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[[File:High Speed Railroad Map of Europe.svg|right|thumb|300px|Operational high-speed lines in Europe]]
[[File:Networks of Major High Speed Rail Operators in Europe.gif|right|thumb|300px|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.
 
Line 322 ⟶ 323:
The [[InterCity 125]], otherwise known as the ''High-Speed Train'' (HST), was launched in 1976 with a service speed of {{convert|125|mph|abbr=on}} and provided the first high-speed rail services in Britain.<ref>{{cite journal |first=David |last=Shilton |title=Modelling the Demand for High Speed Train Services |journal=The Journal of the Operational Research Society |date=August 1982 |volume=33 |issue=8 |pages=713–722 |publisher=Operational Research Society |doi=10.1057/jors.1982.160 |jstor= 2634319|s2cid=56810453}}</ref> The HST was [[Diesel locomotive|diesel-powered]], and the GWML was the first to be modified for the new service.<ref name='EarlyHighspeedBR'>{{Cite journal |title=High speed track on the Western Region of British Railways |journal=Proceedings of the Institution of Civil Engineers |volume=64 |issue=2 |pages=207–225 |last=Collins |first=R.J. |url=http://www.atypon-link.com/ITELF/doi/pdf/10.1680/iicep.1978.2755 |archive-url=https://archive.today/20130102000722/http://www.atypon-link.com/ITELF/doi/pdf/10.1680/iicep.1978.2755 |url-status=dead |archive-date=2 January 2013 |publisher=Institute of Civil Engineers |access-date=18 May 2009 |doi=10.1680/iicep.1978.2755 |year=1978}}</ref> Because the GWML had been built mostly straight, often with four tracks and with a distance of {{Cvt|1|mi}} between [[distant signal]] and main signal, it allowed trains to run at {{convert|125|mph|abbr=on}} with relatively moderate infrastructure investments, compared to other countries in Europe. The Intercity 125 had proven the economic case for high-speed rail,<ref>{{cite report |url=http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |title=New opportunities for the railways: The privatisation of British Rail |publisher=HMSO |location=London |page=8 |date=July 1992 |access-date=18 May 2009 |archive-date=23 October 2007 |archive-url=https://web.archive.org/web/20071023114338/http://www.railwaysarchive.co.uk/documents/DoT_WP001.pdf |url-status=live}}</ref> and British Rail was keen to explore further advances.
[[File:395_St_Pancras_International_to_St_Pancras_International_1L36_at_Hothfield.jpg|thumb|[[British Rail Class 395]] high-speed train in [[Kent]]]]
In the 1963, the [[British Rail]] board voted to establishedestablish 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 {{convert|155|mph|abbr=on}}. An experimental version, the [[British Rail APT-E|APT-E]], was tested between 1972 and 1976. It was equipped with a [[Tilting train|tilting mechanism]] which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by [[Gas turbine-electric locomotive|gas turbines]] (the first to be used on British Rail since the Great Western Railway). The line had used Swiss-built [[Brown, Boveri & Cie|Brown-Boveri]] and British-built [[Metropolitan-Vickers]] locomotives ([[British Rail 18000|18000]] and [[British Rail 18100|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.<ref name="duffy">{{cite book |last=Duffy |first=Michael C. |title= Electric railways 1880–1990 |url=https://archive.org/details/electricrailways0000duff |url-access=registration |year=2003 |publisher=[[Institution of Electrical Engineers]] |isbn=978-0-85296-805-5 |page=[https://archive.org/details/electricrailways0000duff/page/402 402]}}</ref>
 
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 {{convert|125|mph|abbr=on}}, 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.<ref name="apt-newscientist">{{cite journal |last=Hamer |first=Mick |journal=[[New Scientist]] |location=London |title=The Abandoned Passenger Train? |url=https://books.google.com/books?id=ypTlBkI6WOEC&q=APT-E+rail&pg=PA406 |date=13 May 1982 |volume=94 |issue=1305 |page=406 |access-date=17 October 2020 |archive-date=4 April 2021 |archive-url=https://web.archive.org/web/20210404161638/https://books.google.com/books?id=ypTlBkI6WOEC&q=APT-E+rail&pg=PA406 |url-status=live}}</ref>
Line 471 ⟶ 472:
[[File:Hslbenelux.png|thumb|upright|[[HSL-Zuid]], connected to [[Antwerpen-Centraal railway station|Antwerp]] with the [[HSL 4]]]]
 
[[HSL-Zuid]] ({{lang-langx|nl|Hogesnelheidslijn Zuid}}, {{lang-langx|en|High-Speed Line South}}) is a {{Cvt|125|km|4=0}} high-speed line in the Netherlands. Using existing tracks from [[Amsterdam Centraal]] to [[Schiphol railway station|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]].<ref>{{cite web |url=http://www.hslzuid.nl/hsl/uk/lijn/index.jsp |title=The Line |website=HSL Zuid |access-date=10 July 2009 |url-status=dead |archive-url=https://web.archive.org/web/20090614021209/http://www.hslzuid.nl/hsl/uk/lijn/index.jsp |archive-date=14 June 2009}}</ref> [[Den Haag Centraal]] ([[The Hague]]) and [[Breda railway station|Breda]] are connected to the high-speed line by conventional railway lines.<ref>{{cite web |url=http://www.hslzuid.nl/hsl/uk/Transport/index.jsp |title=Transport |website=HSL Zuid |url-status=dead |archive-url=https://web.archive.org/web/20090605162456/http://www.hslzuid.nl/hsl/uk/Transport/index.jsp |archive-date=5 June 2009}}</ref> Services on the HSL-Zuid began on 7 September 2009.<ref name=rgi20090907>{{cite magazine |url=http://www.railwaygazette.com/news/single-view/view/10/ns-hispeed-launches-hsl-zuid-services.html |title=NS Hispeed launches HSL-Zuid services |magazine=[[Railway Gazette International]] |date=2009-09-07 |access-date=7 September 2009 |archive-date=2 July 2010 |archive-url=https://web.archive.org/web/20100702043118/http://www.railwaygazette.com/news/single-view/view/10/ns-hispeed-launches-hsl-zuid-services.html |url-status=live}}</ref> It is being served by [[Thalys]] trains from Amsterdam to [[Brussels]] and Paris, [[Eurostar]] trains to Brussels and London and domestic [[Intercity Direct]] train services.<ref>{{cite web |url=https://www.nrc.nl/ |title=NRC - Nieuws, achtergronden en onderzoeksjournalistiek |first=Bart |last=Funnekotter |website=[[NRC Handelsblad]] |access-date=9 August 2021 |archive-date=10 December 2019 |archive-url=https://web.archive.org/web/20191210155435/https://www.nrc.nl/ |url-status=live}}</ref>
 
[[HSL-Oost]] was planned, but was put on hiatus. It would connect Amsterdam Centraal via [[Utrecht Centraal railway station|Utrecht Centraal]] and [[Arnhem railway station|Arnhem]] to Germany.<ref>{{cite web |url=http://www.verkeerenwaterstaat.nl/actueel/nieuws/nieuwsarchief/pb-Kabinetsstandpunt_HSL-Oost.aspx |title=Ministerie van Infrastructuur en Milieu: Cabinet position HSL Oost |website=Verkeer En Waterstaat |access-date=2015-03-28 |archive-date=29 March 2020 |archive-url=https://web.archive.org/web/20200329105401/https://www.rijksoverheid.nl/ministeries/ministerie-van-infrastructuur-en-waterstaat |url-status=dead}}</ref> The existing line from Amsterdam to Utrecht is four-tracked. Two tracks out of four are capable of {{Cvt|200|km/h|4=0}}, but the available voltage is not high enough. The line is planned to be re-electrified to 25 kV [[alternating current|AC]].
Line 664 ⟶ 665:
{| class="wikitable"
|-
! Line !! Presently permitted Speed !! Planned speed !! Length !! Construction began !! Start of revenue services
|-
[[Gardermoen Line|Oslo - Eidsvoll]] || rowspan="2"| {{convert|200-210|km/h||0|abbr=on}}||≈{{convert|64|km|mi|abbr=on}}|| 1994 || rowspan="2" | {{convert|200-250|km/h||0|abbr=on}}||▼
| [[Vestfold Line|Drammen–TønsbergTønsberg–Drammen]] || rowspan{{convert|200|km/h||0|abbr="2"on}} || {{convert|200-250|km/h||0|abbr=on}} || ≈{{convert|6357|km|mi|1|abbr=on}}|| 1993 || 2012–≈20252001–≈2025
|-
▲ | [[GardermoenVestfold Line|Oslo - EidsvollLarvik–Porsgrunn]] || rowspan="2"| {{convert|200-210|km/h||0|abbr=on}} ||≈ {{convert|64250|km/h|mi|0|abbr=on}}|| 1994 || rowspan="2" | {{convert|200-25023|km/h|mi|01|abbr=on}}|| || 2018
|-
| [[Dovre Line|Eidsvoll–HamarOslo–Hamar]] || ≈{{convert|60210|km/h||0|abbr=on}} || {{convert|250|km/h||0|abbr=on}} || {{convert|120|km|mi|1|abbr=on}}|| 2012 1994|| 2015–≈20251997–≈2027
|-
| [[Follo Line|Oslo–Ski]] || {{convert|200|km/h||0|abbr=on}} || {{convert|250|km/h|4=0|abbr=on}}|| {{convert|22.5|km|mi||abbr=on}}|| 2020 || 11 December 2022
|}
There are (as of 2024) no trains operating in Norway capable of over 210&nbsp;km/h, and the signalling system does not allow more. Some of the lines are built for easy upgrade to 250&nbsp;km/h when signalling system and other technical demands are fulfilled. New trains are needed to achieve this speed.
Parts of the new built route Drammen–Tønsberg is in operation with trains ([[Stadler FLIRT]]) capable of 200&nbsp;km/h.
 
===Sweden===
Line 835 ⟶ 838:
 
==Central-Eastern Europe==
 
===Croatia===
{{mainMain|High-speed rail in Croatia}}
 
In early 2000s has the Croatian parliament passed a bill to build its first high-speed line, a new [[Botovo, Croatia|Botovo]]–[[Zagreb]]–[[Rijeka]] line, which would with later upgrades allow maximum speed of 250&nbsp;km/h.<ref>{{cite web |url=http://www.wieninternational.at/en/node/3426 |title=Croatia constructing Zagreb-Rijeka Adriatic express line |website=Wien International.at |access-date=2007-06-17 |archive-date=23 August 2007 |archive-url=https://web.archive.org/web/20070823023407/http://www.wieninternational.at/en/node/3426 |url-status=live}}</ref><ref>{{cite web |url=http://www.mppi.hr/default.aspx?id=3183 |title=Transport – Railway line in the V B corridor |website=Ministarstvo pomorstva, prometa i infrastrukture |access-date=2015-03-28 |archive-date=19 October 2013 |archive-url=https://web.archive.org/web/20131019173600/http://www.mppi.hr/default.aspx?id=3183 |url-status=dead}}</ref> The plan was to start buidlingbuilding in 2007. But later plans from 2020 forsee only upgrades to 160 km/h.<ref>{{cite web |title=Croatian Railways Building 400 Kilometers of High Speed Track |url=https://total-croatia-news.com/news/travel/croatian-railways-high-speed/|website=Total Croatia News |access-date=26 April 2023}}</ref>
 
===Czech Republic===
{{Main|High-speed rail in the Czech Republic}}
[[File:Map of High Speed Railroad in Czechia and neighbourhood.png|thumb|Map of planned high-speed railroads in [[Czech Republic|Czechia]]]]
 
In 2004, the Czech Ministry of Transportation presented its plan for a high-speed rail network which should be roughly {{convert|660|km|mi|0|abbr=on}} long.<ref>{{cite web |url=http://www.mdcr.cz/NR/rdonlyres/9032A2C5-C9BC-45B9-827F-B25F97C29F83/0/a_prz.pdf |title=Koordinační Studie VRT 2003 |author=Objednatel: Ministerstvo dopravy ČR |date=2004-07-31 |language=cs |url-status=dead |archive-url=https://web.archive.org/web/20081010123550/http://www.mdcr.cz/NR/rdonlyres/9032A2C5-C9BC-45B9-827F-B25F97C29F83/0/a_prz.pdf |archive-date=10 October 2008}}</ref> In 2017 the [[Government of the Czech Republic|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&nbsp;km/h (186&nbsp;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.<ref>{{Cite web |title=Projekční práce na vysokorychlostní trati u Přerova začínají - Zprávy - www.spravazeleznic.cz |url=https://www.spravazeleznic.cz/-/projekcni-prace-na-vysokorychlostni-trati-u-prerova-zacinaji |access-date=2023-10-30 |website=www.spravazeleznic.cz}}</ref>
 
Line 977 ⟶ 981:
|-
| Portugal/Spain
| [[Lisbon–Madrid high-speed rail line]]<ref name="autogenerated1">{{cite web |url=http://www.rave.pt/tabid/233/Default.aspx |title=Alta Velocidade em Síntese |trans-title=High speed in summary |website=Rave |language=pt |access-date=2015-03-28 |url-status=dead |archive-url=https://web.archive.org/web/20101004193127/http://www.rave.pt/tabid/233/Default.aspx |archive-date=4 October 2010}}</ref> || {{convert|350|km/h|mph|abbr=on|round=10}}|| {{cvt|640|km}} || Cancelled<ref name="High speed programme axed"/> || 2030
|-
| Estonia/Latvia/Lithuania
Line 989 ⟶ 993:
|-
| Portugal/Spain
| [[Porto–Vigo high-speed rail line]]<ref name="autogenerated1"/> || {{cvt|125|km}} || Cancelled<ref name="High speed programme axed"/> || 2030
 
|}
 
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