Passenger train services • Main line services / Ticketing • High speed Rail • Italy
➤ See also: High speed train in France – High speed train in Germany – High speed train in Japan – High speed train in Taïwan – Economics
Note: For educational purpose only. This page is meant purely as a documentation tool and has no legal effect. It is not a substitute for the official page of the operating company, manufacturer or official institutions. It cannot be used for staff training, which is the responsibility of approved institutions and companies.
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Key Summary
TAV (Treno Alta Velocità) is Italy’s high-speed train network, designed to connect major cities across the country and beyond. Operated primarily by Trenitalia (through its Frecciarossa service) and Italo, TAV has significantly reduced travel times between key destinations, modernizing Italy’s rail infrastructure and providing an efficient alternative to air travel within the country. Two services dominates the market in Italy:
• Frecciarossa (operated by Trenitalia): This is Italy’s flagship high-speed service, featuring multiple models with speeds up to 300 km/h (186 mph). Frecciarossa connects major cities like Rome, Milan, Turin, Naples, and Venice.
• Italo (operated by Nuovo Trasporto Viaggiatori – NTV): A private competitor to Trenitalia, Italo also runs high-speed trains across Italy, providing another high-quality option for passengers. Italo operates with similar speeds to Frecciarossa and serves many of the same routes.
Infrastructure managers: RFI
Main HS operators: Trenitalia, NTV-Italo, SNCF
First services: June 1977
Lenght of network : 1,067km (with reference to lines with ≥ 250 km/h speed, 25kV supply, ERTMS level 2 and high performance lines >200 km/h)
Major stations include two stations in Milan : Milano-Centrale and Milano-Rogodero, but also Roma-Tiburtina and Roma-Termini, Bologna, Firenze-SMN, Verona, Turin, Venice, Naples, among others. Many smaller cities and towns are also connected to the network through conventional rail lines that high speed train use for part of their journey, like Bolzano or Genoa.
The definition of a high-speed train varies by region, but generally, it refers to trains that operate at speeds of at least 250 km/h (155 mph) on newly built lines and 200 km/h (124 mph) on upgraded lines. In Europe, for example, the UIC (International Union of Railways) considers a commercial speed of 250 km/h as the principal criterion for high-speed rail. In the United States, the definition can include trains operating at speeds ranging from 180 km/h (110 mph) to 240 km/h (150 mph).
➤ See the UIC definition
Network expansion
1977: Direttissima Rome Termini – Città della Pieve1985: Città della Pieve – Arezzo
1986: Florence – Valdarno
1992: Arezzo – Valdarno
2005: Rome Prenestina – Gricignano di Aversa
2006: Turin – Novara
2007: Padova – Mestre (Venice)
2008: Milan – Bologne
2008: Naples – Salerno
2009: Novara – Milan
2009: Bologna – Florence
2009: Gricignano di Aversa – Napoli Centrale
2016: Melzo – Travagliato
National rolling stock from all operators (past and present)
Ansaldo (†), Breda (†), Firema (†), ABB (†), Fiat Ferroviaria (†)
1992 – …
Alstom
2012 – …
Frecciarossa 1000
Bombardier (†), AnsaldoBreda (†)
2015 – …
Alstom
2017 – …
Other rolling stock from foreign operators that runs in Italy (past and present)
501 – 550 2-current
4501-4540 3-current
GEC-Alsthom
1992 – …
The born of high speed railway in Italy
The idea of a high speed ailway in the 1960s was motivated by several factors related to Italy’s economic, social, and technical needs at the time. Italy, member and founder of the fledgling CEE, was working on creating infrastructure networks that would connect more closely with other European countries, aligning with the growing political and economic integration taking shape across the continent. But at that time Italy’s rail network was facing infrastructure issues and was no longer keeping pace with modern mobility needs. Building a high-speed railway was considered as a step toward greater European integration.
At the time, only Japan had been using the principle of new lines with dedicated trains since 1964, demonstrating the feasibility and conditions required to improve long-distance rail services. The FS studied the possibility of increasing speeds, mainly on the Milan-Naples route, but also on the Turin-Milan-Verona-Venice route.
A new line
In the 1970s, the Fiat Ferroviaria division brought out a series of trains with tilting bodies called ‘Pendolino’. They were not a great success on Italy’s winding classic lines and, in the eyes of marketing, could not produce a large-scale modal shift. Italian railway engineers then considered something more disruptive.
The decision to build a new railway line between Rome and Florence in the 1970s was driven by several technical, economic, and strategic factors aimed at improving Italy’s railway system.
The original Rome-Orte-Chiussi-Arezzo-Florence line was made up of junctions of a number of sections built between 1859 and 1875 without any overall design. Its purpose was to link various agricultural and commercial centres located between the two towns. It was a very winding line designed in the age of steam trains and had to follow the meanders of the various valleys, which meant a 35% increase in the total journey compared with a route as the crow flies between Rome and Florence. According to UIC criteria, the sinuosity index was 68%. Despite these unfavourable technical factors, in the 1970s this line was used by almost 200 trains a day.
Technical and economic studies highlighted the need to quadruple the track, modernise the construction, reduce the mileage and adopt characteristics that would allow high speeds.
‘Direttissima’ in brief
Italy pursued a mixed-traffic high-speed rail approach, allowing both passenger and freight trains, aligning more with Germany than France. The first major high-speed project was the Firenze-Roma “direttissima” line, distinct from earlier projects bearing the same name. Construction began on 25 June 1970 near the river Paglia, the site of the line’s longest viaduct. Political and economic challenges prolonged the project, leading to a 22-year construction timeline for the 262 km route.
The first section opened in 1977 between Rome Termini and Città della Pieve, followed by segments to Arezzo (1985), Florence-Valdarno (1986), and the final Arezzo-Valdarno stretch in 1992. The line cut travel time between Rome and Florence from nearly three hours to just 1 hour and 20 minutes. Italy became the first European country to have a functioning high-speed line and train, even before the UIC had defined the concept. The 1992 debut of the ETR 500 marked the true launch of Italian high-speed rail.
New rolling stock
While FS was struggling to put the finishing touches to the direttissima, the state-owned company was already planning a brand new high-speed train in 1983. Like the French TGV, it was to have access to the main stations, which are operated at 3kV. The order was awarded to a highly national consortium set up in 1986, called TREVI (TREno Veloce Italiano). TREVI supplied the 62 FS ETR500 trainsets that run under 1500V, 3kV and 25kV. Their maximal speed was 360 km/h.
These all-Italian trainsets were not used abroad, due to the lack of high-speed lines to France, Austria and Switzerland. It was therefore a product that was emblematic of Italy’s first high-speed period.
➤ See our dedicated pages
The “T” network takes shape
The concept of a high-speed rail network in Italy originated in the 1970s but only began materializing in the 2000s. The plan focused on enhancing travel along a major north-south backbone connecting Milan, Bologna, Florence, Rome, and Naples. Later, an east-west line between Turin, Milan, Verona, and Venice completed a ‘T’-shaped high-speed corridor, significantly improving connectivity and reducing travel times between major cities, boosting internal mobility and economic growth.
However, this network initially excluded key cities like Palermo, Genoa, Bari, and Catania—Italy’s 5th, 6th, 9th, and 10th largest cities. Genoa’s exclusion was notable due to its mountainous terrain and geographic isolation. Bari is expected to be integrated more easily, while Palermo and Catania rely on a proposed fixed link to Sicily. By the mid-1990s, only the Rome-Florence segment was operational. Most of the network was still under development, but major advancements occurred between 2005 and 2009, bringing the original vision closer to reality.
The temporary idea of a dedicated operator
In response to the need for capital to fund Italy’s high-speed rail system, Treno ad Alta Velocità (TAV) S.p.A. was established on 19 July 1991. Modeled after Japan’s vertically integrated rail companies, TAV was tasked with overseeing all aspects of the high-speed network, including infrastructure, operations, and services. A majority 55.5% of its capital came from a consortium of Italian and foreign banks, while Ferrovie dello Stato held 45.5%. TAV was granted a 50-year mandate to design, build, and profit from the network through project financing.
However, challenges soon emerged—Ferrovie dello Stato renegotiated the agreement in 1996 to operate high-speed services directly, paying TAV a fixed toll. Concerns over soaring construction costs, delays, and unclear regulation prompted further contract revisions. As political and legal uncertainties mounted, banks lost confidence, and by 1998, Ferrovie dello Stato acquired full ownership of TAV. The exit of private investors was later compensated by public loans from Infrastrutture S.p.A. starting in the 2000s.
Between 1992 and 2001, as part of a wider reform of the European rail sector, the former FS administration was evolving into a holding company. The following key dates stand out:
From then on, the TAV network was built under the aegis of RFI, which still exists today. The idea of creating an independent TAV company as explained above was definitively canceled with his incorporation into RFI in 2010.
The high speed network since 2000
In the early 2000s, the European rail sector underwent major transformations alongside reforms in Italy’s FS administration. Industry internationalisation accelerated due to mergers among manufacturers, while the EU began developing directives on interoperability and traffic control systems. These included the European Rail Traffic Management System (ERTMS) and its European Train Control System (ETCS), initially focused on high-speed rail. A key milestone was the 2002 adoption of the first Technical Specifications for Interoperability (TSIs) under Directive 96/48/EC. These TSIs, legally binding EU documents based on earlier work by the UIC, standardized essential aspects of high-speed rail such as track design, electrification (25 kV AC), signalling, and infrastructure requirements.
Italy’s Rome–Florence direttissima line, a pioneering high-speed route, became a reference point for aligning with these new European standards. Environmental mitigation was first introduced during its construction, setting a precedent for future lines like Turin–Milan–Naples. Upgrades to the direttissima included structural works and a shift to ETCS Level 2 signalling (2020–2024), though proposed re-electrification at 25 kV AC was abandoned. Additionally, EU procurement directives mandated public tenders above €5.9 million. Overall, these changes had a lasting influence on Italy’s high-speed rail development, aligning it with broader European interoperability goals.
In April 2012, the Italian railway landscape welcomed a new operator, NTV-Italo, the first significant competitor in the high-speed sector, which had been dominated by Trenitalia until that point. Founded by prominent entrepreneurs like Luca Cordero di Montezemolo and Diego Della Valle, NTV launched Italo with the aim of providing an innovative and quality alternative to travelers. This new railway entity introduced modern trains equipped with advanced technologies and top-notch services, making the journey more comfortable and enjoyable.
Italo focused on distinctive features such as flexible travel classes, ranging from economy to Club Executive, and personalized services like free Wi-Fi and access to multimedia content. The debut of NTV-Italo also marked a price revolution, thanks to a competitive pricing policy that made high-speed travel more accessible. For its services, NTV made an ambitious choice from the outset, opting for a massive investment of more than €1 billion, including €628 million just for the purchase of 25 new high-speed trains that only existed on paper.
➤ See our dedicated page
Transformation of the railways
Around 2013 and 2014, the Italian railways underwent significant changes marked by structural reforms and the introduction of a new regulator. The reforms were implemented under the government of Enrico Letta, who served as Prime Minister from April 2013 to February 2014. These modifications had a profound impact on the Italian railway system, making it more competitive and market-oriented.
One of the most relevant changes was the establishment of the Transport Regulation Authority (ART), created in 2014 to ensure greater transparency and competition in the sector. This authority is responsible for overseeing tariffs, service quality, and access to infrastructure, promoting a balance between the needs of various railway operators. With the presence of ART, a new culture of accountability and performance was introduced, encouraging companies to enhance their services to attract more passengers.
At the same time, the Ferrovie dello Stato Italiane (FS) group underwent a significant transformation. The restructuring led to a clearer separation between infrastructure management and operational functions. This process favored greater efficiency and allowed the group to focus on innovation and modernization of services. The entry of new operators into the market, such as Italo, intensified competition, compelling FS to improve service quality and adapt to customer needs.
Rete Ferroviaria Italiana (RFI) plays a crucial role in managing the high-speed railway (TAV) network in Italy. Its main responsibility involves the design, construction, and maintenance of TAV infrastructure, ensuring safety and quality standards. RFI is also responsible for capacity planning on the network, ensuring that services are efficient and regular.
➤ See our dedicated page
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Infrastructure • High speed Rail • Lexical
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