

In January 2022, the Hungarian Government has announced it will conduct its first high-speed feasibility study on a new line capable of reaching speeds up to 250–300 km/h between Budapest and Cluj-Napoca in Transylvania, Romania.

In contrast, the upgrade of the Budapest–Belgrade railway will achieve high-speed travel only on the Serbian side, with speeds of up to 200 km/h, while the Hungarian section is being built for a maximum of 160 km/h. The construction of the Hungarian part of the railway, 152 km (94 mi), was started in October 2021 and is due to be completed by 2025. Once finished, the journey between Budapest and Belgrade is projected to be reduced to either 2 hours 40 minutes or 3 hours 30 minutes, depending on the source.

Regarding the rolling stock, in September 2022 the Hungarian Government has announced the purchase of 39 + 10 trains (composed of 7 carriages each) and 50 Siemens Vectron locomotives with the purpose of upgrading up to 2/3 of the existing long-distance passenger fleet running on domestic and international InterCity services of the Hungarian State Railways. The project foresees services similar to those provided by ÖBB's railjet services running in Austria as well as abroad, including between Budapest and Vienna (and forward to Munich or Zurich). The company plans to offer upgraded InterCity services on the following lines:

• Budapest–Miskolc–Nyíregyháza–Szolnok–Budapest loop
• Budapest–Pécs
• Budapest–Kecskemét–Szeged
• Budapest–Győr–Vienna (together with existing ÖBB railjet services)
• Budapest–Lake Balaton southern shore
• Budapest–Lake Balaton northern shore (after the line's electrification)
• Budapest–Prague
• Budapest–Warsaw
• Budapest–Belgrade
• possible services to the states of the Southern Balkans

The new rolling stock is capable of reaching running speeds up to . However, currently the highest allowed speed limit in the country remains at 160 km/h on the Budapest–Hegyeshalom (Austrian border) line.

Poland

File:Polish Pendolino front 2.JPG

Polish Railways New Pendolino in Wrocław, western Poland

Today, the main cities of Poland are linked by railway transport reaching . On 14 December 2014, Polish State Railways started passenger service trains PKP Pendolino ED250 operating speed on line Olszamowice-Zawiercie (part of railway line called Central Trunk Line (CMK) from Warsaw to Katowice). Currently it is the line with highest railway speed in Poland. Several other sections of the Central Trunk Line will soon allow speeds of (with a current speed record set up by Pendolino Train on 21 November 2013 in Poland of ). According to recent plans of PKP-PLK, sections of CMK between Warsaw and Gdańsk () and Warsaw-Kraków (additional ) will be added to present section from no later than December 2015. That will make about of railways available for speed of . Other sections will start operating at in 2016.

Polish Railways for many years did not possess the rolling stock to achieve speeds over . Polish Railways planned to buy Pendolino trains in 1998, but the contract was cancelled the following year by the Supreme Control Chamber due to financial losses by Polish Railways. However, a new contract with Alstom Transport worth 665 million euros was signed in May 2011 and since December 2014, 20 Pendolino units service the Katowice/Kraków–Gdynia line and Wrocław/Warsaw line. However, Pendolinos in Poland are not equipped with tilting system, which would not be very useful on the flat Polish Plains. The lack of a tilting system for the Pendolino train along with choosing Alstom Transportation despite domestic train producers was a subject of broad debate in media and Polish Railways were heavily criticised for that purchase.

Other current plans call for a 'Y' line that will connect Warsaw, Łódź and Kalisz, with branches to Wrocław and Poznań. The geometric layout of the line will be designed to permit speeds of . Construction was planned to begin around 2014 and finish in 2019. In the centre of the city of Łódź the 'Y' line will travel through a tunnel which will link two existing railway stations. One of them, Łódź Fabryczna, will be reconstructed as an underground station, work being scheduled to start in July 2010. In April 2009, four companies qualified for the second phase of a public tender to prepare a feasibility study for construction of the line. In April 2010, the tender for a feasibility study was awarded to a consortium led by Spanish company Ingenieria IDOM. The feasibility study project was granted €80 million in subsidy from European Union. The total cost of the line including construction and train sets was estimated at €6.9bn and is planned to be financed partially by EU subsidies.

In 2019, the program of the Solidarity Transport Hub (STH) or Central Communication/Transport Port (in Polish Centralny Port Komunikacyjny or CPK) was announced by the Polish government. This project envisages the construction of 2,000 km of high-speed railways as well as upgrades to 3,700 km of existing railways to connect the largest urban areas in Poland and surrounding countries. A new airport in central Poland will serve as the main transport hub for the entire country, with travel time by rail of under 2.5 hours to nearly all major Polish cities. The network will also connect Poland to the planned high-speed railway network of the Czech Republic and to Rail Baltica.Template:Fact

In 2020, the speed limit was raised to on the line from Warsaw to Gdynia.

Serbia

Connection with Hungary (Belgrade-Budapest)

As a result of negotiations between the two Central European countries and China, it was decided to build a high-speed line between their capital cities Budapest and Belgrade, as a part of a larger corridor Budapest-Belgrade-Niš-Skopje-Thessaloniki-Athens, by upgrading the current Budapest–Belgrade railway line to in Serbia and to in Hungary.

The construction of the railway line in Serbia started in September 2017, when the construction of the Čortanovci tunnel began. The Template:Cvt railway for speed up to between Belgrade and Novi Sad opened on 19 March 2022 (this part was divided in two sections: as of 2018, the Belgrade - Stara Pazova section was planned to be finished in the end of 2020 and the Stara Pazova - Novi Sad section in November 2021). The construction of the section between Novi Sad and Subotica (Hungarian border) was started on 7 April 2022 and is due to be completed for the end of 2024.

The construction of the Hungarian part of the railway, Template:Cvt, was started in October 2021 and is due to be completed by 2025. When the project is complete, the journey between Budapest and Belgrade should be reduced to 2h 40mn according to some sources and to 3h 30mn according to some others.

Further upgrades

After the realisation of a high speed line between Belgrade and Novi Sad, additional high speed connections within Serbia are planned as well as the modernisation of branch lines which will connect the main high speed line Subotica-Niš with neighbouring countries like North Macedonia and Bulgaria.

Line	Speed	Length	Start of revenue services
Belgrade - Novi Sad		Template:Cvt	19.03.2022
Novi Sad - Subotica			Under construction - expected by 25 November 2024
Belgrade - Niš		Template:Cvt	Construction to start in June 2023. Completion expected for 2026 (partial) & 2029.
Subotica - Horgoš		Template:Cvt	01.08.2022
Niš - Dimitrovgrad		Template:Cvt	By 2025.
Niš - Preševo		Template:Cvt	Early 2026.

Other high-speed projects

Several other countries in Europe have launched or planned high-speed rail programmes. Due to geographic challenges, these projects are likely to remain national in scope for the foreseeable future, without international links to existing high-speed networks.

Belarus

In 2017 Belarus authorities agreed to offer land territories to Chinese corporation CRCC for construction of a high-speed corridor between the EU and Russia through country territory. Chinese engineering companies are also interested in building highways and Russian high-speed railways running in connection with this route with possible interchange with the Moscow-Kazan high-speed corridor.

The Baltics

A north/south Rail Baltica line from Tallinn to Kaunas has been under construction since 2019 and is planned to be in service by 2030. The line will connect Tallinn and Kaunas via Pärnu, Riga and Panevėžys, while also providing connections to airports and railway terminals. The railway will be the first high-speed, 1435mm standard gauge railway in the Baltics. From Kaunas, it will be connected to the already existing high-speed network in Poland. Project speeds are Template:Cvt for passenger trains and Template:Cvt for freight traffic. About 85% of construction costs (totalling ca. 15.3 billion €) will be covered by the European Union, the rest will be paid jointly by the Estonian, Latvian and Lithuanian governments. Indirectly the railway may also link Helsinki, as there are plans for a Tallinn-Helsinki railway tunnel.

The project has been surrounded with controversy in all states, mainly due to environmental concerns and the cost of the project. According to surveys conducted to Estonia, public support remains around 60%, with the percent higher amongst people living in Tallinn and amongst people with higher education, while the percent drops in rural areas. Controversy has also surrounded the choice of route, with some proposing that the railway should also go through Tartu and Vilnius. However this has been dismissed as they are large detours, would increase the cost and bring no sufficient benefit.

Ireland

In 2020 the Irish Government confirmed it will be launching a study into an approximately high-speed railway from Belfast via Dublin to Cork and Limerick, which could cost around €15 billion.

Portugal

File:CPA 4009.jpg

An Alfa Pendular train when its current livery was introduced (2017)

Since the 1990s, the Italian tilting train, the Pendolino, runs the Alfa Pendular service, connecting Portugal's mainland from the north border to the Algarve, its southern counterpart, at a speed of up to .

High-speed connections between Spain and Portugal have been agreed upon and planned, but initial works had yet to begin when the projects were cancelled in 2012. The Portuguese government had approved the construction of six high-speed lines from the capital Lisbon to Porto, from Porto to Vigo, from Aveiro to Salamanca, from Lisbon to Faro, from Faro to Seville and from Lisbon to Madrid, bringing the two countries' capital cities within three hours of each other, at a max speed of .

On 8 May 2010, The Portuguese Transport Minister signed off the 40-year PPP covering the construction of the Lisbon–Madrid high-speed line. The total cost was then put at €1.359bn for a double-track standard gauge line from Lisbon to the Spanish border. Also included was a broad gauge line from the Portuguese Port of Sines to the Spanish border. The line was expected to open by the end of 2013 and would reduce the journey time between Lisbon and Madrid to 2 hours 45 minutes, the project however, was cancelled in March 2012. In October 2020 the government proposed a 75-minute rail link between the country's two main cities, Lisbon and Porto. Also, the Atlantic Axis of the Northwestern Peninsula–Eixo Atlântico do Noroeste Peninsular high-speed railway connection between Portugal and Galicia (covering all the main cities between Setúbal-Vigo) was favoured as of 2020.

Line	Speed	Length	Expected start of revenue services
Lisbon-Évora-Spanish border (to Madrid)		Évora-Elvas	New high-speed line Évora-Elvas (90 km) to be inaugurated in 2024 with Lisbon-Bajadoz service. Initial project cancelled in 2012, new project Évora-Spanish border announced in 2017.
Lisbon–Porto high-speed rail line			Early project cancelled and repurposed in 2020.
Porto–Spanish border (to Vigo)			Initial project cancelled and repurposed in 2020.

Russia

Two experimental high-speed trainsets (designed for operation) were built in 1974: locomotive-hauled RT-200 ("Russkaya Troika") and ER-200 EMU. The RT-200 set made only experimental runs in 1975 and 1980 and was discontinued due to unavailability of the ChS-200 high-speed locomotive – they were only delivered later. The ER-200 EMU was put into regular service in 1984. In 1992 a second ER-200 trainset was built in Riga. Both sets were in operation till 28 February 2009.

Instead of these outdated domestic trainsets, imported trainsets have been in operation since March 2009. Siemens Velaro trainsets have operated since 2009 between Saint Petersburg and Moscow, at speeds of up to and since 2010 between Nizhny Novgorod and Moscow, where service is limited to . The Pendolino Sm6, similar to Finnish high-speed trains, began operation in 2010 between Saint Petersburg and Helsinki at up to .

In February 2010 RZhD announced it would shortly release a proposal for a new high-speed line to be built parallel to the existing line between Saint Petersburg and Moscow due to congestion on the existing line. In April 2010 it was confirmed that a new Moscow–Saint Petersburg high-speed line with length of and running speed of up to was envisioned, cutting the journey time from 3h 45m to 2h 30m. It is expected the line to include stops at both Saint Petersburg and Moscow region airports. On 28 January 2011, Russia announced that the high speed rail link between Moscow and Saint Petersburg will be finished on time for the 2018 FIFA World Cup. The cost is expected to be "somewhere around" 10 to 15 billion euros, not including land purchases, said Denis Muratov, general director of High-Speed Rail Lines. The state will shoulder up to 70 percent of construction costs, with the remainder coming from outside investors. Most of that money is likely to come from international financial institutions, including the World Bank and the European Bank for Reconstruction and Development, Muratov said. Sberbank, VTB and VEB may also be interested. In fact, construction of this new Moscow–Saint Petersburg high-speed line didn't start.Template:Fact

Instead of it, on 13 May 2015 the Russian government announced that China Railway Group Ltd will build a high speed rail link from Moscow to Kazan by 2018 in time for the 2018 FIFA World Cup where Kazan is one of the cities that will host some of the football matches. The cost of the Moscow–Kazan link is estimated at $21.4 billion. Train travel from Moscow to Kazan, the capital of the Republic of Tatarstan, will be shortened to just 3.5 hours instead of the more than 14 hours that it takes now. The opening date was later changed to 2020.

Line	Speed	Length	Expected start of revenue services
Moscow–Kazan		( initial section)	2020 (postponed after crisis)

In development

Cross border

Countries	Line	Speed (km/h)	Length	Construction start year	Expected start of revenue services
Austria/Italy	Brenner Base Tunnel		Template:Cvt	2006	2032
Finland/Russia/Norway	Arctic Railway		Template:Cvt	2025+	2030+
Germany/Switzerland	Karlsruhe–Basel high-speed railway		Template:Cvt	1987	1993–2030
Germany/Czech Republic	Template:Ill	Template:Cvt	Template:Cvt+	2025	2030–2035
Germany/Denmark	Fehmarn Belt Fixed Link		Template:Cvt	2021	2029
Sweden/Denmark	HH Tunnel		Template:Cvt	Unknown	2040 (guess)
Portugal/Spain	Lisbon–Madrid high-speed rail line		Template:Cvt	Cancelled, upgrade of existing railway and changing the gauge chosen instead	2030
Estonia/Latvia/Lithuania	Rail Baltica		Template:Cvt	2018	2028
Estonia/Finland	Helsinki-Tallinn Tunnel	Undecided	Template:Cvt	2025+	2040 (guess)
United Kingdom/Ireland	Celtic Crossing		Template:Cvt to Template:Cvt	Cancelled	2030+
Portugal/Spain	Porto–Vigo high-speed rail line		Template:Cvt	Cancelled	2030

Country-specific

Country	Line	Speed	Length	Construction began to begin	Expected start of revenue services
Austria	Koralm Railway			2001	2025
	North Railway			Unknown	2030 (upgrading)
	New Lower Inn Valley railway (extension)			Unknown	2030
Belgium	Line 25N			2012	2020–2027
	Line 50A			2018	Unknown (upgrading)
	Line 96N			1997	Unknown (upgrading)
Czech Republic	Prague–České Budějovice			2020	2023–2026
	Praha–Poříčany			2030	2035
	Brno–Přerov			2025	2033
	Ejpovice Tunnel	( planned)		2018	2022
	Praha–Plzeň			2016 (upgrading)	2026
	Praha-Brno-Ostrava			2027	2035
	Praha-Beroun			2028	2035
	Brno–Breclav			2028	2031
	Hradec Králové–Polish Border			2040	2045
Denmark	Ringsted-Fehmarn railway			2017	2029
	Ringsted-Odense railway (upgrading)			2023	2029
	Kavslunde-Odense railway			2023	2029
Finland	Helsinki–Turku high-speed railway			(planned)	2031
	East Rail Connection		Template:Cvt	(planned)	2027+
France	LGV Bordeaux–Toulouse		Template:Cvt	2019 (planned)	2032
	LGV Bordeaux–Espagne (Dax to border)			Unknown	2034
	LGV Montpellier–Perpignan		Template:Cvt	2021 (planned)	2027+
	Ligne nouvelle Paris-Normandie		Template:Cvt	2027 (approved)	2035+
Germany	Rhine Railway Karlsruhe-Rastatt			2013	2026
	Rhine Railway Offenburg-Basel			Unknown	2030
	Kinzig Valley Railway (Hesse)			2007	2021 (upgrading)
	Appenweier–Strasbourg railway			2010	2023 (upgrading)
	Frankfurt-Manheim			2025	2030
	Oberhausen–Arnhem railway			2014	Unknown (upgrading)
	Stuttgart–Wendlingen high-speed railway			2014	2025
	Ulm-Augsburg high-speed railway (parallel)			2023	2030
	Hanau-Gelnhausen high-speed railway			2025	2030
	Lübeck–Puttgarden railway			2022	2028 (upgrading)
	Lübeck–Hamburg railway			2020	2027 (upgrading)
	Berlin–Frankfurt an der Oder			Unknown	2027 (upgrading)
	Bielefeld–Hannover high-speed railway			Unknown	2030
	Uelzen–Langwedel railway			Unknown	2030
	Regensburg–Passau railway			2006	2030
	Berlin–Görlitz railway			2023	2027
	Wunstorf–Bremen railway			Unknown	2030 (upgrading approved)
	Stendal–Uelzen railway			Unknown	2030
Greece	Egnatia Railway			Unknown	2028+
	route to Albania			Unknown	Unknown
Hungary	Serbian Border-Budapest			2019	2023
Ireland	Dublin-Cork Railway	Template:Cvt	Template:Cvt	Early 2000s	2023+
Italy	Verona–Brenner		Template:Cvt	Unknown	2025
	Tortona–Genoa high-speed railway			2013	2023
	Naples–Foggia railway		Template:Cvt	2012	2026 (upgrading)
Netherlands	Rhine Railway			Unknown	2023
	Lelylijn			Unknown	Before 2030
Norway	Drammen–Kobbervik			2019	2025
	Nykirke-Barkåker			2020	2025
	Kleverud-Åkersvika			2022	2027
Poland	Y-line			2021 (claimed)	2027-2030+
	CMK Północ / PKP rail line 5			2025+	2030+
	Shortcut in PKP rail line 9			2020+	2025+
Portugal	Linha do Sul (another section)	Template:Cvt		2015	2030
	South Axis			2015	2030
	High-speed mainline		Template:Cvt	Unknown	2030
Romania	Bucharest-Cluj			2020 (originally planned 2019)	2025
Russia	Gor'kovskaya Railway (Moscow - Nizhny Novgorod)		Template:Cvt	2021	2024
Slovakia	Devínska Nová Ves-Czech border			2017	2030
Spain	Mediterranean High Speed Corridor: Andalusia–Murcia–Valencia–Catalonia–French border			+		2016–2020–2030
	Madrid–(Cáceres–Mérida–Badajoz)–Lisbon			Template:Cvt	Unknown	–
	L.A.V. Madrid–Santander		Unknown	Unknown	Unknown	–
	León–Gijón high-speed rail line		Unknown	2009	2020+
	Murcia–Almería high-speed rail line			Unknown	2026
	L.A.V. Burgos–Vitoria-Gasteiz			2009	2023
	Basque Y			Unknown	2027
Switzerland	Jura Foot Railway		Unknown (upgrading)	2025–2030
	Lausanne–Geneva railway		Unknown (upgrading)	2025–2030
	Simplon Railway		Unknown (upgrading)	2025–2030
Sweden	The North Bothnia Line Norrbotniabanan		270 km	August 2018 (Umeå–Dåva section)	2024 (the rest after 2030)
	The West Link Västlänken		6 km	May 2018	2026
	The East Link Ostlänken		160 km	2023–2024 (estimated)	2033–2035
	Southeast Link Sydostlänken		60 km	2028–2033 (possible)	?
	Gothenburg–Borås Double Tracks	?	60 km	Not yet been decided
	Hässleholm–Lund Four Tracks	?	60 km	Not yet been decided
Ukraine	Polish border-Lviv-Kyiv-Odesa			2021 (claimed)	2030
United Kingdom	High Speed 2			2017	2031
	High Speed 2 (phase 2)			2022 (planned)	2040
	Northern Powerhouse Rail			2022 (planned)	2035+
	Reading–Taunton line			Unknown (proposed)	Before 2043
	Bristol–Exeter line				Before 2043
	South West Main Line				Before 2043
	Coventry–Nuneaton-Leicester lines				Before 2036
	Crewe–Derby line				Before 2036
	Waverley Route	Unknown			Before 2035
	Welsh Marches line				Before 2036

See also

• Milan–Paris Frecciarossa – a passenger railway service running between Milano Centrale and Paris Gare de Lyon
• Rail transport in Europe
• Trans-European high-speed rail network

External links

• Rail Turkey photo report: High Speed Trains in Europe by P. Trippi, Switzerland