High-speed rail in Italy#Network

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| y1Title = NTV

| y1 = 0 , 0 , 0 , 0.9, 2.6 , 2.8 , 4.0 , 4.8, 5.3, 6.9, 7.8

| y2Title = Trenitalia

| y2 = 13.5, 13.6 , 14.1 , 14 , 14.6, 15.1, 15.9, 15.6, 16.3, 16.8, 16.7

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| yAxisTitle = Passenger km (billions)

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| x = 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019

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|caption=Passenger km transported on the Italian high speed rail network{{cite web|title=Il mercato del Trasporto Ferroviario A/V - NTV, Nuovo Trasporto Viaggiatori|url=https://italospa.italotreno.it/en/investor-relations/the-high-speed-rail-transport-market.html|website=www.ntvspa.it|access-date=23 March 2023|language=en}}

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File:Rimessa ferroviaria pistoia 64.jpg trainset of the speed world record ({{convert|203|km/h|abbr=on|disp=or}}) in 1938, now preserved as historical train, was re-numbered ETR 232 in the 1960s]]

The Italian high-speed service began in 1938 with an electric-multiple-unit ETR 200, designed for {{convert|200|km/h|abbr=on}}, between Bologna and Naples. It too reached {{convert|160|km/h|abbr=on}} in commercial service, and achieved a world mean speed record of {{convert|203|km/h|abbr=on}} between Florence and Milan in 1938.

The Direttissima opened in 1977 as the first high-speed rail route in Italy and Europe, connecting Rome with Florence. The top speed on the line was {{convert|250|km/h|abbr=on}}, giving an end-to-end journey time of about 90 minutes with an average speed of {{convert|200|km/h|abbr=on}}. 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 {{convert|250|km/h|abbr=on}} and cutting travel times from about 5 hours to 4.{{cite web|title=Alta velocità. Una storia di successi tutti italiani|url=http://www.fsitaliane.it/cms-file/allegati/ferrovie/Una_storia_di_successi.pdf|publisher=Trenitalia|access-date=16 December 2011}}

The prototype train ETR X 500 was the first Italian train to reach {{convert|300|km/h|abbr=on}} on the Direttissima on 25 May 1989.

The Italian high-speed rail projects suffered from a number of cost overruns and delays. Corruption and unethical behaviour played a key role.{{Cite journal|last1=Locatelli|first1=Giorgio|last2=Mariani|first2=Giacomo|last3=Sainati|first3=Tristano|last4=Greco|first4=Marco|date=2017-04-01|title=Corruption in public projects and megaprojects: There is an elephant in the room!|journal=International Journal of Project Management|volume=35|issue=3|pages=252–268|doi=10.1016/j.ijproman.2016.09.010|doi-access=free}}

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 {{convert|180|km/h|abbr=on}}.{{cite web |title=High Speed freight train Italy hits the track on 7 November |url=https://www.railfreight.com/railfreight/2018/11/02/high-speed-freight-train-italy-hits-the-track-on-7-november/ |publisher=ProMedia Group |last=van Leijen |first=M. |date=11 February 2018 |access-date=24 April 2019}}{{cite web |title=High-speed line for freight: not just fast, also on time |url=https://www.railfreight.com/railfreight/2019/03/22/high-speed-line-for-freight-not-just-fast-also-on-time/ |publisher=ProMedia Group |last=van Leijen |first=M. |date=22 March 2019 |access-date=24 April 2019}}

{{main|Le Frecce}}

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 {{convert|300|km/h|abbr=on|round=5}} on dedicated high-speed tracks; Frecciargento (Silver arrow) trains operate at a maximum of {{convert|250|km/h|abbr=on|round=5}} on both high-speed and mainline tracks; Frecciabianca (White arrow) trains operate at a maximum of {{convert|200|km/h|abbr=on|round=5}} on mainline tracks only.{{cite web|url=https://www.interrail.eu/it/plan-your-trip/tips-and-tricks/trains-europe/high-speed-trains/le-frecce|title=Treno ad alta velocità Le Frecce|access-date=24 September 2024|language=it}}

{{See also|ElettroTreno}}

{{multiple image

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| image1 = Naples, Central station, gorgeous long-distance train.jpg

| caption1 = ETR 500 Frecciarossa (Trenitalia)

| image2 = Elettrotreno ETR.400.jpg

| caption2 = ETR 1000 Frecciarossa 1000 (Trenitalia)

| image3 = NTV ETR 575 04 (22467847965).jpg

| caption3 = AGV 575 Italo AGV (NTV)

| image4 = Frecciaargento 600 112.jpg

| caption4 = ETR 600 Frecciargento (Trenitalia)

| image5 = Italo Evo in Venezia.jpg

| caption5 = {{ill|ETR 675|it|Elettrotreno NTV ETR.675}} Italo EVO (NTV)

| image6 = Frecciargento FS ETR.700 at Milano Centrale.jpg

| caption6 = ETR 700 Frecciargento (Trenitalia)

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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 {{convert|360|km/h|abbr=on}} and has an operational speed of up to {{convert|300|km/h|abbr=on}}, operated by NTV as Italo;
• ETR 500: non-tilting, it can reach {{convert|360|km/h|abbr=on}}, operational speeds up to {{convert|300|km/h|abbr=on}}, operated by Trenitalia as the Frecciarossa;
• ETR 1000: non-tilting, operated by Trenitalia as the Frecciarossa 1000, it can reach {{convert|400|km/h|abbr=on}} and has operational speed of {{convert|300|km/h|abbr=on}}.Marco Morino: [http://www.ilsole24ore.com/art/impresa-e-territori/2014-08-07/all-expo-il-frecciarossa-1000--113630.shtml?uuid=ABuApBiB All'Expo con il Frecciarossa 1000] Il Sole 24 Ore, 7 August 2014
• ETR 485, tilting, speeds up to {{convert|250|km/h|abbr=on}}, operated by Trenitalia as the Frecciargento. It operates mainly on traditional lines;
• ETR 600, tilting, speeds up to {{convert|250|km/h|abbr=on}}, operated by Trenitalia as the Frecciarossa. It operates on routes that include relatively long sections on traditional lines, but also high-speed ones;
• ETR 610: tilting, speeds up to {{convert|250|km/h|abbr=on}}, 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 {{convert|250|km/h|abbr=on}}, 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 {{convert|300|km/h|abbr=on}} after plans for {{convert|360|km/h|abbr=on}} operations were cancelled.{{cite web|url=https://www.railjournal.com/passenger/high-speed/italy-rejects-plans-to-increase-speed-to-350km-h/|title=Italy rejects plans to increase speed to 350km/h|date=2018-05-31|website=International Railway Journal|language=en|access-date=2019-03-15}}

Development of the ETR 1000 by AnsaldoBreda and Bombardier Transportation (which is designed to operate commercially at {{convert|360|km/h|abbr=on}}, with a technical top speed of over {{convert|400|km/h|abbr=on}}, is proceeding, with Rete Ferroviaria Italiana working on the necessary upgrades to allow trains to speed up to {{convert|360|km/h|abbr=on}}. On 28 May 2018, the Ministry of Infrastructure and Transport and the National Association for Railway Safety decided not to run the {{convert|385|km/h|4=-1|abbr=on}} tests required to allow commercial operation at {{convert|350|km/h|abbr=on}}, thus limiting the maximum commercial speed on the existing Italian high-speed lines to {{convert|300|km/h|abbr=on}} and cancelling the project.{{cite web|url=https://www.railjournal.com/passenger/high-speed/rfi-fined-for-discrimination-in-planning-for-360km-h-operation/|title=RFI fined for discrimination in planning for 360km/h operation|date=2018-08-08|website=International Railway Journal|language=en|access-date=2019-03-15}}Lucio Cillis: [http://www.repubblica.it/economia/2018/05/28/news/alta_velocita_addio_ai_350_all_ora_il_ministero_blocca_i_test-197543601/?ref=RHPPBT-VE-I0-C6-P10-S1.6-T1] Repubblica Affari e Finanza, 2018-05-28

TGV trains also run on the Paris-Turin-Milan service, but do not use any high-speed line in Italy.Substantial travel time differences between the French TGV (around 80 minutes) and Italian high speed trains (around 50 minutes) (Both non-stop times). This time difference of 30 minutes can only be caused by the TGV taking the slower classic route. The fast regional trains who do not take the high speed take only slightly a bit longer, but they have more stops. There is one TGV that stops in Novara with only marginal extra time. It is not possible to stop in Novara without using the Novara - Milan old classic line. Consulted 2017 and 2016 timetables.

File:Italy TAV.png

The following high-speed rail lines are in use.

The table shows minimum and maximum (depending on stops) travel times.The table is based on Trenitalia timetables (2011)

Milan to Salerno is the major north–south corridor of the high-speed network.

The Milan–Bologna segment opened on 13 December 2008. Its construction cost was about 6.9 billion euro. The {{convert|182|km|mi|abbr=on}} line runs parallel to the Autostrada del Sole, crossing seven provinces and 32 municipalities. There are eight connections with historic lines. At the Reggio Emilia interconnection a new station designed by the Valencian architect Santiago Calatrava was opened in June 2013. Calatrava has also designed a signature bridge where the line crosses the A1 motorway. The line travels through a new multi-level station at Bologna (Italy's principal railway junction) designed by Japanese architect Arata Isozaki.

File:FS ETR500-brandAV.jpg AV at Milano Centrale railway station. The version ETR 500 Y1 achieved {{convert|362|km/h|abbr=on}} on the Bologna-Florence line on 4 February 2009, a new world speed record in a tunnel.{{cite web |url=http://www.corriere.it/cronache/09_febbraio_04/treno_record_galleria_8806fdfa-f2ce-11dd-8878-00144f02aabc.shtml |title=Due record in prova per il Frecciarossa |date=2009-02-04 |publisher=Repubblica |language=it |access-date=2009-02-05}}]]

The Bologna–Florence segment opened on 12 December 2009, allowing a 37-minute journey between the two cities. The Bologna-Florence high-speed section was particularly complex to build mainly because about 93% of its {{convert|78.5|km|abbr=on}} runs through tunnels under the Apennines mountain range. The line has nine tunnels, from {{Convert|600|m|mi|abbr=on}} to {{convert|18.5|km|abbr=on}} long, separated by short surface stretches (less than {{convert|5|km|abbr=on}} in total). Florence will have a major new multi-level high speed station at Belfiore designed by British architect Norman Foster.

The Florence–Rome segment consists of the older "Direttissima" (literally: most direct) line between the two cities, with a length of {{convert|240|km|abbr=on}}. The first high-speed line in Europe, the "Direttissima" was completed in between 1977 and 1992. This segment is being upgraded by Rete Ferroviaria Italiana. Entering Rome, high-speed trains have the option of stopping at either the new intermodal station at Tiburtina, developed by architects ABD Associate led by Paolo Desideri, or Termini station.

The Rome-Naples segment heads south from the Italian capital. Service on the first new high speed segment of the project started in December 2005. This line runs through 61 municipalities in two regions (Lazio and Campania) and connects with the existing national rail network at Frosinone Nord, Cassino Sud and Caserta Nord. On 13 December 2009, work was completed on the last {{convert|18|km|abbr=on}} of the line between Gricignano and Napoli Centrale. In the Campania region, the line passes through Afragola where a major new transfer station has been built, designed by Iraqi-born architect Zaha Hadid.

The Turin to Novara segment of the Turin to Trieste corridor runs for {{convert|85|km|abbr=on}} and opened in February 2006. The Novara to Milan segment opened on 12 December 2009, allowing a 59-minute journey between Milan Centrale and Turin Porta Nuova (45 minutes from Milan Porta Garibaldi to Turin Porta Susa). Combined, the two segments are {{convert|125|km|abbr=on}} long, of which 80% ({{convert|98|km|abbr=on|disp=sqbr}}) are in the region of Piemonte (provinces of Turin, Vercelli and Novara) and 20% ({{convert|27|km|abbr=on|disp=sqbr}}) in the region of Lombardy (province of Milan). To minimize its environmental impact on the area, almost the entire length of the Turin to Milan high-speed line was constructed parallel to the A4 Turin-Milan motorway.

The Milan to Venice segment includes stretches from Padova to Mestre (for Venice), in service since March 2007,{{cite web|url=http://www.italferr.it/content/italferr/en/proejct-studies/italia/captive/alta-velocita---alta-capacita/verona-padova-venezia.html|title=Verona-Padua-Venice High Speed/High Capacity Line|website=Italferr|access-date=2020-10-04}} and Milan to Brescia, which runs alongside the A35 motorway and opened for service on 11 December 2016.{{cite web|url=http://www.railwaygazette.com/news/news/europe/single-view/view/high-speed-network-grows-as-brescia-treviglio-route-opens.html|title=High speed network grows as Brescia–Treviglio route opens|date=2016-12-12|website=Railway Gazette|access-date=2020-10-04}} Between Brescia and Verona the new high-speed line will parallel the A4 motorway for {{Convert|30|km|mi|abbr=on}} of its {{convert|48|km|mi|abbr=on}} total length, and a {{Convert|7.4|km|mi|abbr=on|adj=on}} tunnel will be constructed at Lonato del Garda.{{cite web|url=https://www.railwaypro.com/wp/italy-builds-high-speed-railway-brescia-verona/|title=Italy builds high-speed railway between Brescia and Verona|date=2017-07-19|website=Railway Pro|access-date=2020-10-04}} This section was scheduled for completion in 2023.{{cite web|url=https://www.railwaypro.com/wp/works-continue-for-brescia-est-verona-high-speed-rail/|title=Works continue for Brescia Est–Verona high speed rail|date=2020-04-20|website=Railway Pro|access-date=2020-10-04}} The final {{convert|75|km|mi|abbr=on}} stretch between Verona and Padua will be constructed by quadrupling the existing railway. The contract for this was let in August 2020 with completion scheduled for 2027.{{cite web|url=https://www.metrorailnews.in/work-starts-on-first-section-of-verona-padua-high-speed-railway/|title=Work Starts on First Section of Verona Padua High-Speed Railway|date=2020-08-13|website=Metro Rail News|access-date=2020-10-04}} The section between Verona and Vicenza is to be constructed first.{{cite web|url=https://www.railwaygazette.com/high-speed/verona-vicenza-high-speed-line-contract-awarded/57165.article|title=Verona–Vicenza high speed line contract awarded|date=2020-08-14|website=Railway Gazette|access-date=2020-10-04}}

{{main|Tortona–Genoa high-speed railway}}

A line from Milan to Genoa was approved in 2006 at €6.2 billion; construction work started in 2011.{{cite web |url=http://www.rfi.it/cms/v/index.jsp?vgnextoid=fa5db4050e64c110VgnVCM1000003f16f90aRCRD |title=Terzo Valico - Milano-Venezia e Terzo Valico - RFI |access-date=2015-03-28 |archive-url=https://web.archive.org/web/20150402151554/http://www.rfi.it/cms/v/index.jsp?vgnextoid=fa5db4050e64c110VgnVCM1000003f16f90aRCRD |archive-date=2015-04-02 }} Work between Genoa and Tortona was temporarily halted due to funding problems, but restarted in 2019 and now is expected to be completed by 2026.{{cite web | url=https://www.fsitaliane.it/content/fsitaliane/it/opere-strategiche/terzo-valico.html | title=Terzo Valico - Nodo di Genova }}

{{see also|Milan–Verona high-speed railway}}

On the line from Milan to Venice high speed trains still have to use the conventional line between Brescia and Padua. The remaining portion from Brescia to Padua is under construction at a cost of €9.82 billion, while the rest of the line is already in operation. The line is built for a speed of {{Convert|250|km/h|mph|abbr=on}}. The section between Brescia and Verona will be completed in 2026 while construction should finish on the section between Verona and Padua in 2029, including a {{convert|7.7|km|abbr=on}} tunnel between Lonato del Garda and Desenzano del Garda.{{cite web|url=https://www.fsitaliane.it/content/fsitaliane/en/strategic-projects/brescia-verona-padua-hs-hc-line.html|title=Brescia-Verona-Padua HS/HC Line |website=FSGroup|language=en|access-date=2024-04-04}}

The construction of the line from Naples to Bari began in 2015{{cite web|url=http://www.railjournal.com/index.php/policy/fs-to-invest-E94bn-and-double-turnover-by-2026.html|title=FS to invest €94bn and double turnover by 2026|first=David|last=Briginshaw| date=29 September 2016 }} and will cut Naples–Bari journeys from four to two hours.{{cite web|last=Burroughs|first=David|title=WEBUILD installs first of three 2500-tonne bridges for Naples – Bari high-speed line|url=https://www.railjournal.com/passenger/high-speed/webuild-installs-first-of-three-2500-tonne-bridges-for-naples-bari-high-speed-line/|access-date=8 July 2021|website=International Railway Journal| date=3 April 2021 }} Totaling €6.2 billion for the whole project, the final €2.1 billion needed to complete the project was approved in 2019. The completion of the line is projected for 2027.

Palermo and Catania, Sicily's largest cities, are currently connected by a single-track railway which limits speed and capacity of the line. Currently works are under way to achieve higher speeds and a double-track layout, with the first section of {{convert|38|km|abbr=on}} being under construction between Bicocca and Catenanuova. This will enable a higher maximum speed of {{Cvt|200|km/h|4=0}} compared to the current {{Cvt|90|km/h}}.{{cite web |title=Europe's subway arrives in Sicilia |url=https://www.webuildvalue.com/en/stories-behind-projects/palermo-to-catania-high-speed-railway.html |website=We Build Value Digital Magazine |date=13 January 2021 |access-date=13 July 2021}} Construction started in 2019 at a cost of €415 million. The work on both tracks is expected to finish in 2023. Eventually, further improvements as part of the entire €8 billion project will enable a maximum speed of {{Cvt|250|km/h|4=0}} on the line.{{cite web |title=Work commences to double the Bicocca-Catenanuova railway along the Palermo-Catania line |url=https://www.fsitaliane.it/content/fsitaliane/en/media/news/2019/3/25/work-commences-to-double-the-bicocca-catenanuova-railway-along-t.html |website=Ferrovie dello Stato Italiane |access-date=13 July 2021 |date=25 March 2019}} The upgrade of the line will reduce the journey time between Palermo and Catania to one hour and 45 minutes in 2025, saving one hour.{{cite web |title=Ferrovie: via a lavori sulla Catania-Palermo, treni a 200 all'ora |url=https://www.ilsicilia.it/ferrovie-via-a-lavori-sulla-catania-palermo-treni-a-200-allora-video/ |website=ilSicilia.it |access-date=13 July 2021 |date=25 March 2019}}

{{main|Turin–Lyon high-speed railway}}

The Turin–Lyon line will connect Turin, Lyon and Chambéry, and join the Italian and the French high speed rail networks. It would take over the role of the current Fréjus railway. The project costs €26 billion, with the Mont d'Ambin Base Tunnel, a {{convert|57.5|km|abbr=on}} trans-alpine tunnel between Italy and France, costing €18.3 billion.{{cite web|url=https://www.euronews.com/2019/07/27/italy-agrees-to-resume-controversial-turin-lyon-high-speed-rail-link|title=Italy agrees to resume controversial Turin-Lyon high-speed rail link|last=Bellamy|first=Daniel|date=2019-07-27|website=euronews|language=en|access-date=2020-03-05}} Although the plan was highly controversial, the Italian senate approved funding in mid-2019,{{cite web|url=https://www.euronews.com/2019/08/07/italian-senate-debates-5-star-motion-to-block-lyon-turin-high-speed-rail-link|title=Italian Senate backs train link with France, widening coalition rift|date=2019-08-07|website=euronews|language=en|access-date=2020-03-05}} with the project tentatively due to be completed in 2032.{{cite web|url=https://www.ledauphine.com/savoie/2018/12/18/les-travaux-du-lyon-turin-debutent-le-15-janvier|title=SAINT-JEAN-DE-MAURIENNE. Les travaux du Lyon-Turin débutent le 15 janvier|website=www.ledauphine.com|language=FR-fr|access-date=2020-03-05}}{{cite web|author=Le Dauphiné Libéré |url=https://www.ledauphine.com/economie/2021/07/07/les-marches-du-tunnel-de-base-du-lyon-turin-attribues |title=France / Italie. Lyon-Turin: les marchés du tunnel de base attribués |publisher=Ledauphine.com |date=2021-07-07 |access-date=2022-04-11}}

The Brenner Base Tunnel will link Verona, Innsbruck, and Munich, and thus connect the Italian, Austrian and German railways. The tunnel is the most important link in a series of projects that will create a single connection from Berlin in Germany to Palermo in Sicily as part of the Trans-European Transport Networks. The tunnel crosses the border between Innsbruck in Austria and Franzensfeste in Italy. The total costs of the tunnel are estimated at €8.4 billion, of which 40% is co-financed in equal measure by Italy and Austria and 50% by the European Union.{{cite web |title=The Brenner Pass and the Fortezza Verona Line |url=https://www.fsitaliane.it/content/fsitaliane/en/strategic-projects/the-brenner-pass-and-the-fortezza-verona-line.html |publisher=Ferrovie dello Stato Italiane |access-date=9 July 2021 |archive-date=10 February 2019 |archive-url=https://web.archive.org/web/20190210033601/http://www.fsitaliane.it/content/fsitaliane/en/strategic-projects/the-brenner-pass-and-the-fortezza-verona-line.html |url-status=dead }} As of 2020, half of the tunnel's length has been excavated{{cite web|url=https://tunnelingonline.com/brenner-base-tunnel-excavation-reaches-halfway-point/|title=Brenner Base Tunnel Excavation Reaches Halfway Point|date=2020-02-05|website=Tunnel Business Magazine|language=en-US|access-date=2020-03-05}} and it is due to be opened in 2032.{{Cite web | url=https://www.railjournal.com/infrastructure/governors-protest-latest-delay-to-brenner-base-tunnel-construction/ | title=Governors protest latest delay to Brenner Base Tunnel construction | date=27 May 2021 }}

A new high speed line between Verona and Fortezza is constructed on the Italian side and is about {{convert|180|km|abbr=on}} long. The line will have a design speed of {{convert|200|-|250|km/h|mph||abbr=on}} and will quadruple the current two tracks of the existing low speed line. It has been budgeted at approximately €5 billion and is expected to be completed by the end of the works on the Brenner Base Tunnel.

A line from Salerno to Reggio Calabria has begun construction with the first TBM launched February 2025 on a tunnel section between Battipaglia and Romagnano.{{Cite web |last=Preston |first=Robert |date=2025-02-26 |title=TBM launched on southwestern Italian high-speed line |url=https://www.railjournal.com/infrastructure/tbm-launched-on-southwestern-italian-high-speed-line/ |access-date=2025-04-11 |website=International Railway Journal |language=en-GB}} The line is expected to be operational by 2030.{{cite web |title=Tav, Salerno-Reggio Calabria pronta entro il 2030 |url=https://www.affaritaliani.it/tav-salerno-reggio-calabria-pronta-entro-il-2030-736859.html |website=Affaritaliani |access-date=29 December 2021 |language=Italian |date=27 April 2021}} The new line will be {{convert|445|km|abbr=on}} long and cost €22.8 billion. It will reduce the travel time from Rome to Reggio Calabria to three hours and forty minutes. This compares to five hours of current travel time for the existing railway between Salerno and Reggio Calabria, excluding the section between Rome and Salerno.{{cite web |last1=Messina |first1=Piero |title=Alta velocità Salerno – Reggio Calabria, il progetto costerà 22,8 miliardi |url=https://www.restoalsud.it/storie-del-sud/av-rfi-salerno-reggiocalabria-228miliardi/ |website=Resto al Sud |access-date=29 December 2021 |language=Italian |date=16 October 2021}}

The project is divided into seven functional lots:

1. Salerno-Battipaglia
2. Battipaglia-Praia a Mare
3. Praja a Mare-Tarsia
4. Tarsia-Montalto Uffugo
5. Montalto Uffugo-Lamezia Terme
6. Lamezia Terme-Gioia Tauro
7. Gioia Tauro-Reggio Calabria

{{Portal|Trains}}

• Ferrovie dello Stato Italiane
• Nuovo Trasporto Viaggiatori
• Railway stations in Italy
• Rete Ferroviaria Italiana
• Trenitalia
• Treno Alta Velocità
• Eurostar Italia

{{reflist}}

• Binari dal Tevere all'Arno. La nuova linea direttissima Roma-Firenze, Roma, Ufficio relazioni aziendali delle Ferrovie dello Stato, 1974
• La Direttissima Roma-Firenze, in Ingegneria ferroviaria, gennaio 1978
• Azienda autonoma Ferrovie dello Stato, Direttissima Roma-Firenze, Roma, Ufficio relazioni aziendali delle Ferrovie dello Stato, 1978
• La Direttissima Roma-Firenze, in Ingegneria ferroviaria, marzo 1991
• Giampaolo Mancini, Donato Carillo, Mauro Papi, Prove a 320 km/h dell'ETR 500 Politensione, in Ingegneria ferroviaria, 56 (2001), n. 8, pp. 513–519
• Bruno Cirillo, Paolo Comastri, Pier Luigi Guida, Antonio Ventimiglia, L'Alta Velocità ferroviaria, Roma, Collegio Ingegneri Ferroviari Italiani, 2009, {{ISBN|978-88-95634-05-0}},

• [https://web.archive.org/web/20090616071330/http://www.rfi.it/cms/v/index.jsp?vgnextoid=4c5890e4d9aba110VgnVCM1000003f16f90aRCRD rfi.it] - Rete Ferroviaria Italiana (RFI), infrastructure manager
• [http://www.railway-technology.com/projects/italy/ Railway Technology.com article] on Italian High Speed Rail, including NTV
• [http://www.trenitalia.com/ trenitalia.com] - Trenitalia official website and online booking
• [http://www.italotreno.it/EN/ italotreno.it] - Nuovo Trasporto Viaggiatori (NTV) Italo online booking

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