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Tomatillo
Production There is limited information about tomatillo production, even though tomatillos are distributed and grown worldwide as a home-grown garden plant. Tomatillos are mainly cultivated in outdoor fields in Mexico and Guatemala on a large scale. Smaller crops are planted in many parts of the United States. In Mexico, tomatillos are planted within a wide range of altitudes. Soil and climate requirements In general, tomatillo plants are tolerant to many different soil conditions. However, they do best in well-drained, sandy, fertile soil conditions with a pH between 5.5 and 7.3. Tomatillo plants are cold sensitive. They grow best at . Below , growth is very poor. Tomatillo plants prefer full sun exposure and warm locations. Seedbed requirement and sowing
Tomatillo. Production There is limited information about tomatillo production, even though tomatillos are distributed and grown worldwide as a home-grown garden plant. Tomatillos are mainly cultivated in outdoor fields in Mexico and Guatemala on a large scale. Smaller crops are planted in many parts of the United States. In Mexico, tomatillos are planted within a wide range of altitudes. Soil and climate requirements In general, tomatillo plants are tolerant to many different soil conditions. However, they do best in well-drained, sandy, fertile soil conditions with a pH between 5.5 and 7.3. Tomatillo plants are cold sensitive. They grow best at . Below , growth is very poor. Tomatillo plants prefer full sun exposure and warm locations. Seedbed requirement and sowing
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Seedbed requirement and sowing Transplanting is the most common practice to plant tomatillo plants. Transplants are produced in greenhouses or in transplant beds. Germination occurs at . Transplanting occurs 6 to 8 weeks after seeding and when risk of frost is past. Transplants that were produced indoors need to harden off in a warm, sunny place for a few days before being planted outside. Direct outdoor seeding can only be done if no frost risk exists and soil temperature is higher than . Direct outdoor seeding leads to shortening of the vegetation period. Due to its branching growing pattern, a single plant requires sufficient growing space. Tomatillos are typically grown in rows apart. Although tomatillo is a perennial plant, overwintering is difficult, so it is normally cultivated as an annual plant. Fertilization and field management
Tomatillo. Seedbed requirement and sowing Transplanting is the most common practice to plant tomatillo plants. Transplants are produced in greenhouses or in transplant beds. Germination occurs at . Transplanting occurs 6 to 8 weeks after seeding and when risk of frost is past. Transplants that were produced indoors need to harden off in a warm, sunny place for a few days before being planted outside. Direct outdoor seeding can only be done if no frost risk exists and soil temperature is higher than . Direct outdoor seeding leads to shortening of the vegetation period. Due to its branching growing pattern, a single plant requires sufficient growing space. Tomatillos are typically grown in rows apart. Although tomatillo is a perennial plant, overwintering is difficult, so it is normally cultivated as an annual plant. Fertilization and field management
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Tomatillo plants can reach heights of . Due to their rapid and branching growth it is recommended to stake them. Staking also facilitates later harvesting and prevents the fruit from touching the ground, which reduces damage to fruit and husk. Staking can also reduce disease, as well as slug damages. Fertilization is recommended at a moderate level. An application of of phosphorus is common. Depending on soil type and irrigation, other nutrients and fertilzers (N/ K) may be required. For non-commercial production, regular fertilization is recommended. Although tomatillo plants become more drought-tolerant as they age, regular watering is required. Tomatillo plants require of water per week. Water can come either from rainfall or from irrigation. Irrigation can be managed by drip, sprinkler, furrow or watering can. Irrigation frequency is dependent upon on weather and the crop's growth stage, ranging from once or twice a week to daily during hot weather periods. Weeds are a serious
Tomatillo. Tomatillo plants can reach heights of . Due to their rapid and branching growth it is recommended to stake them. Staking also facilitates later harvesting and prevents the fruit from touching the ground, which reduces damage to fruit and husk. Staking can also reduce disease, as well as slug damages. Fertilization is recommended at a moderate level. An application of of phosphorus is common. Depending on soil type and irrigation, other nutrients and fertilzers (N/ K) may be required. For non-commercial production, regular fertilization is recommended. Although tomatillo plants become more drought-tolerant as they age, regular watering is required. Tomatillo plants require of water per week. Water can come either from rainfall or from irrigation. Irrigation can be managed by drip, sprinkler, furrow or watering can. Irrigation frequency is dependent upon on weather and the crop's growth stage, ranging from once or twice a week to daily during hot weather periods. Weeds are a serious
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furrow or watering can. Irrigation frequency is dependent upon on weather and the crop's growth stage, ranging from once or twice a week to daily during hot weather periods. Weeds are a serious challenge in tomatillo production and especially important during the first few weeks. Plastic and organic mulches help to effectively control weeds. Applications of plastic mulches also help to restrict soil water evaporation and modifying microclimate, thereby affecting tomatillo growth and yield.
Tomatillo. furrow or watering can. Irrigation frequency is dependent upon on weather and the crop's growth stage, ranging from once or twice a week to daily during hot weather periods. Weeds are a serious challenge in tomatillo production and especially important during the first few weeks. Plastic and organic mulches help to effectively control weeds. Applications of plastic mulches also help to restrict soil water evaporation and modifying microclimate, thereby affecting tomatillo growth and yield.
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Harvest and postharvest treatment Tomatillos are harvested when the fruits fill the calyx. This state is normally achieved 65 to 100 days after transplanting. Fruit production continues for 1 to 2 months or until first frost. Harvesting occurs regularly, typically every day, and is done by hand. A single plant produces 60 to 200 fruits within a single growing season, with an average yield of about . Tomatillos can be stored for up to three weeks in a cold and humid environment.
Tomatillo. Harvest and postharvest treatment Tomatillos are harvested when the fruits fill the calyx. This state is normally achieved 65 to 100 days after transplanting. Fruit production continues for 1 to 2 months or until first frost. Harvesting occurs regularly, typically every day, and is done by hand. A single plant produces 60 to 200 fruits within a single growing season, with an average yield of about . Tomatillos can be stored for up to three weeks in a cold and humid environment.
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Uses Tomatillos are a key ingredient in fresh and cooked Mexican and Central-American green sauces. The green color and tart flavor are the main culinary contributions of the fruit. Purple and red-ripening cultivars often have a slight sweetness, unlike the green- and yellow-ripening cultivars, so generally are used in jams and preserves. Like their close relative the Cape gooseberry, tomatillos have a high pectin content. Another characteristic is that they tend to have a varying degree of a sappy, sticky coating, mostly when used on the green side out of the husk. Ripe tomatillos keep refrigerated for about two weeks. They keep even longer with the husks removed and the fruit refrigerated in sealed plastic bags. They may also be frozen whole or sliced.
Tomatillo. Uses Tomatillos are a key ingredient in fresh and cooked Mexican and Central-American green sauces. The green color and tart flavor are the main culinary contributions of the fruit. Purple and red-ripening cultivars often have a slight sweetness, unlike the green- and yellow-ripening cultivars, so generally are used in jams and preserves. Like their close relative the Cape gooseberry, tomatillos have a high pectin content. Another characteristic is that they tend to have a varying degree of a sappy, sticky coating, mostly when used on the green side out of the husk. Ripe tomatillos keep refrigerated for about two weeks. They keep even longer with the husks removed and the fruit refrigerated in sealed plastic bags. They may also be frozen whole or sliced.
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Ripe tomatillos keep refrigerated for about two weeks. They keep even longer with the husks removed and the fruit refrigerated in sealed plastic bags. They may also be frozen whole or sliced. As food The tomatillo can be harvested at different stages of its development. For salsa verde, it is harvested early, when the fruit is sour with a light flavor. For a sweeter taste, it can be picked later, when the fruit is seedier. In this stage, it could be suitable as a tomato substitute. Tomatillos have diverse uses in stews, soups, salads, curries, stirfries, baking, cooking with meats, marmalade, and desserts. Tomatillos can also be dried to enhance the sweetness of the fruit in a way similar to dried cranberries, with a hint of tomato flavor. The tomatillo flavor is used in fusion cuisines for blending flavors from Latin American dishes with those of Europe and North America. Botany
Tomatillo. Ripe tomatillos keep refrigerated for about two weeks. They keep even longer with the husks removed and the fruit refrigerated in sealed plastic bags. They may also be frozen whole or sliced. As food The tomatillo can be harvested at different stages of its development. For salsa verde, it is harvested early, when the fruit is sour with a light flavor. For a sweeter taste, it can be picked later, when the fruit is seedier. In this stage, it could be suitable as a tomato substitute. Tomatillos have diverse uses in stews, soups, salads, curries, stirfries, baking, cooking with meats, marmalade, and desserts. Tomatillos can also be dried to enhance the sweetness of the fruit in a way similar to dried cranberries, with a hint of tomato flavor. The tomatillo flavor is used in fusion cuisines for blending flavors from Latin American dishes with those of Europe and North America. Botany
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Botany Description P. philadelphica grow up to and have few hairs on the stem. The leaves have acute and irregularly separated dents on the side. They are typically about in height, and can be either compact and upright or prostrate with a wider, less dense canopy. The leaves are typically serrated and can be either smooth or pubescent.
Tomatillo. Botany Description P. philadelphica grow up to and have few hairs on the stem. The leaves have acute and irregularly separated dents on the side. They are typically about in height, and can be either compact and upright or prostrate with a wider, less dense canopy. The leaves are typically serrated and can be either smooth or pubescent.
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Classification The tomatillo is a member of the genus Physalis, erected by Carl Linnaeus in 1753. Jean-Baptiste de Lamarck described the tomatillo under the name Physlis philadelphica in 1786. Other species such as P. aeuata and P. violacea were described later. The tomatillo is also often classified as P. ixocarpa BROT. However, P. philadelphica is the most important species economically. The nomenclature for Physalis changed since the 1950s. P. philadelphica was at one time classified as a variety of P. ixocarpa. Later, the classification of P. ixocarpa was revised under the species of P. philadelphica. Today, the name P. ixocarpa is commonly used for the domestic plant and P. philadelphica for the wild one. Flower
Tomatillo. Classification The tomatillo is a member of the genus Physalis, erected by Carl Linnaeus in 1753. Jean-Baptiste de Lamarck described the tomatillo under the name Physlis philadelphica in 1786. Other species such as P. aeuata and P. violacea were described later. The tomatillo is also often classified as P. ixocarpa BROT. However, P. philadelphica is the most important species economically. The nomenclature for Physalis changed since the 1950s. P. philadelphica was at one time classified as a variety of P. ixocarpa. Later, the classification of P. ixocarpa was revised under the species of P. philadelphica. Today, the name P. ixocarpa is commonly used for the domestic plant and P. philadelphica for the wild one. Flower
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Flower Flowers come in several colors, including white, light green, bright yellow, and sometimes purple. Flowers may or may not have purple spots toward the center of the corolla. The anthers are typically dark purple to pale blue. Tomatillo plants are highly self-incompatible, and two or more plants are needed for proper pollination. Thus, isolated tomatillo plants rarely set fruit. Fruit The tomatillo fruit is surrounded by an inedible, paper-like husk formed from the calyx. As the fruit matures, it fills the husk and can split it open by harvest time. The husk turns brown, and the fruit can be several colors when ripe, including yellow, green, or even purple. The freshness and greenness of the husk are quality criteria.Flower types: Varieties There are several varieties of tomatillos, with differences in tastes, traits, and ripening colors. Some cultivars include Amarylla, Gigante, Green Husk, Mexican, Pineapple, Purple de Milpa, Rio Grande Verde, and Yellow. Genetic
Tomatillo. Flower Flowers come in several colors, including white, light green, bright yellow, and sometimes purple. Flowers may or may not have purple spots toward the center of the corolla. The anthers are typically dark purple to pale blue. Tomatillo plants are highly self-incompatible, and two or more plants are needed for proper pollination. Thus, isolated tomatillo plants rarely set fruit. Fruit The tomatillo fruit is surrounded by an inedible, paper-like husk formed from the calyx. As the fruit matures, it fills the husk and can split it open by harvest time. The husk turns brown, and the fruit can be several colors when ripe, including yellow, green, or even purple. The freshness and greenness of the husk are quality criteria.Flower types: Varieties There are several varieties of tomatillos, with differences in tastes, traits, and ripening colors. Some cultivars include Amarylla, Gigante, Green Husk, Mexican, Pineapple, Purple de Milpa, Rio Grande Verde, and Yellow. Genetic
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Genetic Self-incompatibility trait Tomatillos carry self-incompatible traits. The plant, i.e. the fertile hermaphrodite, is not able to produce zygotes after self-pollination occurs. This limits the ability to improve tomatillo production regarding the seed quality and the production of varieties. The self-compatibility gene is situated in the chromosomes of the tomatillo and is not inherited through cytoplasm. Only heterozygous plants can be self-compatible as the trait is controlled by a dominant gene. Tomatillo can thus produce seeds through self-pollination due to the involvement of self-compatibility traits but the germination viability is different throughout the produced seeds. This suggests that not only incompatible pollen is involved but also inviability at the seedling stage.
Tomatillo. Genetic Self-incompatibility trait Tomatillos carry self-incompatible traits. The plant, i.e. the fertile hermaphrodite, is not able to produce zygotes after self-pollination occurs. This limits the ability to improve tomatillo production regarding the seed quality and the production of varieties. The self-compatibility gene is situated in the chromosomes of the tomatillo and is not inherited through cytoplasm. Only heterozygous plants can be self-compatible as the trait is controlled by a dominant gene. Tomatillo can thus produce seeds through self-pollination due to the involvement of self-compatibility traits but the germination viability is different throughout the produced seeds. This suggests that not only incompatible pollen is involved but also inviability at the seedling stage.
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Diseases Tomatillo is generally a very resistant crop, as long as its climatic requirements are met. However, as with all crops, mass production brings with it exposure to pests and diseases. As of 2017, two diseases affecting tomatillo have been documented, namely tomato yellow leaf curl virus and turnip mosaic virus. Symptoms of tomato yellow leaf curl virus, including chlorotic margins and interveinal yellowing, were found in several tomato and tomatillo crops in Mexico and Guatemala in 2006. After laboratory tests, the virus was confirmed. Symptomatic plants were associated with the presence of whiteflies, which were likely the cause for this outbreak.
Tomatillo. Diseases Tomatillo is generally a very resistant crop, as long as its climatic requirements are met. However, as with all crops, mass production brings with it exposure to pests and diseases. As of 2017, two diseases affecting tomatillo have been documented, namely tomato yellow leaf curl virus and turnip mosaic virus. Symptoms of tomato yellow leaf curl virus, including chlorotic margins and interveinal yellowing, were found in several tomato and tomatillo crops in Mexico and Guatemala in 2006. After laboratory tests, the virus was confirmed. Symptomatic plants were associated with the presence of whiteflies, which were likely the cause for this outbreak.
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Turnip mosaic virus was discovered in several tomatillo crops in California in 2011, rendering 2% of commercially grown tomatillo plants unmarketable, with severe stunting and leaf distortion. The green peach aphid is a common pest in California, and since it readily transmits the turnip mosaic virus, this could be a threat to tomatillo production in California. See also Physalis peruviana Salsa (sauce) References External links Jepson Manual Treatment Physalis names "Tomatillo Fossils, 52 Million Years Old, Are Discovered in Patagonia", New York Times, Jan. 9, 2017 Physalis Edible Solanaceae Fruit vegetables Crops originating from Mexico Crops originating from Pre-Columbian North America Berries Mexican cuisine Plants described in 1786 Taxa named by Jean-Baptiste Lamarck Crops originating from indigenous Americans
Tomatillo. Turnip mosaic virus was discovered in several tomatillo crops in California in 2011, rendering 2% of commercially grown tomatillo plants unmarketable, with severe stunting and leaf distortion. The green peach aphid is a common pest in California, and since it readily transmits the turnip mosaic virus, this could be a threat to tomatillo production in California. See also Physalis peruviana Salsa (sauce) References External links Jepson Manual Treatment Physalis names "Tomatillo Fossils, 52 Million Years Old, Are Discovered in Patagonia", New York Times, Jan. 9, 2017 Physalis Edible Solanaceae Fruit vegetables Crops originating from Mexico Crops originating from Pre-Columbian North America Berries Mexican cuisine Plants described in 1786 Taxa named by Jean-Baptiste Lamarck Crops originating from indigenous Americans
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David Marks
David Lee Marks (born August 22, 1948) is an American guitarist who is best known for being an early member of the Beach Boys. While growing up in Hawthorne, California, Marks was a neighborhood friend of the original band members and was a frequent participant at their family get-togethers. Following his departure from the group, Marks fronted the Marksmen and performed and recorded as a session musician.
David Marks. David Lee Marks (born August 22, 1948) is an American guitarist who is best known for being an early member of the Beach Boys. While growing up in Hawthorne, California, Marks was a neighborhood friend of the original band members and was a frequent participant at their family get-togethers. Following his departure from the group, Marks fronted the Marksmen and performed and recorded as a session musician.
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Marks joined the Beach Boys in February 1962, replacing Al Jardine on rhythm guitar, and performed on the band's first four albums, Surfin' Safari (1962), Surfin' U.S.A. (1963), Surfer Girl (1963), and Little Deuce Coupe (1963). Because he did not appear on the 1961 single "Surfin'", the first performance by the band that became "the Beach Boys", most historians discount him as a true founding member of the group. In August 1963, he left the band due to personal problems with manager Murry Wilson. Afterward, Marks worked with acts including Casey Kasem's Band Without a Name, the Moon, Delaney & Bonnie, Colours, and Warren Zevon, and studied jazz and classical guitar at the Berklee College of Music and the New England Conservatory.
David Marks. Marks joined the Beach Boys in February 1962, replacing Al Jardine on rhythm guitar, and performed on the band's first four albums, Surfin' Safari (1962), Surfin' U.S.A. (1963), Surfer Girl (1963), and Little Deuce Coupe (1963). Because he did not appear on the 1961 single "Surfin'", the first performance by the band that became "the Beach Boys", most historians discount him as a true founding member of the group. In August 1963, he left the band due to personal problems with manager Murry Wilson. Afterward, Marks worked with acts including Casey Kasem's Band Without a Name, the Moon, Delaney & Bonnie, Colours, and Warren Zevon, and studied jazz and classical guitar at the Berklee College of Music and the New England Conservatory.
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From 1997 to 1999, Marks returned to the Beach Boys for their live performances. In 2007, he released an autobiography, entitled The Lost Beach Boy. He briefly reunited with the group for their fiftieth-anniversary tour and the 2012 album That's Why God Made the Radio. Biography Early years At age seven, David Lee Marks moved into a house across the street from the family home of the three Wilson brothers, Brian, Dennis, and Carl Wilson, later to become the founding members of The Beach Boys. Describing the neighborhood, Marks noted, "It was run down. There were no sidewalks. The houses were older and the Wilsons lived in a pretty small, modest two-bedroom home. The boys all shared a bedroom. When they got older, Brian started sleeping in the den more and more, which was a converted garage they had turned into a music room. They had a Hammond B-3 organ, an upright piano, and a little hi-fi in there."
David Marks. From 1997 to 1999, Marks returned to the Beach Boys for their live performances. In 2007, he released an autobiography, entitled The Lost Beach Boy. He briefly reunited with the group for their fiftieth-anniversary tour and the 2012 album That's Why God Made the Radio. Biography Early years At age seven, David Lee Marks moved into a house across the street from the family home of the three Wilson brothers, Brian, Dennis, and Carl Wilson, later to become the founding members of The Beach Boys. Describing the neighborhood, Marks noted, "It was run down. There were no sidewalks. The houses were older and the Wilsons lived in a pretty small, modest two-bedroom home. The boys all shared a bedroom. When they got older, Brian started sleeping in the den more and more, which was a converted garage they had turned into a music room. They had a Hammond B-3 organ, an upright piano, and a little hi-fi in there."
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As the 1950s progressed, Marks sang and played music with the Wilson family at their Sunday night singalongs. Inspired by a 1958 performance by guitarist John Maus (later of the 1960s Walker Brothers), Marks asked his parents to buy him a guitar, which they did on Christmas Eve, 1958. He began taking lessons from Maus, who had been a student of Ritchie Valens. In 1959, Marks and Brian Wilson's youngest brother Carl had begun to develop their own style of playing electric guitars. Brian realized that the combination of Carl and Marks' playing brought a rock guitar sound to his original compositions, and the two teenagers participated in Brian's first songwriting efforts, that led to the band's 1963 hit single "Surfer Girl".
David Marks. As the 1950s progressed, Marks sang and played music with the Wilson family at their Sunday night singalongs. Inspired by a 1958 performance by guitarist John Maus (later of the 1960s Walker Brothers), Marks asked his parents to buy him a guitar, which they did on Christmas Eve, 1958. He began taking lessons from Maus, who had been a student of Ritchie Valens. In 1959, Marks and Brian Wilson's youngest brother Carl had begun to develop their own style of playing electric guitars. Brian realized that the combination of Carl and Marks' playing brought a rock guitar sound to his original compositions, and the two teenagers participated in Brian's first songwriting efforts, that led to the band's 1963 hit single "Surfer Girl".
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Marks was not on the Beach Boys first recording, "Surfin'" for Candix Records on October 16, 1961; that roster included Al Jardine, a high school classmate of Brian Wilson's, who had been singing and playing stand-up bass with the Wilson brothers and their cousin Mike Love. Over the next couple of months, Brian experimented with various combinations of musicians, including his mother Audree Wilson, but was not able to secure interest from a major label. The Beach Boys In mid-February 1962, a new line-up was established, excluding Al Jardine who had left for dental school. On April 16, 1962, the Beach Boys recorded a demo session at Western Recorders that produced the masters for the songs "Surfin' Safari" and "409", that would become the band's first double-sided hit, landing them a long-term contract with Capitol Records.
David Marks. Marks was not on the Beach Boys first recording, "Surfin'" for Candix Records on October 16, 1961; that roster included Al Jardine, a high school classmate of Brian Wilson's, who had been singing and playing stand-up bass with the Wilson brothers and their cousin Mike Love. Over the next couple of months, Brian experimented with various combinations of musicians, including his mother Audree Wilson, but was not able to secure interest from a major label. The Beach Boys In mid-February 1962, a new line-up was established, excluding Al Jardine who had left for dental school. On April 16, 1962, the Beach Boys recorded a demo session at Western Recorders that produced the masters for the songs "Surfin' Safari" and "409", that would become the band's first double-sided hit, landing them a long-term contract with Capitol Records.
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According to biographer Jon Stebbins, Marks's guitar chemistry with Carl Wilson changed the sound of the band. Writing about the difference between the Beach Boys' Candix Records single and their first Capitol Records release, Stebbins stated: Compared to 'Surfin', this was metal. No sign of stand-up bass or folk sensibility on this recording. And the tiny amateurish guitar sound and lazy feel of the [earlier demo] World Pacific version of 'Surfin' Safari' had now transformed into something crisp and modern. "It was Carl and Dave who brought that electric guitar drive into the band", says Al Jardine. "And because of that, Brian was able to expand a little bit."
David Marks. According to biographer Jon Stebbins, Marks's guitar chemistry with Carl Wilson changed the sound of the band. Writing about the difference between the Beach Boys' Candix Records single and their first Capitol Records release, Stebbins stated: Compared to 'Surfin', this was metal. No sign of stand-up bass or folk sensibility on this recording. And the tiny amateurish guitar sound and lazy feel of the [earlier demo] World Pacific version of 'Surfin' Safari' had now transformed into something crisp and modern. "It was Carl and Dave who brought that electric guitar drive into the band", says Al Jardine. "And because of that, Brian was able to expand a little bit."
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Marks would continue to sing and play rhythm guitar with the Beach Boys long enough to record on the first four (plus) albums, including the early hit singles "Surfin' Safari", "409", "Surfin' U.S.A.", "Shut Down", "Surfer Girl", "In My Room", and "Be True to Your School". Marks also played over 100 concerts with the Beach Boys, toured across the United States with them, and appeared on their first string of national TV appearances. While his time in the band was relatively short, Marks contributed to their tightly knit foundational sound, as well as their youthful look on the early Beach Boys' album covers.
David Marks. Marks would continue to sing and play rhythm guitar with the Beach Boys long enough to record on the first four (plus) albums, including the early hit singles "Surfin' Safari", "409", "Surfin' U.S.A.", "Shut Down", "Surfer Girl", "In My Room", and "Be True to Your School". Marks also played over 100 concerts with the Beach Boys, toured across the United States with them, and appeared on their first string of national TV appearances. While his time in the band was relatively short, Marks contributed to their tightly knit foundational sound, as well as their youthful look on the early Beach Boys' album covers.
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Although it is often assumed that Marks left the Beach Boys because Jardine wanted to return to the band, this was not the case. Marks and Jardine were both part of the 1963 Beach Boys touring line-up. Jardine initially returned on a part-time basis to fill-in on bass for Brian Wilson, who had already begun to detach himself from the touring band as early as the spring of 1963.
David Marks. Although it is often assumed that Marks left the Beach Boys because Jardine wanted to return to the band, this was not the case. Marks and Jardine were both part of the 1963 Beach Boys touring line-up. Jardine initially returned on a part-time basis to fill-in on bass for Brian Wilson, who had already begun to detach himself from the touring band as early as the spring of 1963.
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At the height of their first initial wave of international success, Marks quit the Beach Boys in late August 1963 toward the end of the group's summer tour during an argument with Murry Wilson, the Wilson boys' father and the band's manager, but did not immediately leave the band until later that year when his parents and Murry came to blows over financial and managerial issues. The first show without Marks on guitar was October 19, 1963, though he would stay friends and be in close contact with various band members for many years, and he would remain, unbeknownst to him, a legal member of the Beach Boys until September 27, 1967.
David Marks. At the height of their first initial wave of international success, Marks quit the Beach Boys in late August 1963 toward the end of the group's summer tour during an argument with Murry Wilson, the Wilson boys' father and the band's manager, but did not immediately leave the band until later that year when his parents and Murry came to blows over financial and managerial issues. The first show without Marks on guitar was October 19, 1963, though he would stay friends and be in close contact with various band members for many years, and he would remain, unbeknownst to him, a legal member of the Beach Boys until September 27, 1967.
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Post-Beach Boys career In February 1963, Dennis Wilson was injured in a car accident and his replacement was Mark Groseclose, who went to high school with Carl Wilson. Marks and Groseclose became friends and Marks eventually took over Groseclose's garage band, the Jaguars, which he renamed the Marksmen. The band was initially a side project for the aspiring songwriter, who was growing tired of his songs being passed over for Beach Boys records by Murry Wilson.
David Marks. Post-Beach Boys career In February 1963, Dennis Wilson was injured in a car accident and his replacement was Mark Groseclose, who went to high school with Carl Wilson. Marks and Groseclose became friends and Marks eventually took over Groseclose's garage band, the Jaguars, which he renamed the Marksmen. The band was initially a side project for the aspiring songwriter, who was growing tired of his songs being passed over for Beach Boys records by Murry Wilson.
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After Marks left the Beach Boys, the Marksmen became his full-time focus, becoming one of the first acts to be signed to Herb Alpert's A&M Records in 1964. Murry Wilson reportedly threatened radio deejays in order to keep them from playing the Marksmen's records. Later, the group signed with (and released a single on) Warner Bros. Records, but in spite of packed concert venues up and down the state of California, lack of airplay precluded any further releases. The 2009 release of Marks & the Marksmen Ultimate Collector’s Edition 1963–1965 marks the first-time the entire Marksmen catalog was made available to the public.
David Marks. After Marks left the Beach Boys, the Marksmen became his full-time focus, becoming one of the first acts to be signed to Herb Alpert's A&M Records in 1964. Murry Wilson reportedly threatened radio deejays in order to keep them from playing the Marksmen's records. Later, the group signed with (and released a single on) Warner Bros. Records, but in spite of packed concert venues up and down the state of California, lack of airplay precluded any further releases. The 2009 release of Marks & the Marksmen Ultimate Collector’s Edition 1963–1965 marks the first-time the entire Marksmen catalog was made available to the public.
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David Marks
In 1966, Marks played with Casey Kasem's Band Without a Name. He then worked with the late 1960s psychedelic pop band, The Moon, along with Matt Moore, Larry Brown, and David Jackson. The band signed a production deal with producer Mike Curb and released two under-promoted albums on the Imperial label. He also performed with Delaney and Bonnie, Colours (recording lead guitar on their second album), and Warren Zevon. By the time Marks was 21 years old, he had been signed to five label deals and had grown disillusioned with the Los Angeles music scene. In 1969, he relocated to Boston, where he studied jazz and classical guitar as a private student at the Berklee College of Music and the New England Conservatory of Music in 1970–71.
David Marks. In 1966, Marks played with Casey Kasem's Band Without a Name. He then worked with the late 1960s psychedelic pop band, The Moon, along with Matt Moore, Larry Brown, and David Jackson. The band signed a production deal with producer Mike Curb and released two under-promoted albums on the Imperial label. He also performed with Delaney and Bonnie, Colours (recording lead guitar on their second album), and Warren Zevon. By the time Marks was 21 years old, he had been signed to five label deals and had grown disillusioned with the Los Angeles music scene. In 1969, he relocated to Boston, where he studied jazz and classical guitar as a private student at the Berklee College of Music and the New England Conservatory of Music in 1970–71.
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1971–present
David Marks. 1971–present
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In early 1971, after reuniting onstage in Boston with the Beach Boys, despite a public and chilly reception from Bruce Johnston, Marks received an offer from Mike Love to rejoin the band, but he declined. Instead, he spent the next 25 years playing with artists like Buzz Clifford, Daniel Moore (writer of "My Maria" and "Shambala"), Gary Montgomery, Jim Keltner, Carl Radle, Leon Russell, drummer-turned-actor Gary Busey, Delbert McClinton, Warren Zevon, and many others, earning a reputation as a solid session guitarist without cashing in on his notoriety as having been a Beach Boy. Marks briefly played lead guitar for Delaney & Bonnie and Friends, but was let go and replaced by Eric Clapton. Marks was also offered the lead guitarist spot in Paul Revere and the Raiders, but turned down the offer because he did not want to dress up in a revolutionary war-era costume every time he played a show. Marks was a close friend of Warren Zevon for many years until they had a falling-out. In 1988,
David Marks. In early 1971, after reuniting onstage in Boston with the Beach Boys, despite a public and chilly reception from Bruce Johnston, Marks received an offer from Mike Love to rejoin the band, but he declined. Instead, he spent the next 25 years playing with artists like Buzz Clifford, Daniel Moore (writer of "My Maria" and "Shambala"), Gary Montgomery, Jim Keltner, Carl Radle, Leon Russell, drummer-turned-actor Gary Busey, Delbert McClinton, Warren Zevon, and many others, earning a reputation as a solid session guitarist without cashing in on his notoriety as having been a Beach Boy. Marks briefly played lead guitar for Delaney & Bonnie and Friends, but was let go and replaced by Eric Clapton. Marks was also offered the lead guitarist spot in Paul Revere and the Raiders, but turned down the offer because he did not want to dress up in a revolutionary war-era costume every time he played a show. Marks was a close friend of Warren Zevon for many years until they had a falling-out. In 1988,
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because he did not want to dress up in a revolutionary war-era costume every time he played a show. Marks was a close friend of Warren Zevon for many years until they had a falling-out. In 1988, when the Beach Boys were inducted into The Rock and Roll Hall of Fame, Marks was neither invited nor acknowledged at the ceremony, an oversight which was finally rectified in 2007.
David Marks. because he did not want to dress up in a revolutionary war-era costume every time he played a show. Marks was a close friend of Warren Zevon for many years until they had a falling-out. In 1988, when the Beach Boys were inducted into The Rock and Roll Hall of Fame, Marks was neither invited nor acknowledged at the ceremony, an oversight which was finally rectified in 2007.
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Marks eventually rejoined the Beach Boys as a full-time member playing lead guitar in 1997, when Carl Wilson, fighting cancer, was unable to continue touring with the group. After playing another 300 shows as an official Beach Boy again, Marks left the band for a second time in 1999 due to his own health issues when he was diagnosed with hepatitis C. Marks became a leader in the hepatitis C community, often appearing in the media to raise awareness of the disease. In 2007, Marks co-wrote The Lost Beach Boy with Stebbins, which detailed his early career and related his "lost years", his health problems, his musical development, and his recovery and acceptance within the Beach Boys community.
David Marks. Marks eventually rejoined the Beach Boys as a full-time member playing lead guitar in 1997, when Carl Wilson, fighting cancer, was unable to continue touring with the group. After playing another 300 shows as an official Beach Boy again, Marks left the band for a second time in 1999 due to his own health issues when he was diagnosed with hepatitis C. Marks became a leader in the hepatitis C community, often appearing in the media to raise awareness of the disease. In 2007, Marks co-wrote The Lost Beach Boy with Stebbins, which detailed his early career and related his "lost years", his health problems, his musical development, and his recovery and acceptance within the Beach Boys community.
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On May 20, 2005, the original Beach Boys six-man line-up (including both Marks and Jardine) was memorialized on the Beach Boys Historic Landmark in Hawthorne, California. The following year, on June 13, 2006, Marks gathered with surviving Beach Boys Brian Wilson, Al Jardine, Mike Love, and Bruce Johnston on the roof of the landmark Capitol Records building in Hollywood, where all five were presented with an RIAA Platinum record Award in recognition of two million in sales of the Beach Boys CD song collection Sounds of Summer: The Very Best of The Beach Boys. In 2008, following the release of a career retrospective, The Lost Years (released to coincide with his book), he toured the UK as a "special guest" with the Beach Boys. He also performed with Jardine and Dean Torrence of Jan & Dean, in the "Legends of Surf Music" tour.
David Marks. On May 20, 2005, the original Beach Boys six-man line-up (including both Marks and Jardine) was memorialized on the Beach Boys Historic Landmark in Hawthorne, California. The following year, on June 13, 2006, Marks gathered with surviving Beach Boys Brian Wilson, Al Jardine, Mike Love, and Bruce Johnston on the roof of the landmark Capitol Records building in Hollywood, where all five were presented with an RIAA Platinum record Award in recognition of two million in sales of the Beach Boys CD song collection Sounds of Summer: The Very Best of The Beach Boys. In 2008, following the release of a career retrospective, The Lost Years (released to coincide with his book), he toured the UK as a "special guest" with the Beach Boys. He also performed with Jardine and Dean Torrence of Jan & Dean, in the "Legends of Surf Music" tour.
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On December 16, 2011, it was announced that Marks would be reuniting with Brian Wilson, Mike Love, Al Jardine, and Bruce Johnston for a new Beach Boys album and 50th anniversary tour in 2012. The group appeared at the 2012 Grammy Awards on February 12, followed by a 50-date tour that began in Tucson, Arizona in April. Mike Love commented on working with Marks once again, stating, "David rocks. A phenomenal guitarist. When he does those leads on "Surfin'", "Surfin' Safari", and "Fun, Fun, Fun" it's so authentic. He and Carl committed on playing guitar since they were ten years old and were neighbors with each other from across the street in Hawthorne. He's a fantastic musician and a really fantastic guy to be with. He went through his issues with alcohol, but he's completely cooled out for maybe ten years now. It's going to be really great to be with him." Marks also took over lead vocal duties on the songs "Hawaii" and "Getcha Back" during the anniversary tour.
David Marks. On December 16, 2011, it was announced that Marks would be reuniting with Brian Wilson, Mike Love, Al Jardine, and Bruce Johnston for a new Beach Boys album and 50th anniversary tour in 2012. The group appeared at the 2012 Grammy Awards on February 12, followed by a 50-date tour that began in Tucson, Arizona in April. Mike Love commented on working with Marks once again, stating, "David rocks. A phenomenal guitarist. When he does those leads on "Surfin'", "Surfin' Safari", and "Fun, Fun, Fun" it's so authentic. He and Carl committed on playing guitar since they were ten years old and were neighbors with each other from across the street in Hawthorne. He's a fantastic musician and a really fantastic guy to be with. He went through his issues with alcohol, but he's completely cooled out for maybe ten years now. It's going to be really great to be with him." Marks also took over lead vocal duties on the songs "Hawaii" and "Getcha Back" during the anniversary tour.
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Following the 50th anniversary tour, it was announced that Marks along with Wilson and Jardine would no longer continue to tour with Johnston and Love; instead, Marks appeared with Jardine and Wilson along with Wilson's band for a short summer tour in 2013 featuring the three. On the tour Marks sang "Little Bird", "Forever", "This Car of Mine", and "Summertime Blues". The following fall, Wilson, Jardine, and Marks joined guitar legend Jeff Beck for a 23 city tour, the foursome appearing on the Jimmy Fallon show to promote their tour. For 2015, Marks and Jardine added vocals to Wilson's solo album (released April 2015); however, Marks was not a part of Wilson's Summer tour to promote the album, instead making several appearances with Love/Johnston's Beach Boys group during the rest of 2015. Marks and his wife, Carrieann, relocated to southern California in 2013 after living for a decade in North Salem, New York. In 2017, Marks made an appearance as himself on an episode of Decker.
David Marks. Following the 50th anniversary tour, it was announced that Marks along with Wilson and Jardine would no longer continue to tour with Johnston and Love; instead, Marks appeared with Jardine and Wilson along with Wilson's band for a short summer tour in 2013 featuring the three. On the tour Marks sang "Little Bird", "Forever", "This Car of Mine", and "Summertime Blues". The following fall, Wilson, Jardine, and Marks joined guitar legend Jeff Beck for a 23 city tour, the foursome appearing on the Jimmy Fallon show to promote their tour. For 2015, Marks and Jardine added vocals to Wilson's solo album (released April 2015); however, Marks was not a part of Wilson's Summer tour to promote the album, instead making several appearances with Love/Johnston's Beach Boys group during the rest of 2015. Marks and his wife, Carrieann, relocated to southern California in 2013 after living for a decade in North Salem, New York. In 2017, Marks made an appearance as himself on an episode of Decker.
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Marks and his wife, Carrieann, relocated to southern California in 2013 after living for a decade in North Salem, New York. In 2017, Marks made an appearance as himself on an episode of Decker. Marks has been relatively inactive since 2015. Among his most high-profile appearances during this time was an appearance in 2019 with Jardine at the California Saga 2 event to raise money for those experiencing homelessness. Discography Solo The Marks-Clifford Band "Live At The Blue Dolphin '77" (2006) The Lost Years : Limited Edition - triple album Set (2008) Quiver Records The Marksmen : The Ultimate Collectors Edition (2008) Quiver Records The Beach Boys Surfin' Safari (1962) Surfin' U.S.A. (1963) Surfer Girl (1963) Little Deuce Coupe (1963) That's Why God Made the Radio (2012) Live – The 50th Anniversary Tour (2013) The Moon Without Earth (1968) The Moon (1969) Surf City All Stars Live In Concert (2007) Acoustic Vibrations (2009) Live In Concert (2013)
David Marks. Marks and his wife, Carrieann, relocated to southern California in 2013 after living for a decade in North Salem, New York. In 2017, Marks made an appearance as himself on an episode of Decker. Marks has been relatively inactive since 2015. Among his most high-profile appearances during this time was an appearance in 2019 with Jardine at the California Saga 2 event to raise money for those experiencing homelessness. Discography Solo The Marks-Clifford Band "Live At The Blue Dolphin '77" (2006) The Lost Years : Limited Edition - triple album Set (2008) Quiver Records The Marksmen : The Ultimate Collectors Edition (2008) Quiver Records The Beach Boys Surfin' Safari (1962) Surfin' U.S.A. (1963) Surfer Girl (1963) Little Deuce Coupe (1963) That's Why God Made the Radio (2012) Live – The 50th Anniversary Tour (2013) The Moon Without Earth (1968) The Moon (1969) Surf City All Stars Live In Concert (2007) Acoustic Vibrations (2009) Live In Concert (2013)
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The Moon Without Earth (1968) The Moon (1969) Surf City All Stars Live In Concert (2007) Acoustic Vibrations (2009) Live In Concert (2013) Other appearances Mike Love, Bruce Johnston and David Marks of the Beach Boys Salute NASCAR (1998) A Postcard from California (Al Jardine, 2010) No Pier Pressure (Brian Wilson, 2015) See also Beach Boys Historic Landmark References External links Official website David Marks 2008 Interview on ilikemusic.com 1948 births Living people American people of Italian descent American rock guitarists American male guitarists American male singers American rock singers Berklee College of Music alumni The Beach Boys members People from North Salem, New York Rhythm guitarists 20th-century American guitarists
David Marks. The Moon Without Earth (1968) The Moon (1969) Surf City All Stars Live In Concert (2007) Acoustic Vibrations (2009) Live In Concert (2013) Other appearances Mike Love, Bruce Johnston and David Marks of the Beach Boys Salute NASCAR (1998) A Postcard from California (Al Jardine, 2010) No Pier Pressure (Brian Wilson, 2015) See also Beach Boys Historic Landmark References External links Official website David Marks 2008 Interview on ilikemusic.com 1948 births Living people American people of Italian descent American rock guitarists American male guitarists American male singers American rock singers Berklee College of Music alumni The Beach Boys members People from North Salem, New York Rhythm guitarists 20th-century American guitarists
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Alta Velocidad Española (AVE) is a service of high-speed rail in Spain operated by Renfe, the Spanish national railway company, at speeds of up to . As of December 2021, the Spanish AVE system is the longest HSR network in Europe with and the second longest in the world, after China's.
AVE. Alta Velocidad Española (AVE) is a service of high-speed rail in Spain operated by Renfe, the Spanish national railway company, at speeds of up to . As of December 2021, the Spanish AVE system is the longest HSR network in Europe with and the second longest in the world, after China's.
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AVE trains run on a network of high-speed rail track owned and managed by ADIF (Administrador de Infraestructuras Ferroviarias), where other high speed (, Alvia, Avlo) and mid-speed (Altaria) services also operate. The first line was opened in 1992, connecting the cities of Madrid, Córdoba and Seville. Unlike the rest of the Iberian broad gauge network, the AVE uses standard gauge. This permits direct connections to outside Spain through the link to the French network at the Perthus Tunnel. AVE trains are operated by Renfe, but private companies may be able to operate trains in the future using other brands, in accordance with European Union legislation. Some TGV-derived trains used to run on the broad-gauge network at slower speeds, but these were branded separately as Euromed until new rolling stock was commissioned for these services. translates to "Spanish High Speed", but the initials are also a play on the word , meaning "bird". History New rail link to Andalusia
AVE. AVE trains run on a network of high-speed rail track owned and managed by ADIF (Administrador de Infraestructuras Ferroviarias), where other high speed (, Alvia, Avlo) and mid-speed (Altaria) services also operate. The first line was opened in 1992, connecting the cities of Madrid, Córdoba and Seville. Unlike the rest of the Iberian broad gauge network, the AVE uses standard gauge. This permits direct connections to outside Spain through the link to the French network at the Perthus Tunnel. AVE trains are operated by Renfe, but private companies may be able to operate trains in the future using other brands, in accordance with European Union legislation. Some TGV-derived trains used to run on the broad-gauge network at slower speeds, but these were branded separately as Euromed until new rolling stock was commissioned for these services. translates to "Spanish High Speed", but the initials are also a play on the word , meaning "bird". History New rail link to Andalusia
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translates to "Spanish High Speed", but the initials are also a play on the word , meaning "bird". History New rail link to Andalusia Towards the end of the 1980s a new line was planned to join the Castilian Meseta with Andalusia without passing through the Despeñaperros Natural Park. After considering various options it was decided that a standard-gauge line, allowing for Spain's first high-speed rail link, would be built. The project was named NAFA (Nuevo Acceso Ferroviario a Andalucía, New Rail Link to Andalusia) and was meant to help revitalise the stagnant southern Spanish economy. The line was inaugurated on 14 April 1992 to coincide with Expo 92 being held in Seville. Seven days later on 21 April 1992 commercial service began with six daily services stopping at Madrid, Seville, Córdoba, Puertollano and Ciudad Real. In October 1992 Renfe began the AVE Lanzadera (Shuttle) service between Madrid and Puertollano and Ciudad Real.
AVE. translates to "Spanish High Speed", but the initials are also a play on the word , meaning "bird". History New rail link to Andalusia Towards the end of the 1980s a new line was planned to join the Castilian Meseta with Andalusia without passing through the Despeñaperros Natural Park. After considering various options it was decided that a standard-gauge line, allowing for Spain's first high-speed rail link, would be built. The project was named NAFA (Nuevo Acceso Ferroviario a Andalucía, New Rail Link to Andalusia) and was meant to help revitalise the stagnant southern Spanish economy. The line was inaugurated on 14 April 1992 to coincide with Expo 92 being held in Seville. Seven days later on 21 April 1992 commercial service began with six daily services stopping at Madrid, Seville, Córdoba, Puertollano and Ciudad Real. In October 1992 Renfe began the AVE Lanzadera (Shuttle) service between Madrid and Puertollano and Ciudad Real.
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It has been suggested that the PSOE government chose the French Alstom bid over the Siemens and Talgo bids for political rather than technical reasons, rewarding the French government for its assistance in capturing ETA activists who took "sanctuary" across the border in southern France. Seville's hosting of the 1992 World's Fair prompted the choice of that city for the inaugural AVE line, with its being the home town of then Spanish president Felipe González also playing some role. Seville is the artistic, cultural, and financial capital of southern Spain and the fourth largest city in Spain, after Madrid, Barcelona and Valencia, with a population of over 700,000 and a metropolitan area of almost 1.5 million people. It is also the capital of Andalusia, Spain's most populous autonomous community (region).
AVE. It has been suggested that the PSOE government chose the French Alstom bid over the Siemens and Talgo bids for political rather than technical reasons, rewarding the French government for its assistance in capturing ETA activists who took "sanctuary" across the border in southern France. Seville's hosting of the 1992 World's Fair prompted the choice of that city for the inaugural AVE line, with its being the home town of then Spanish president Felipe González also playing some role. Seville is the artistic, cultural, and financial capital of southern Spain and the fourth largest city in Spain, after Madrid, Barcelona and Valencia, with a population of over 700,000 and a metropolitan area of almost 1.5 million people. It is also the capital of Andalusia, Spain's most populous autonomous community (region).
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In January 1993 the Talgo 200 Madrid–Málaga service began, using AVE lines as far as Córdoba and then the Córdoba–Málaga Spanish-gauge conventional track to reach Málaga. On 23 April that year, the AVE set a new top speed of on a test run. Later in 1993 the mixed-method services Talgo 200 Madrid–Cádiz and Talgo 200 Madrid–Huelva began.
AVE. In January 1993 the Talgo 200 Madrid–Málaga service began, using AVE lines as far as Córdoba and then the Córdoba–Málaga Spanish-gauge conventional track to reach Málaga. On 23 April that year, the AVE set a new top speed of on a test run. Later in 1993 the mixed-method services Talgo 200 Madrid–Cádiz and Talgo 200 Madrid–Huelva began.
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In 1994 AVE trains on the Madrid–Seville line began to run at 300 km/h, cutting journey times by at least 40 minutes and covering the 471 km in hours, though it is unlikely that much of a saving came from the increase in maximum speed, because only a small section of the line near Los Yébenes has the alignments for 300 km/h operation. The maximum permitted speed is 270 km/h between Atocha station and Brazatortas, save for the approaches to the intermediate stations (Atocha, Ciudad Real and Puertollano). Beyond Brazatortas, the line is only authorised for 250 km/h operation, which drops to 215 km/h in the Sierra Morena mountains and 90 km/h around Córdoba station. It is more likely that time savings occurred as a result of there being fewer intermediate stops.
AVE. In 1994 AVE trains on the Madrid–Seville line began to run at 300 km/h, cutting journey times by at least 40 minutes and covering the 471 km in hours, though it is unlikely that much of a saving came from the increase in maximum speed, because only a small section of the line near Los Yébenes has the alignments for 300 km/h operation. The maximum permitted speed is 270 km/h between Atocha station and Brazatortas, save for the approaches to the intermediate stations (Atocha, Ciudad Real and Puertollano). Beyond Brazatortas, the line is only authorised for 250 km/h operation, which drops to 215 km/h in the Sierra Morena mountains and 90 km/h around Córdoba station. It is more likely that time savings occurred as a result of there being fewer intermediate stops.
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Although in 1999 Renfe began a mixed-service Talgo 200 Madrid–Algeciras route, this was, along with the other mixed services, transferred to Grandes Líneas Renfe (Renfe's Spanish gauge long-distance brand) following changes to plans for high-speed rail in Spain. The last segment of the Madrid–Málaga high-speed rail line was completed on 24 December 2007 when the new high speed railway section between the cities of Córdoba and Málaga was inaugurated. It is a standard gauge railway line of 155 km in length and is designed for speeds of 300 km/h (186 mph). It has compatibility with neighbouring countries' railway systems as well. In October 2015 an extension of the Madrid-Seville high-speed rail line to Cádiz was completed after 14 years of works and put in service by Alvia trains for speeds up to 200 km/h. In 2019 the Antequera–Granada high-speed rail line opened. AVANT – Media Distancia
AVE. Although in 1999 Renfe began a mixed-service Talgo 200 Madrid–Algeciras route, this was, along with the other mixed services, transferred to Grandes Líneas Renfe (Renfe's Spanish gauge long-distance brand) following changes to plans for high-speed rail in Spain. The last segment of the Madrid–Málaga high-speed rail line was completed on 24 December 2007 when the new high speed railway section between the cities of Córdoba and Málaga was inaugurated. It is a standard gauge railway line of 155 km in length and is designed for speeds of 300 km/h (186 mph). It has compatibility with neighbouring countries' railway systems as well. In October 2015 an extension of the Madrid-Seville high-speed rail line to Cádiz was completed after 14 years of works and put in service by Alvia trains for speeds up to 200 km/h. In 2019 the Antequera–Granada high-speed rail line opened. AVANT – Media Distancia
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AVANT – Media Distancia In 1992, a new high-speed medium distance service (AV Media Distancia operating under the AVE Lanzadera brand) began between Madrid, Ciudad Real and Puertollano, using spare class 100 trains. In November 2003 a new service began between Seville and Córdoba using new class 104 trains, reducing journey times between the two cities to 40 minutes. In 2005 the brand was renamed RENFE Avant, and all services started to use class 104 trains, leaving class 100 for AVE services.
AVE. AVANT – Media Distancia In 1992, a new high-speed medium distance service (AV Media Distancia operating under the AVE Lanzadera brand) began between Madrid, Ciudad Real and Puertollano, using spare class 100 trains. In November 2003 a new service began between Seville and Córdoba using new class 104 trains, reducing journey times between the two cities to 40 minutes. In 2005 the brand was renamed RENFE Avant, and all services started to use class 104 trains, leaving class 100 for AVE services.
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In 2005 the brand was renamed RENFE Avant, and all services started to use class 104 trains, leaving class 100 for AVE services. The construction of a stretch of high-speed line from Madrid to Toledo allowed the inauguration of a medium distance service in November 2005. The journey time between the two cities is now less than 30 minutes. The high-speed link combined with high property prices in Madrid has encouraged many Madrid commuters to settle in Ciudad Real, the first stop on the Madrid–Seville line. There has, however, been controversy over the construction of this line as the change to standard-gauge track meant that towns such as Getafe, Aranjuez and Algodor, which now have no commercial services, lost their direct services to Toledo. Furthermore, since Toledo is now connected by standard-gauge track it is impossible for other passenger or goods trains to reach it that have not come from other high-speed lines.
AVE. In 2005 the brand was renamed RENFE Avant, and all services started to use class 104 trains, leaving class 100 for AVE services. The construction of a stretch of high-speed line from Madrid to Toledo allowed the inauguration of a medium distance service in November 2005. The journey time between the two cities is now less than 30 minutes. The high-speed link combined with high property prices in Madrid has encouraged many Madrid commuters to settle in Ciudad Real, the first stop on the Madrid–Seville line. There has, however, been controversy over the construction of this line as the change to standard-gauge track meant that towns such as Getafe, Aranjuez and Algodor, which now have no commercial services, lost their direct services to Toledo. Furthermore, since Toledo is now connected by standard-gauge track it is impossible for other passenger or goods trains to reach it that have not come from other high-speed lines.
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Further Avant services have been launched with the expansion of the AVE lines to Valladolid, Barcelona, Málaga and Galicia. See below for details of all Avant services. In the Valladolid line, new class 114 trains are used. Both Avant class 104 and class 114 trains are Pendolino designs, without tilting capacity: - Avant class 104 trains are based in ETR 480 - Avant class 114 trains are based in ETR 600 Madrid–Barcelona
AVE. Further Avant services have been launched with the expansion of the AVE lines to Valladolid, Barcelona, Málaga and Galicia. See below for details of all Avant services. In the Valladolid line, new class 114 trains are used. Both Avant class 104 and class 114 trains are Pendolino designs, without tilting capacity: - Avant class 104 trains are based in ETR 480 - Avant class 114 trains are based in ETR 600 Madrid–Barcelona
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- Avant class 104 trains are based in ETR 480 - Avant class 114 trains are based in ETR 600 Madrid–Barcelona The Madrid–Zaragoza –Barcelona line was inaugurated on 20 February 2008, after parts of the line had operated since 2003 (Madrid–Zaragoza–Lleida) and 2006 (Lleida–Tarragona). This line is currently one of the world's fastest long-distance trains in commercial operation, with non-stop trains covering the between the two cities in just 2 hours 30 minutes, and those calling at all stations in 3 hours 10 minutes. The line includes a spur railway that branches off at Zaragoza towards Huesca in north Aragon. The Madrid-Huesca high-speed rail line was inaugurated in 2005.
AVE. - Avant class 104 trains are based in ETR 480 - Avant class 114 trains are based in ETR 600 Madrid–Barcelona The Madrid–Zaragoza –Barcelona line was inaugurated on 20 February 2008, after parts of the line had operated since 2003 (Madrid–Zaragoza–Lleida) and 2006 (Lleida–Tarragona). This line is currently one of the world's fastest long-distance trains in commercial operation, with non-stop trains covering the between the two cities in just 2 hours 30 minutes, and those calling at all stations in 3 hours 10 minutes. The line includes a spur railway that branches off at Zaragoza towards Huesca in north Aragon. The Madrid-Huesca high-speed rail line was inaugurated in 2005.
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The line currently terminates at Barcelona Sants railway station, but a new station is under construction at La Sagrera on the northern edge of the city. The Sants–La Sagrera tunnel links the Barcelona Sants station in Barcelona with the future Sagrera station through the Eixample district. The tunnel passes under and along the streets of Provença and Mallorca, while uses a short part under Diagonal avenue to link between these two streets. In the Carrer de Mallorca street, the tunnel passes directly in front of Gaudí's masterpiece, the basilica of the Sagrada Família, and in the Carrer de Provença street, near another Gaudí's architectural work, the Casa Milà. In a long campaign against this route, the Board of the Sagrada Família and other parties argued that the tunnel would damage the church, whose construction is still in progress. In this discussion about different possible routes, the one now built is also called the Provença tunnel because part of its route passes under the
AVE. The line currently terminates at Barcelona Sants railway station, but a new station is under construction at La Sagrera on the northern edge of the city. The Sants–La Sagrera tunnel links the Barcelona Sants station in Barcelona with the future Sagrera station through the Eixample district. The tunnel passes under and along the streets of Provença and Mallorca, while uses a short part under Diagonal avenue to link between these two streets. In the Carrer de Mallorca street, the tunnel passes directly in front of Gaudí's masterpiece, the basilica of the Sagrada Família, and in the Carrer de Provença street, near another Gaudí's architectural work, the Casa Milà. In a long campaign against this route, the Board of the Sagrada Família and other parties argued that the tunnel would damage the church, whose construction is still in progress. In this discussion about different possible routes, the one now built is also called the Provença tunnel because part of its route passes under the
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church, whose construction is still in progress. In this discussion about different possible routes, the one now built is also called the Provença tunnel because part of its route passes under the street of the same name.
AVE. church, whose construction is still in progress. In this discussion about different possible routes, the one now built is also called the Provença tunnel because part of its route passes under the street of the same name.
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The tunnel boring machine Barcino passed the Sagrada Família in October 2010, and reached its final destination a few months later. In March 2012, railway equipment was installed, with a special elastic isolation of the rails in order to dampen vibrations at the sections passing close to Gaudí's architectural works, using the Edilon system. Rail traffic was planned to start in 2012, initially without stops at the La Sagrera station, which was expected to be completed in 2016. The Sants–La Sagrera tunnel was finally inaugurated on 8 January 2013 along with the Perpignan–Barcelona high-speed rail line while commercial services via the tunnel towards France begun on the following day. However, works on the Sagrera station suspended in early 2014 due to a corruption scandal involving one of the companies carrying out the works. Construction works at the station were finally resumed in 2018 and the new AVE station is now expected to open in 2023. Northern corridors
AVE. The tunnel boring machine Barcino passed the Sagrada Família in October 2010, and reached its final destination a few months later. In March 2012, railway equipment was installed, with a special elastic isolation of the rails in order to dampen vibrations at the sections passing close to Gaudí's architectural works, using the Edilon system. Rail traffic was planned to start in 2012, initially without stops at the La Sagrera station, which was expected to be completed in 2016. The Sants–La Sagrera tunnel was finally inaugurated on 8 January 2013 along with the Perpignan–Barcelona high-speed rail line while commercial services via the tunnel towards France begun on the following day. However, works on the Sagrera station suspended in early 2014 due to a corruption scandal involving one of the companies carrying out the works. Construction works at the station were finally resumed in 2018 and the new AVE station is now expected to open in 2023. Northern corridors
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Northern corridors The first installment of a high-speed rail corridor in the north and north-west of Spain was the 179.6 km section Madrid–Segovia–Valladolid which was put in operation on 22 December 2007. It includes a tunnel of at Guadarrama, which is the fourth longest train tunnel in Europe. The extension of the line with the 162.7 km section Valladolid–Venta de Baños–Leon was inaugurated on 29 September 2015. Valladolid will become the hub for all AVE lines connecting the north and north-west of Spain with the rest of the country. On 24 April 2010, it was announced a 55 km high-speed spur would leave the Madrid–Valladolid route at Segovia and continue to Ávila. Initial plans were expected to be complete by the end of 2010 but as of 2020 this line remains unfinished.
AVE. Northern corridors The first installment of a high-speed rail corridor in the north and north-west of Spain was the 179.6 km section Madrid–Segovia–Valladolid which was put in operation on 22 December 2007. It includes a tunnel of at Guadarrama, which is the fourth longest train tunnel in Europe. The extension of the line with the 162.7 km section Valladolid–Venta de Baños–Leon was inaugurated on 29 September 2015. Valladolid will become the hub for all AVE lines connecting the north and north-west of Spain with the rest of the country. On 24 April 2010, it was announced a 55 km high-speed spur would leave the Madrid–Valladolid route at Segovia and continue to Ávila. Initial plans were expected to be complete by the end of 2010 but as of 2020 this line remains unfinished.
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In the north-west of Spain the Madrid–Galicia high-speed rail line completed on 21 December 2021 after 20 years of works when the Olmedo–Zamora–Santiago de Compostela section was finished. This line is connected to the Madrid–Leon line at Olmedo south of Valladolid.
AVE. In the north-west of Spain the Madrid–Galicia high-speed rail line completed on 21 December 2021 after 20 years of works when the Olmedo–Zamora–Santiago de Compostela section was finished. This line is connected to the Madrid–Leon line at Olmedo south of Valladolid.
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Construction on the 87.1 km northernmost part of this section between the cities of Ourense and Santiago de Compostela began late 2004 and this part was inaugurated in December 2011. The 107 km southern section, between Olmedo (130 km north of Madrid on the Madrid–Leon line) and Zamora entered revenue service on 17 December 2015 by Alvia trains. The 110 km new built section in the middle between Zamora and Otero de Sanabria near the town of Puebla de Sanabria was put in service on 26 October 2020, while the 119.4 km last remaining part between Puebla de Sanabria and Ourense which crosses some of Spain's most remote and fragile nature areas, was completed in end 2021. Up to that date the entire line was served by Alvia S-730 (Patito, max speed ) trains.
AVE. Construction on the 87.1 km northernmost part of this section between the cities of Ourense and Santiago de Compostela began late 2004 and this part was inaugurated in December 2011. The 107 km southern section, between Olmedo (130 km north of Madrid on the Madrid–Leon line) and Zamora entered revenue service on 17 December 2015 by Alvia trains. The 110 km new built section in the middle between Zamora and Otero de Sanabria near the town of Puebla de Sanabria was put in service on 26 October 2020, while the 119.4 km last remaining part between Puebla de Sanabria and Ourense which crosses some of Spain's most remote and fragile nature areas, was completed in end 2021. Up to that date the entire line was served by Alvia S-730 (Patito, max speed ) trains.
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This line is connected in the region of Galicia with the 156 km Atlantic Axis high-speed rail line that connects the cities of Vigo and A Coruña via Santiago de Compostela. The Atlantic Axis was inaugurated in April 2015 while the section A Coruña–Santiago de Compostela opened in 2009 and was electrified in 2011. The new railway shortened the distance between the two cities by 22 km, from 178 km to 156 km, and cut the travel time from around 3 hours on the old railway down to 1 hour and 20 minutes on the new one. 37 tunnels totalling 59 km and 34 bridges totalling 15 km form part of the rebuilt railway. Eastern corridors
AVE. This line is connected in the region of Galicia with the 156 km Atlantic Axis high-speed rail line that connects the cities of Vigo and A Coruña via Santiago de Compostela. The Atlantic Axis was inaugurated in April 2015 while the section A Coruña–Santiago de Compostela opened in 2009 and was electrified in 2011. The new railway shortened the distance between the two cities by 22 km, from 178 km to 156 km, and cut the travel time from around 3 hours on the old railway down to 1 hour and 20 minutes on the new one. 37 tunnels totalling 59 km and 34 bridges totalling 15 km form part of the rebuilt railway. Eastern corridors
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The Madrid–Levante network connects Madrid with the Mediterranean coast of the Levante Region (Eastern Spain). The Madrid–Cuenca–Valencia line was officially finished on Friday, 10 December 2010, with commercial trips starting on Saturday 18 December 2010. Non-stop trains between Madrid and Valencia cover the in 1 hour 38 minutes. The Madrid–Albacete–Alicante line was inaugurated on 17 June 2013. Trains cover the distance between Madrid and Alicante in 2 hour 12 minutes. On 22 January 2018 the extension section of the line to Castellón was inaugurated introducing a new AVE service Madrid-Castellón which cut the journey time between the two cities by further 30 minutes to total 2 hours and 25 minutes. The first stretch of the AVE service from Madrid to Murcia was inaugurated on 1 February 2021, linking Monforte del Cid, Elche and Orihuela, while the continuation up to Murcia is expected to be operational in 2021, and work is being prepared to extend the line to Cartagena. When fully
AVE. The Madrid–Levante network connects Madrid with the Mediterranean coast of the Levante Region (Eastern Spain). The Madrid–Cuenca–Valencia line was officially finished on Friday, 10 December 2010, with commercial trips starting on Saturday 18 December 2010. Non-stop trains between Madrid and Valencia cover the in 1 hour 38 minutes. The Madrid–Albacete–Alicante line was inaugurated on 17 June 2013. Trains cover the distance between Madrid and Alicante in 2 hour 12 minutes. On 22 January 2018 the extension section of the line to Castellón was inaugurated introducing a new AVE service Madrid-Castellón which cut the journey time between the two cities by further 30 minutes to total 2 hours and 25 minutes. The first stretch of the AVE service from Madrid to Murcia was inaugurated on 1 February 2021, linking Monforte del Cid, Elche and Orihuela, while the continuation up to Murcia is expected to be operational in 2021, and work is being prepared to extend the line to Cartagena. When fully
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2021, linking Monforte del Cid, Elche and Orihuela, while the continuation up to Murcia is expected to be operational in 2021, and work is being prepared to extend the line to Cartagena. When fully operational the Madrid–Levante network will total 955 km of high-speed rail connecting Madrid, Cuenca, Albacete, Valencia, Alicante, Elche, Castellón, Murcia and Cartagena.
AVE. 2021, linking Monforte del Cid, Elche and Orihuela, while the continuation up to Murcia is expected to be operational in 2021, and work is being prepared to extend the line to Cartagena. When fully operational the Madrid–Levante network will total 955 km of high-speed rail connecting Madrid, Cuenca, Albacete, Valencia, Alicante, Elche, Castellón, Murcia and Cartagena.
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International connection with France A milestone for the AVE network was reached in December 2013 when it was connected to the rest of Europe via France. The connecting link was the construction of the Barcelona–Figueres section of the Perpignan–Barcelona high-speed line, an extension of the Madrid–Barcelona line, completed in January 2013 at a cost of €3.7 billion. The international Perpignan–Figueres section of the line opened in December 2010 and includes the new Perthus Tunnel under the Pyrenees.
AVE. International connection with France A milestone for the AVE network was reached in December 2013 when it was connected to the rest of Europe via France. The connecting link was the construction of the Barcelona–Figueres section of the Perpignan–Barcelona high-speed line, an extension of the Madrid–Barcelona line, completed in January 2013 at a cost of €3.7 billion. The international Perpignan–Figueres section of the line opened in December 2010 and includes the new Perthus Tunnel under the Pyrenees.
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The high-speed Barcelona-Figueres section (from Barcelona to the French border) was officially inaugurated in January 2013. The journey from the centre of Barcelona to the centre of Girona takes now 37 minutes (compared to the previous 90 minutes), and to Figueres in 53 minutes (instead of two hours). Girona and Figueres are now 14 minutes from each other. The Perpignan (France)-Figueres section opened in 2010. One lacking high-speed section on the French side, between Montpellier and Nîmes, opened in July 2018, allowing almost continuous high-speed travel from the French high-speed network to the Spanish one. The French government, on the other hand, recently announced indefinite delays to the Montpellier-Perpignan high speed section that was originally planned for 2020. Incidents and accidents Santiago de Compostela derailment Euromed 2002 accident Operational services
AVE. The high-speed Barcelona-Figueres section (from Barcelona to the French border) was officially inaugurated in January 2013. The journey from the centre of Barcelona to the centre of Girona takes now 37 minutes (compared to the previous 90 minutes), and to Figueres in 53 minutes (instead of two hours). Girona and Figueres are now 14 minutes from each other. The Perpignan (France)-Figueres section opened in 2010. One lacking high-speed section on the French side, between Montpellier and Nîmes, opened in July 2018, allowing almost continuous high-speed travel from the French high-speed network to the Spanish one. The French government, on the other hand, recently announced indefinite delays to the Montpellier-Perpignan high speed section that was originally planned for 2020. Incidents and accidents Santiago de Compostela derailment Euromed 2002 accident Operational services
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Currently the Spanish high-speed network is made up of the following services: international: Barcelona–Lyon via Girona, Figueres, Perpignan, Narbonne, Béziers, Montpellier, Nîmes, and Valence. Barcelona–Paris via Girona, Figueres, Perpignan, Narbonne, Béziers, Agde, Sète, Montpellier, Nîmes, and Valence. Barcelona–Toulouse via Girona, Figueres, Perpignan, and Carcassonne. Madrid–Barcelona–Marseille via Zaragoza, Tarragona, Barcelona, Girona, Figueres, Perpignan, Narbonne, Béziers, Montpellier, Nîmes, Avignon, and Aix-en-Provence : Barcelona–Granada via Tarragona, Lleida, Zaragoza, Córdoba, Puente Genil-Herrera and Antequera. Barcelona–Seville via Tarragona, Lleida, Zaragoza, Ciudad Real, Puertollano, and Córdoba. Madrid–Alicante via Cuenca, Albacete, and Villena. Madrid–Barcelona via Zaragoza, Lleida, and Tarragona. Madrid–Castellón via Cuenca and Valencia. Madrid–Granada via Ciudad Real, Puertollano, Córdoba, Puente Genil-Herrera, Antequera and Loja.
AVE. Currently the Spanish high-speed network is made up of the following services: international: Barcelona–Lyon via Girona, Figueres, Perpignan, Narbonne, Béziers, Montpellier, Nîmes, and Valence. Barcelona–Paris via Girona, Figueres, Perpignan, Narbonne, Béziers, Agde, Sète, Montpellier, Nîmes, and Valence. Barcelona–Toulouse via Girona, Figueres, Perpignan, and Carcassonne. Madrid–Barcelona–Marseille via Zaragoza, Tarragona, Barcelona, Girona, Figueres, Perpignan, Narbonne, Béziers, Montpellier, Nîmes, Avignon, and Aix-en-Provence : Barcelona–Granada via Tarragona, Lleida, Zaragoza, Córdoba, Puente Genil-Herrera and Antequera. Barcelona–Seville via Tarragona, Lleida, Zaragoza, Ciudad Real, Puertollano, and Córdoba. Madrid–Alicante via Cuenca, Albacete, and Villena. Madrid–Barcelona via Zaragoza, Lleida, and Tarragona. Madrid–Castellón via Cuenca and Valencia. Madrid–Granada via Ciudad Real, Puertollano, Córdoba, Puente Genil-Herrera, Antequera and Loja.
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Madrid–Barcelona via Zaragoza, Lleida, and Tarragona. Madrid–Castellón via Cuenca and Valencia. Madrid–Granada via Ciudad Real, Puertollano, Córdoba, Puente Genil-Herrera, Antequera and Loja. Madrid–Huesca via Guadalajara, Calatayud, Zaragoza, and Tardienta. Madrid–León via Valladolid and Palencia. Madrid–Málaga via Córdoba, Puente Genil-Herrera, and Antequera. Madrid–Orihuela via Cuenca, Albacete, and Elche. Madrid–Ourense via Zamora. Madrid–Seville via Ciudad Real, Puertollano, and Córdoba. Madrid–Valencia via Cuenca and Requena-Utiel. Málaga–Barcelona via Antequera, Puente Genil-Herrera, Córdoba, Zaragoza, and Tarragona. Valencia–Seville via Cuenca, Ciudad Real, Puertollano, and Córdoba. (mid distance): A Coruña–Santiago de Compostela–Ourense. Barcelona−Girona−Figueres. Barcelona–Tarragona–Lleida. Barcelona–Tortosa via Camp de Tarragona, Cambrils and L'Hospitalet de l'Infant. Calatayud–Zaragoza. Madrid–Ciudad Real–Puertollano. Madrid–Segovia–Valladolid.
AVE. Madrid–Barcelona via Zaragoza, Lleida, and Tarragona. Madrid–Castellón via Cuenca and Valencia. Madrid–Granada via Ciudad Real, Puertollano, Córdoba, Puente Genil-Herrera, Antequera and Loja. Madrid–Huesca via Guadalajara, Calatayud, Zaragoza, and Tardienta. Madrid–León via Valladolid and Palencia. Madrid–Málaga via Córdoba, Puente Genil-Herrera, and Antequera. Madrid–Orihuela via Cuenca, Albacete, and Elche. Madrid–Ourense via Zamora. Madrid–Seville via Ciudad Real, Puertollano, and Córdoba. Madrid–Valencia via Cuenca and Requena-Utiel. Málaga–Barcelona via Antequera, Puente Genil-Herrera, Córdoba, Zaragoza, and Tarragona. Valencia–Seville via Cuenca, Ciudad Real, Puertollano, and Córdoba. (mid distance): A Coruña–Santiago de Compostela–Ourense. Barcelona−Girona−Figueres. Barcelona–Tarragona–Lleida. Barcelona–Tortosa via Camp de Tarragona, Cambrils and L'Hospitalet de l'Infant. Calatayud–Zaragoza. Madrid–Ciudad Real–Puertollano. Madrid–Segovia–Valladolid.
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Barcelona–Tarragona–Lleida. Barcelona–Tortosa via Camp de Tarragona, Cambrils and L'Hospitalet de l'Infant. Calatayud–Zaragoza. Madrid–Ciudad Real–Puertollano. Madrid–Segovia–Valladolid. Madrid–Toledo. Málaga–Córdoba–Seville via Antequera and Puente Genil-Herrera. Ourense–Santiago de Compostela–A Coruña. Valencia–Requena Utiel. (mixed high-speed/conventional): Alicante–Santander, via Villena, Albacete, Cuenca, Madrid, Segovia, Valladolid, Palencia and Torrelavega. Barcelona–A Coruña, via Lleida, Zaragoza, Pamplona, Vitoria-Gasteiz, Burgos, León, Ponferrada, Ourense and Santiago de Compostela. Barcelona–Bilbao, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Calahorra, Logroño, Haro and Miranda De Ebro. Barcelona–San Sebastian, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Altsasu and Zumarraga.
AVE. Barcelona–Tarragona–Lleida. Barcelona–Tortosa via Camp de Tarragona, Cambrils and L'Hospitalet de l'Infant. Calatayud–Zaragoza. Madrid–Ciudad Real–Puertollano. Madrid–Segovia–Valladolid. Madrid–Toledo. Málaga–Córdoba–Seville via Antequera and Puente Genil-Herrera. Ourense–Santiago de Compostela–A Coruña. Valencia–Requena Utiel. (mixed high-speed/conventional): Alicante–Santander, via Villena, Albacete, Cuenca, Madrid, Segovia, Valladolid, Palencia and Torrelavega. Barcelona–A Coruña, via Lleida, Zaragoza, Pamplona, Vitoria-Gasteiz, Burgos, León, Ponferrada, Ourense and Santiago de Compostela. Barcelona–Bilbao, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Calahorra, Logroño, Haro and Miranda De Ebro. Barcelona–San Sebastian, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Altsasu and Zumarraga.
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Barcelona–San Sebastian, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Altsasu and Zumarraga. Barcelona–Salamanca, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Vitoria-Gasteiz, Miranda de Ebro, Burgos, Valladolid and Medina del Campo. Barcelona–Vigo, via Lleida, Zaragoza, Pamplona, Vitoria-Gasteiz, Burgos, León, Ponferrada and Ourense, with connection services to Gijón in León and to A Coruña in Monforte de Lemos. Gijón–Castellón, via Oviedo, Mieres Del Camín, La Pola, León, Palencia, Valladolid, Segovia, Madrid, Cuenca, Requena Utiel, Valencia and Sagunt. Gijón–Oropesa del Mar, via Oviedo, León, Palencia, Valladolid, Segovia, Madrid, Valencia, Castellón and Benicàssim. Madrid–A Coruña, via Zamora, Ourense and Santiago de Compostela. Madrid–Bilbao, via Segovia, Valladolid, Burgos and Miranda de Ebro. Madrid–Cádiz, via Ciudad Real, Puertollano, Córdoba, Sevilla and Jerez de la Frontera.
AVE. Barcelona–San Sebastian, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Altsasu and Zumarraga. Barcelona–Salamanca, via Camp Tarragona, Lleida, Zaragoza, Tudela, Castejon, Tafalla, Pamplona, Vitoria-Gasteiz, Miranda de Ebro, Burgos, Valladolid and Medina del Campo. Barcelona–Vigo, via Lleida, Zaragoza, Pamplona, Vitoria-Gasteiz, Burgos, León, Ponferrada and Ourense, with connection services to Gijón in León and to A Coruña in Monforte de Lemos. Gijón–Castellón, via Oviedo, Mieres Del Camín, La Pola, León, Palencia, Valladolid, Segovia, Madrid, Cuenca, Requena Utiel, Valencia and Sagunt. Gijón–Oropesa del Mar, via Oviedo, León, Palencia, Valladolid, Segovia, Madrid, Valencia, Castellón and Benicàssim. Madrid–A Coruña, via Zamora, Ourense and Santiago de Compostela. Madrid–Bilbao, via Segovia, Valladolid, Burgos and Miranda de Ebro. Madrid–Cádiz, via Ciudad Real, Puertollano, Córdoba, Sevilla and Jerez de la Frontera.
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Madrid–Bilbao, via Segovia, Valladolid, Burgos and Miranda de Ebro. Madrid–Cádiz, via Ciudad Real, Puertollano, Córdoba, Sevilla and Jerez de la Frontera. Madrid–Ferrol, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela, A Coruña, Betanzos and Pontedeume. Madrid–Gijón, via Valladolid, Palencia, León and Oviedo. Madrid–Huelva, via Cordoba and La Palma Del Condado. Madrid–Irun, via Segovia, Valladolid, Burgos, Miranda de Ebro, Vitoria-Gasteiz, Zumarraga, Tolosa and San Sebastián. Madrid–Logroño, via Guadalajara, Calatayud, Tudela and Calahorra Madrid–Lugo, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense, Monforte De Lemos and Sarria. Madrid–Cartagena, via Albacete, Hellin, Cieza, Murcia, Balsicas-mar Menor and Torre-pacheco. Madrid–Pamplona, via Guadalajara, Calatayud, Tudela and Tafalla. Madrid–Pontevedra, via Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela and Vilagarcia De Arousa.
AVE. Madrid–Bilbao, via Segovia, Valladolid, Burgos and Miranda de Ebro. Madrid–Cádiz, via Ciudad Real, Puertollano, Córdoba, Sevilla and Jerez de la Frontera. Madrid–Ferrol, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela, A Coruña, Betanzos and Pontedeume. Madrid–Gijón, via Valladolid, Palencia, León and Oviedo. Madrid–Huelva, via Cordoba and La Palma Del Condado. Madrid–Irun, via Segovia, Valladolid, Burgos, Miranda de Ebro, Vitoria-Gasteiz, Zumarraga, Tolosa and San Sebastián. Madrid–Logroño, via Guadalajara, Calatayud, Tudela and Calahorra Madrid–Lugo, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense, Monforte De Lemos and Sarria. Madrid–Cartagena, via Albacete, Hellin, Cieza, Murcia, Balsicas-mar Menor and Torre-pacheco. Madrid–Pamplona, via Guadalajara, Calatayud, Tudela and Tafalla. Madrid–Pontevedra, via Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela and Vilagarcia De Arousa.
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Madrid–Pamplona, via Guadalajara, Calatayud, Tudela and Tafalla. Madrid–Pontevedra, via Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela and Vilagarcia De Arousa. Madrid–Salamanca, via Segovia and Medina del Campo. Madrid–Santander, via Valladolid, Palencia, Aguilar De Campoo, Reinosa and Torrelavega. Madrid–Santiago de Compostela, via Zamora, Sanabria, A Gudiña and Ourense. Madrid–Vigo, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense and Pontevedra.
AVE. Madrid–Pamplona, via Guadalajara, Calatayud, Tudela and Tafalla. Madrid–Pontevedra, via Zamora, Sanabria, A Gudiña, Ourense, Santiago de Compostela and Vilagarcia De Arousa. Madrid–Salamanca, via Segovia and Medina del Campo. Madrid–Santander, via Valladolid, Palencia, Aguilar De Campoo, Reinosa and Torrelavega. Madrid–Santiago de Compostela, via Zamora, Sanabria, A Gudiña and Ourense. Madrid–Vigo, via Segovia, Medina del Campo, Zamora, Sanabria, A Gudiña, Ourense and Pontevedra.
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The central hub of the AVE system is Madrid's Puerta de Atocha, except for the Madrid–León line, which terminates at Chamartín station.
AVE. The central hub of the AVE system is Madrid's Puerta de Atocha, except for the Madrid–León line, which terminates at Chamartín station.
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Trains Currently, there are several series of high-speed trains that run the AVE service: S/100, manufactured by Alstom S/102, manufactured by Talgo and Bombardier S/103, manufactured by Siemens, marketed globally under the brand Siemens Velaro S/112, manufactured by Talgo and Bombardier There are also other series of trains that are considered high-speed, but do not run under the AVE name. They run under the brand Alvia and Avant, and are variable gauge trains. They can run on high-speed lines at a maximum of , and can also change between standard- and Iberian-gauge lines without stopping. The trains that are operated under the Alvia and Avant brand are: Avant S-104, manufactured by Alstom and CAF Avant S-114, manufactured by Alstom and CAF Avant S-121, manufactured by CAF and Alstom Alvia S-120, manufactured by CAF and Alstom Alvia S-130, manufactured by Talgo and Bombardier Alvia S-730, manufactured by Talgo and Bombardier
AVE. Trains Currently, there are several series of high-speed trains that run the AVE service: S/100, manufactured by Alstom S/102, manufactured by Talgo and Bombardier S/103, manufactured by Siemens, marketed globally under the brand Siemens Velaro S/112, manufactured by Talgo and Bombardier There are also other series of trains that are considered high-speed, but do not run under the AVE name. They run under the brand Alvia and Avant, and are variable gauge trains. They can run on high-speed lines at a maximum of , and can also change between standard- and Iberian-gauge lines without stopping. The trains that are operated under the Alvia and Avant brand are: Avant S-104, manufactured by Alstom and CAF Avant S-114, manufactured by Alstom and CAF Avant S-121, manufactured by CAF and Alstom Alvia S-120, manufactured by CAF and Alstom Alvia S-130, manufactured by Talgo and Bombardier Alvia S-730, manufactured by Talgo and Bombardier
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Lines in operation Currently there are five corridors with ten main lines in operation, and two spur lines connecting the cities of Toledo with the Madrid–Seville main line and Huesca with the Madrid–Barcelona main line. North-western corridor Madrid–Galicia The Madrid–Galicia high-speed rail line connects the city of Madrid with the region of Galicia and the Atlantic Axis high-speed rail line in the North West of Spain via Segovia, Zamora, Puebla de Sanabria, Ourense and Santiago de Compostela. The line includes a new 424 km long high-speed railway section that starts at Olmedo 130 km to the north of Madrid on the Madrid–Leon high-speed rail line and ends at Santiago de Compostela. It was put in AVE service on 21 December 2021.
AVE. Lines in operation Currently there are five corridors with ten main lines in operation, and two spur lines connecting the cities of Toledo with the Madrid–Seville main line and Huesca with the Madrid–Barcelona main line. North-western corridor Madrid–Galicia The Madrid–Galicia high-speed rail line connects the city of Madrid with the region of Galicia and the Atlantic Axis high-speed rail line in the North West of Spain via Segovia, Zamora, Puebla de Sanabria, Ourense and Santiago de Compostela. The line includes a new 424 km long high-speed railway section that starts at Olmedo 130 km to the north of Madrid on the Madrid–Leon high-speed rail line and ends at Santiago de Compostela. It was put in AVE service on 21 December 2021.
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AVE trains run between Madrid and Ourense with a maximum operating speed of 300 km/h and cover the distance in 2h 15min, whilst Alvia services in the line on class 130 and 730 gauge-changing trains with a commercial speed of 250km/h, connect Madrid to Santiago de Compostela, Pontevedra, Vigo, Lugo, La Coruña and Ferrol. Meanwhile certification is ongoing for the first gauge-changing Talgo AVRIL trains to operate at 330km/h in order journey times to be further reduced by 20 minutes between Madrid and Galicia. Part of the line up to Medina del Campo is also used for the Alvia Madrid–Salamanca service.
AVE. AVE trains run between Madrid and Ourense with a maximum operating speed of 300 km/h and cover the distance in 2h 15min, whilst Alvia services in the line on class 130 and 730 gauge-changing trains with a commercial speed of 250km/h, connect Madrid to Santiago de Compostela, Pontevedra, Vigo, Lugo, La Coruña and Ferrol. Meanwhile certification is ongoing for the first gauge-changing Talgo AVRIL trains to operate at 330km/h in order journey times to be further reduced by 20 minutes between Madrid and Galicia. Part of the line up to Medina del Campo is also used for the Alvia Madrid–Salamanca service.
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The Atlantic Axis The Atlantic Axis high-speed railway line is connecting the two main cities of Vigo and A Coruña (Corunna) via Santiago de Compostela in the northwestern Spanish region of Galicia. The railway, 155.6 km in length, is an upgrade of the former non electrified single railway line between the town of Ferrol and the Portuguese border for the part between A Coruña and Vigo, into a double electrified high-speed line. The new rebuilt railway permits mixed use traffic with a maximum design speed of 250 km/h for passenger trains. The line is served by Alvia S-121 or S-730 (max speed ) train-sets for the routes between A Coruña and Vigo and between A Coruña and Ourense and by Alvia S-730 (Patito, max speed ) train-sets connecting Galicia with other Spanish regions. The line is connected at Santiago de Compostela with the Madrid–Galicia high-speed rail line. North corridor
AVE. The Atlantic Axis The Atlantic Axis high-speed railway line is connecting the two main cities of Vigo and A Coruña (Corunna) via Santiago de Compostela in the northwestern Spanish region of Galicia. The railway, 155.6 km in length, is an upgrade of the former non electrified single railway line between the town of Ferrol and the Portuguese border for the part between A Coruña and Vigo, into a double electrified high-speed line. The new rebuilt railway permits mixed use traffic with a maximum design speed of 250 km/h for passenger trains. The line is served by Alvia S-121 or S-730 (max speed ) train-sets for the routes between A Coruña and Vigo and between A Coruña and Ourense and by Alvia S-730 (Patito, max speed ) train-sets connecting Galicia with other Spanish regions. The line is connected at Santiago de Compostela with the Madrid–Galicia high-speed rail line. North corridor
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North corridor Madrid–León The Madrid–Leon high-speed rail line connects Madrid with León passing the cities of Segovia, Valladolid and Palencia. The line supports the longest railway tunnel in Spain at 28 km in length and is served by up to two S-102 (Pato, max speed ) trains per day with the fastest schedule lasting 2 hours and 6 minutes. Other trainsets used on the Madrid–Leon line include S-120 (max speed ) and S-130 (Patito, max speed ) for the Alvia services. North-eastern corridor
AVE. North corridor Madrid–León The Madrid–Leon high-speed rail line connects Madrid with León passing the cities of Segovia, Valladolid and Palencia. The line supports the longest railway tunnel in Spain at 28 km in length and is served by up to two S-102 (Pato, max speed ) trains per day with the fastest schedule lasting 2 hours and 6 minutes. Other trainsets used on the Madrid–Leon line include S-120 (max speed ) and S-130 (Patito, max speed ) for the Alvia services. North-eastern corridor
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North-eastern corridor Madrid–Barcelona Madrid–Barcelona high-speed railway line connects Madrid with Barcelona in the north east of Spain passing through the cities of Guadalajara, Calatayud, Zaragoza (Saragossa), Lleida (Lérida) and Tarragona where the future Tarragona–Valencia high-speed railway line will connect. The line has a length of 621 km and a travel time of two and a half hours for the direct trains using the route avoiding entering Zaragoza (Saragossa) and Lleida (Lérida). The line is served by S-103 (max speed ) trains. Seventeen trains run now every day between 6:00 and 21:00 hrs. Direct trains Barcelona–Seville and Barcelona–Malaga that do not make a stop in Madrid are also scheduled combining the Madrid–Barcelona line with one of the southern corridor's existing lines. S-112 (Pato, max speed ) trains are used for these services and cover these distances in less than 6 hours.
AVE. North-eastern corridor Madrid–Barcelona Madrid–Barcelona high-speed railway line connects Madrid with Barcelona in the north east of Spain passing through the cities of Guadalajara, Calatayud, Zaragoza (Saragossa), Lleida (Lérida) and Tarragona where the future Tarragona–Valencia high-speed railway line will connect. The line has a length of 621 km and a travel time of two and a half hours for the direct trains using the route avoiding entering Zaragoza (Saragossa) and Lleida (Lérida). The line is served by S-103 (max speed ) trains. Seventeen trains run now every day between 6:00 and 21:00 hrs. Direct trains Barcelona–Seville and Barcelona–Malaga that do not make a stop in Madrid are also scheduled combining the Madrid–Barcelona line with one of the southern corridor's existing lines. S-112 (Pato, max speed ) trains are used for these services and cover these distances in less than 6 hours.
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Barcelona–Perpignan (France) The international high-speed section across the border, Perpignan–Figueres (44.4 km), of the Perpignan–Barcelona high-speed rail line opened in December 2010. Since then, French TGV trains operate from Paris. The Spanish high-speed section Barcelona–Figueres opened on 7 January 2013. Nine Spanish services initially serviced the line, with 8 being a through service to Madrid, which also connected with two French TGV services from Paris. Previously French TGV services connected Paris and Barcelona by means of a shuttle train on the standard Barcelona–Figueres line. Direct Barcelona-Paris, Madrid-Marseille, Barcelona-Lyon and Barcelona-Toulouse high-speed trains between France and Spain started on 15 December 2013.
AVE. Barcelona–Perpignan (France) The international high-speed section across the border, Perpignan–Figueres (44.4 km), of the Perpignan–Barcelona high-speed rail line opened in December 2010. Since then, French TGV trains operate from Paris. The Spanish high-speed section Barcelona–Figueres opened on 7 January 2013. Nine Spanish services initially serviced the line, with 8 being a through service to Madrid, which also connected with two French TGV services from Paris. Previously French TGV services connected Paris and Barcelona by means of a shuttle train on the standard Barcelona–Figueres line. Direct Barcelona-Paris, Madrid-Marseille, Barcelona-Lyon and Barcelona-Toulouse high-speed trains between France and Spain started on 15 December 2013.
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Madrid–Huesca The Zaragoza–Huesca section branches off from the Madrid–Barcelona line at Zaragoza and connects with the city of Huesca and serves the connection train station for regional trains in the town of Tardienta. The line first put in operation in 2005 and is served by up to two S-102 (Pato, max speed ) trains per day with the fastest train journey between the two cities lasting 2 hours and 5 minutes. Eastern corridor
AVE. Madrid–Huesca The Zaragoza–Huesca section branches off from the Madrid–Barcelona line at Zaragoza and connects with the city of Huesca and serves the connection train station for regional trains in the town of Tardienta. The line first put in operation in 2005 and is served by up to two S-102 (Pato, max speed ) trains per day with the fastest train journey between the two cities lasting 2 hours and 5 minutes. Eastern corridor
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Eastern corridor Madrid–Castellón The Madrid–Castellón line connects the city of Castellón with the city of Madrid passing through the cities of Cuenca, Requena-Utiel and Valencia. The section It is serviced by S-112 (Pato, max speed ) trains, assembled by the Talgo-Bombardier consortium. Direct trains to Valencia cover the 391 km in 98 minutes while thirty trains run every day between 05:00 and 21:00, fifteen in each direction. For the service Madrid–Castellón AVE trains cover the distance in 2 hours and 25 minutes and 4 trains per day are scheduled, two in each direction. The line is part of the Madrid–Levante network (see below). Direct trains Valencia–Seville that do not make a stop in Madrid are also scheduled combining the existing lines of Madrid–Castellón and Madrid-Seville. S-102 (Pato, max speed ) trains are used for this service and cover the whole distance in 3 hours and 50 minutes.
AVE. Eastern corridor Madrid–Castellón The Madrid–Castellón line connects the city of Castellón with the city of Madrid passing through the cities of Cuenca, Requena-Utiel and Valencia. The section It is serviced by S-112 (Pato, max speed ) trains, assembled by the Talgo-Bombardier consortium. Direct trains to Valencia cover the 391 km in 98 minutes while thirty trains run every day between 05:00 and 21:00, fifteen in each direction. For the service Madrid–Castellón AVE trains cover the distance in 2 hours and 25 minutes and 4 trains per day are scheduled, two in each direction. The line is part of the Madrid–Levante network (see below). Direct trains Valencia–Seville that do not make a stop in Madrid are also scheduled combining the existing lines of Madrid–Castellón and Madrid-Seville. S-102 (Pato, max speed ) trains are used for this service and cover the whole distance in 3 hours and 50 minutes.
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Madrid–Alicante A 350 km/h line branches off from the Madrid–Castellón Line and connects the city of Alicante with the city of Madrid passing through the cities of Cuenca, Albacete and Villena. It is part of the Madrid–Levante HSR network and is serviced by S-112 (Pato, max speed ) trains that cover the distance in up to 2 hours and 12 minutes. Direct trains Toledo–Albacete were also scheduled in the past, combining four of the existing lines, but this service was eventually terminated due to low demand. Madrid–Orihuela Branching out from the Madrid–Alicante Line at Monforte del Cid to extend the network towards Murcia, the first AVE service to Orihuela was inaugurated on 1 February 2021. The branch links Albacete, Elche and Orihuela, while the continuation to Murcia is expected to be operational in 2022. Work is being prepared to extend the line to Cartagena. The AVE Madrid–Elche–Orihuela daily service takes 2 hours and 22 minutes for the fastest journey. South corridor
AVE. Madrid–Alicante A 350 km/h line branches off from the Madrid–Castellón Line and connects the city of Alicante with the city of Madrid passing through the cities of Cuenca, Albacete and Villena. It is part of the Madrid–Levante HSR network and is serviced by S-112 (Pato, max speed ) trains that cover the distance in up to 2 hours and 12 minutes. Direct trains Toledo–Albacete were also scheduled in the past, combining four of the existing lines, but this service was eventually terminated due to low demand. Madrid–Orihuela Branching out from the Madrid–Alicante Line at Monforte del Cid to extend the network towards Murcia, the first AVE service to Orihuela was inaugurated on 1 February 2021. The branch links Albacete, Elche and Orihuela, while the continuation to Murcia is expected to be operational in 2022. Work is being prepared to extend the line to Cartagena. The AVE Madrid–Elche–Orihuela daily service takes 2 hours and 22 minutes for the fastest journey. South corridor
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Madrid–Seville
AVE. Madrid–Seville
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The Madrid–Seville high-speed railway line connects Madrid with Seville in the south of Spain, passing through the cities of Ciudad Real, Puertollano and Córdoba, where the Madrid–Málaga high-speed rail line branches off towards Málaga just outside Los Mochos near Almodóvar del Río. The route travels across the plains of Castile, travelling through the Sierra Morena mountains just before reaching Córdoba, before going onward towards Seville through the largely flat land surrounding the Guadalquivir river. The Madrid–Seville line was the first dedicated passenger high-speed rail line to be built in Spain and was completed in time for Seville's Expo 92. With a length of 472 km, the fastest train journey between the two cities takes 2 hours and 20 minutes. The line is served by S-100 (max speed ) trains. The extension section of the Madrid-Seville high-speed rail line to Cádiz is served by Alvia trains that connect the city of Cádiz to Madrid and reach speeds up to 200 km/h in this
AVE. The Madrid–Seville high-speed railway line connects Madrid with Seville in the south of Spain, passing through the cities of Ciudad Real, Puertollano and Córdoba, where the Madrid–Málaga high-speed rail line branches off towards Málaga just outside Los Mochos near Almodóvar del Río. The route travels across the plains of Castile, travelling through the Sierra Morena mountains just before reaching Córdoba, before going onward towards Seville through the largely flat land surrounding the Guadalquivir river. The Madrid–Seville line was the first dedicated passenger high-speed rail line to be built in Spain and was completed in time for Seville's Expo 92. With a length of 472 km, the fastest train journey between the two cities takes 2 hours and 20 minutes. The line is served by S-100 (max speed ) trains. The extension section of the Madrid-Seville high-speed rail line to Cádiz is served by Alvia trains that connect the city of Cádiz to Madrid and reach speeds up to 200 km/h in this
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speed ) trains. The extension section of the Madrid-Seville high-speed rail line to Cádiz is served by Alvia trains that connect the city of Cádiz to Madrid and reach speeds up to 200 km/h in this section.
AVE. speed ) trains. The extension section of the Madrid-Seville high-speed rail line to Cádiz is served by Alvia trains that connect the city of Cádiz to Madrid and reach speeds up to 200 km/h in this section.
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Madrid–Málaga The Madrid–Málaga high-speed rail line connects the city of Málaga with the city of Madrid. The line shares a common section with the Madrid–Seville high-speed rail line up to the city of Córdoba and then includes a 155 km long spur line up to the city of Málaga. It is served by S-102 (Pato, max speed ) and S-103 (max speed ) trains and the fastest train journey between the two cities takes 2 hours and 20 minutes. Apart from the traffic to and from the city of Málaga, the line also handles the traffic to the cities of Granada and Algeciras. In the future, the line will also support the traffic between Madrid and the Costa del Sol high-speed rail line. Madrid–Toledo The Madrid–Toledo high-speed rail line branches off from the Seville and Málaga routes around the depot at La Sagra. The Avant service between the two cities offers journey times of half an hour on trains with a maximum speed of 250 km/h. Madrid–Granada
AVE. Madrid–Málaga The Madrid–Málaga high-speed rail line connects the city of Málaga with the city of Madrid. The line shares a common section with the Madrid–Seville high-speed rail line up to the city of Córdoba and then includes a 155 km long spur line up to the city of Málaga. It is served by S-102 (Pato, max speed ) and S-103 (max speed ) trains and the fastest train journey between the two cities takes 2 hours and 20 minutes. Apart from the traffic to and from the city of Málaga, the line also handles the traffic to the cities of Granada and Algeciras. In the future, the line will also support the traffic between Madrid and the Costa del Sol high-speed rail line. Madrid–Toledo The Madrid–Toledo high-speed rail line branches off from the Seville and Málaga routes around the depot at La Sagra. The Avant service between the two cities offers journey times of half an hour on trains with a maximum speed of 250 km/h. Madrid–Granada
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Madrid–Granada The 122.8 km Antequera–Granada high-speed rail line is a part of the under construction Andalusian Transverse Axis high-speed rail line. The three times per day AVE service between Madrid Atocha and Granada covers the distance of 568 km in 3 h 5 min. The daily AVE train between Granada and Barcelona Sants connects the two cities in 6 h 25 min. S-102 and S-112 (Pato, max speed ) trains are used for these services and all trains call at Córdoba, offering a journey time of 90 min from Granada. The total cost of building the line was €1.4 billion. Lines under construction Currently there are six corridors with ten lines under construction. Madrid interconnector
AVE. Madrid–Granada The 122.8 km Antequera–Granada high-speed rail line is a part of the under construction Andalusian Transverse Axis high-speed rail line. The three times per day AVE service between Madrid Atocha and Granada covers the distance of 568 km in 3 h 5 min. The daily AVE train between Granada and Barcelona Sants connects the two cities in 6 h 25 min. S-102 and S-112 (Pato, max speed ) trains are used for these services and all trains call at Córdoba, offering a journey time of 90 min from Granada. The total cost of building the line was €1.4 billion. Lines under construction Currently there are six corridors with ten lines under construction. Madrid interconnector
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Madrid interconnector A new interconnecting tunnel is planned between Madrid Atocha and Madrid Chamartín stations. Currently, trains going to Valladolid leave from Chamartín and trains going to Seville, Málaga and Barcelona leave from Atocha station. Also, there is a single daily service in each direction running along the Barcelona–Seville, Barcelona–Málaga, and Barcelona-Granada routes, which uses the high-speed bypass around Madrid to avoid reversing the direction of train in Atocha station. The tunnel will allow services serving northern cities to travel non-stop or with a stop through Madrid and onward to southern cities (or vice versa), without the driver having to change ends or bypass Madrid, a valuable source of passengers: currently, someone wanting to travel from Valladolid to Málaga, for instance, must travel from Valladolid Campo Grande station to Madrid Chamartín station before taking a Cercanías service to Atocha; then finally taking an onward train to Málaga.
AVE. Madrid interconnector A new interconnecting tunnel is planned between Madrid Atocha and Madrid Chamartín stations. Currently, trains going to Valladolid leave from Chamartín and trains going to Seville, Málaga and Barcelona leave from Atocha station. Also, there is a single daily service in each direction running along the Barcelona–Seville, Barcelona–Málaga, and Barcelona-Granada routes, which uses the high-speed bypass around Madrid to avoid reversing the direction of train in Atocha station. The tunnel will allow services serving northern cities to travel non-stop or with a stop through Madrid and onward to southern cities (or vice versa), without the driver having to change ends or bypass Madrid, a valuable source of passengers: currently, someone wanting to travel from Valladolid to Málaga, for instance, must travel from Valladolid Campo Grande station to Madrid Chamartín station before taking a Cercanías service to Atocha; then finally taking an onward train to Málaga.
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On 24 April 2010, tunnelling started on the 7.3 km route connecting Atocha and Chamartín. The tunnel itself is now complete, and the tracks are in place. Electrification works for the line along with line duplication works in the section between Atocha and Torrejón de Velasco started in 2017 and these works were expected to be completed in early 2018 and give the line to commercial service for AVE trains within the same year. A later announcement postponed the opening for the second half of 2020. However, delays in the schedule due to the COVID-19 pandemic postponed it further. In November 2021, the inauguration of the interconnector was projected to the first trimester of 2022. Test runs were being conducted in early February 2022, and the line was expected to be ready for permt application in early March. North corridor León–Gijón León–Oviedo–Gijón
AVE. On 24 April 2010, tunnelling started on the 7.3 km route connecting Atocha and Chamartín. The tunnel itself is now complete, and the tracks are in place. Electrification works for the line along with line duplication works in the section between Atocha and Torrejón de Velasco started in 2017 and these works were expected to be completed in early 2018 and give the line to commercial service for AVE trains within the same year. A later announcement postponed the opening for the second half of 2020. However, delays in the schedule due to the COVID-19 pandemic postponed it further. In November 2021, the inauguration of the interconnector was projected to the first trimester of 2022. Test runs were being conducted in early February 2022, and the line was expected to be ready for permt application in early March. North corridor León–Gijón León–Oviedo–Gijón
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North corridor León–Gijón León–Oviedo–Gijón Madrid–Asturias high-speed railway is the line connecting Madrid to the region of Asturias in the north of Spain. The new under construction section branches off the Valladolid–Vitoria high-speed section at Venta de Baños: 205 km north of Madrid and then reaches the cities of Oviedo and Gijón via Palencia and León. This section includes the 24,7 km long Pajares Base Tunnel (Variante de Pajares) which runs under a very mountainous area between the Province of León and the Principality of Asturias. Construction started in 2009 (except variante de pajares which started 2003) and reached León in September 2015. In September 2021 the first test runs started through Pajares Base Tunnel in the railway between La Robla and Campomanes. However, works are not expected to finish before 2022. Valladolid–Vitoria Valladolid–Burgos–Vitoria-Gasteiz
AVE. North corridor León–Gijón León–Oviedo–Gijón Madrid–Asturias high-speed railway is the line connecting Madrid to the region of Asturias in the north of Spain. The new under construction section branches off the Valladolid–Vitoria high-speed section at Venta de Baños: 205 km north of Madrid and then reaches the cities of Oviedo and Gijón via Palencia and León. This section includes the 24,7 km long Pajares Base Tunnel (Variante de Pajares) which runs under a very mountainous area between the Province of León and the Principality of Asturias. Construction started in 2009 (except variante de pajares which started 2003) and reached León in September 2015. In September 2021 the first test runs started through Pajares Base Tunnel in the railway between La Robla and Campomanes. However, works are not expected to finish before 2022. Valladolid–Vitoria Valladolid–Burgos–Vitoria-Gasteiz
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Valladolid–Vitoria Valladolid–Burgos–Vitoria-Gasteiz The extension of the Madrid–Valladolid section towards the Basque Country began construction in 2009. This railway line will run parallel to the long existing railway line. Originally it was to be used as a mixed-use high-speed railway line, but it has since been changed to a passenger-dedicated railway line, leaving the existing railway line for freight trains. The line was forecast to open the Valladolid–Burgos part around 2013 and the Burgos–Vitoria-Gasteiz part in 2014 or 2015. However, due to delays the line is not expected to open before 2023, although the Valladolid–Burgos section is expected to enter full revenue service in 2022. At Vitoria it will be connected to the Basque high-speed railway line (Basque Y), thus reaching the French border. Once opened, the travel time between Valladolid and Vitoria will be around an hour. Basque Y Bilbao–Vitoria-Gasteiz–San Sebastian–French border
AVE. Valladolid–Vitoria Valladolid–Burgos–Vitoria-Gasteiz The extension of the Madrid–Valladolid section towards the Basque Country began construction in 2009. This railway line will run parallel to the long existing railway line. Originally it was to be used as a mixed-use high-speed railway line, but it has since been changed to a passenger-dedicated railway line, leaving the existing railway line for freight trains. The line was forecast to open the Valladolid–Burgos part around 2013 and the Burgos–Vitoria-Gasteiz part in 2014 or 2015. However, due to delays the line is not expected to open before 2023, although the Valladolid–Burgos section is expected to enter full revenue service in 2022. At Vitoria it will be connected to the Basque high-speed railway line (Basque Y), thus reaching the French border. Once opened, the travel time between Valladolid and Vitoria will be around an hour. Basque Y Bilbao–Vitoria-Gasteiz–San Sebastian–French border
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Basque Y Bilbao–Vitoria-Gasteiz–San Sebastian–French border The Basque high-speed railway line (Basque Y) will connect the three Basque capitals, Vitoria-Gasteiz, Bilbao and San Sebastián. Construction began in October 2006 and the line was forecast to open in 2016. However, due to delays in construction, the line is expected to put in service in 2023 according to the new estimations. The three Basque capitals will be further connected with Madrid via Valladolid, and with the French border via Irun and Bayonne. Madrid-Santander Madrid–Segovia–Valladolid–Palencia–Villaprovedo–Reinosa–Santander
AVE. Basque Y Bilbao–Vitoria-Gasteiz–San Sebastian–French border The Basque high-speed railway line (Basque Y) will connect the three Basque capitals, Vitoria-Gasteiz, Bilbao and San Sebastián. Construction began in October 2006 and the line was forecast to open in 2016. However, due to delays in construction, the line is expected to put in service in 2023 according to the new estimations. The three Basque capitals will be further connected with Madrid via Valladolid, and with the French border via Irun and Bayonne. Madrid-Santander Madrid–Segovia–Valladolid–Palencia–Villaprovedo–Reinosa–Santander
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Madrid-Santander Madrid–Segovia–Valladolid–Palencia–Villaprovedo–Reinosa–Santander A new high-speed line is planned to branch off from the current Madrid–Leon high-speed rail line at Palencia and as a part of the north corridor will connect the region of Cantabria to the high-speed rail network with direct connection to Madrid. According to the plans the city of Santander will be connected via Villaprovedo and Reinosa. An agreement for completing the line by the end of 2015 was signed on 11 August 2010 including the agreement to call tenders for the section between Palencia and Villaprovedo before the end of March 2011 and for the Villaprovedo – Reinosa section before the end of 2012. However construction works in the line started in November 2021 for the section between Palencia and Osorno, while the section between Osorno and Reinosa is planned to be projected in 2022 and to start construction in 2023. Eastern corridor
AVE. Madrid-Santander Madrid–Segovia–Valladolid–Palencia–Villaprovedo–Reinosa–Santander A new high-speed line is planned to branch off from the current Madrid–Leon high-speed rail line at Palencia and as a part of the north corridor will connect the region of Cantabria to the high-speed rail network with direct connection to Madrid. According to the plans the city of Santander will be connected via Villaprovedo and Reinosa. An agreement for completing the line by the end of 2015 was signed on 11 August 2010 including the agreement to call tenders for the section between Palencia and Villaprovedo before the end of March 2011 and for the Villaprovedo – Reinosa section before the end of 2012. However construction works in the line started in November 2021 for the section between Palencia and Osorno, while the section between Osorno and Reinosa is planned to be projected in 2022 and to start construction in 2023. Eastern corridor
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Eastern corridor Alicante–Cartagena Alicante–Murcia–Cartagena This is an under construction section, part of the Madrid–Levante network of high-speed railways connecting the capital with the Mediterranean coast. Consisting of of railways with an estimated cost of 12.5 billion euros, it is the most expensive high-speed railway project in Spain. The network will consist of both dedicated passenger high-speed railways designed for trains running above and high-speed railways shared with freight trains. The network is to be opened in stages, starting with the Madrid–Valencia/Albacete section, which was opened in December 2010, followed by Albacete–Alicante in June 2013, Valencia–Castellón in January 2018, Monforte del Cid–Orihuela in February 2021 while reaching the city of Murcia is expected to follow by 2022 with a branch line to Cartagena. The section linking Valencia with Alicante in the Mediterranean Corridor is expected to open in 2022. South corridor
AVE. Eastern corridor Alicante–Cartagena Alicante–Murcia–Cartagena This is an under construction section, part of the Madrid–Levante network of high-speed railways connecting the capital with the Mediterranean coast. Consisting of of railways with an estimated cost of 12.5 billion euros, it is the most expensive high-speed railway project in Spain. The network will consist of both dedicated passenger high-speed railways designed for trains running above and high-speed railways shared with freight trains. The network is to be opened in stages, starting with the Madrid–Valencia/Albacete section, which was opened in December 2010, followed by Albacete–Alicante in June 2013, Valencia–Castellón in January 2018, Monforte del Cid–Orihuela in February 2021 while reaching the city of Murcia is expected to follow by 2022 with a branch line to Cartagena. The section linking Valencia with Alicante in the Mediterranean Corridor is expected to open in 2022. South corridor
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South corridor Seville–Antequera Transversal Rail Axis (Eje Ferroviario transversal de Andalucía), the Andalusian high-speed rail line connecting Huelva, Seville, Granada and Almería. Part of the line is financed and built by the Andalusian government.
AVE. South corridor Seville–Antequera Transversal Rail Axis (Eje Ferroviario transversal de Andalucía), the Andalusian high-speed rail line connecting Huelva, Seville, Granada and Almería. Part of the line is financed and built by the Andalusian government.
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The southern Andalusian transverse high-speed railway line is a 503.7-kilometre railway running between the cities of Huelva and Almería, passing the cities of Seville and Granada. The line is designed for speeds up to 250 kilometres per hour, except for the 130-kilometre Antequera–Granada and the 103-kilometre Seville–Huelva parts of the line, which are designed for speeds in excess of 300 kilometres per hour. A connection between Huelva and the Portuguese border is being studied. When finished the journey between Huelva and Almería in the new line is estimated to last 3 hours and 35 minutes. The first section of the line between Antequera–Granada high-speed rail line was put in service on 26 June 2019 connecting the city of Granada to the rest of the high speed network via a branch from the Madrid–Málaga high-speed rail line. The section between Seville and Antequera is currently under construction and completion is expected in the following years.
AVE. The southern Andalusian transverse high-speed railway line is a 503.7-kilometre railway running between the cities of Huelva and Almería, passing the cities of Seville and Granada. The line is designed for speeds up to 250 kilometres per hour, except for the 130-kilometre Antequera–Granada and the 103-kilometre Seville–Huelva parts of the line, which are designed for speeds in excess of 300 kilometres per hour. A connection between Huelva and the Portuguese border is being studied. When finished the journey between Huelva and Almería in the new line is estimated to last 3 hours and 35 minutes. The first section of the line between Antequera–Granada high-speed rail line was put in service on 26 June 2019 connecting the city of Granada to the rest of the high speed network via a branch from the Madrid–Málaga high-speed rail line. The section between Seville and Antequera is currently under construction and completion is expected in the following years.
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Madrid–Jaén Madrid–Alcázar de San Juan–Jaén This high-speed railway line will be part passenger-dedicated high-speed railway (Madrid–Alcázar de San Juan) and part shared with freight trains (Alcázar de San Juan–Jaén). The first 99 km of the line will use the already existing Madrid-Seville high-speed railway line. From there, a 67.5 km branch line will be constructed towards Alcázar de San Juan. From Alcázar de San Juan the existing railway line will be upgraded to allow passenger trains to run up to 250 km/h; a new double-tracked route through the Despeñaperros mountain range will be built to replace the existing single-tracked route. This part of the high-speed railway also forms part of the Madrid–Algeciras freight corridor. An extension of the line to Granada is being investigated; however, the complicated terrain between Jaén and Granada might make it uneconomical. Mediterranean corridor Tarragona–Almería Tarragona–Valencian Community–Murcia Region–Almería
AVE. Madrid–Jaén Madrid–Alcázar de San Juan–Jaén This high-speed railway line will be part passenger-dedicated high-speed railway (Madrid–Alcázar de San Juan) and part shared with freight trains (Alcázar de San Juan–Jaén). The first 99 km of the line will use the already existing Madrid-Seville high-speed railway line. From there, a 67.5 km branch line will be constructed towards Alcázar de San Juan. From Alcázar de San Juan the existing railway line will be upgraded to allow passenger trains to run up to 250 km/h; a new double-tracked route through the Despeñaperros mountain range will be built to replace the existing single-tracked route. This part of the high-speed railway also forms part of the Madrid–Algeciras freight corridor. An extension of the line to Granada is being investigated; however, the complicated terrain between Jaén and Granada might make it uneconomical. Mediterranean corridor Tarragona–Almería Tarragona–Valencian Community–Murcia Region–Almería
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The section linking Tarragona to Almería via Valencia and Murcia is expected to be completed by 2023 when the currently under construction 184 km Murcia–Almería high-speed rail line will be finished. Its first 46,5 km new built cut-off part between Camp de Tarragona and Vandellòs started commercial services on 13 January 2020. A new dual-gauge high speed rail trak on the 72 km part between Valencia and Castellón inaugurated in January 2018. The section between Vandellòs and Castellón is an upgraded line of the old Iberian-gauge Valencia−Sant Vicenç de Calders railway currently used by the Euromed service in speeds up to 220 km/h that covers distance of 400 km between the cities of Barcelona and Valencia in 2 hours and 35 minutes. With a new line, it will take about 1 hour and 45 minutes on high speed trains to cover the same distance. However, this part is not under construction yet for a new standard-gauge high speed line. The section linking Valencia with Alicante is expected to be
AVE. The section linking Tarragona to Almería via Valencia and Murcia is expected to be completed by 2023 when the currently under construction 184 km Murcia–Almería high-speed rail line will be finished. Its first 46,5 km new built cut-off part between Camp de Tarragona and Vandellòs started commercial services on 13 January 2020. A new dual-gauge high speed rail trak on the 72 km part between Valencia and Castellón inaugurated in January 2018. The section between Vandellòs and Castellón is an upgraded line of the old Iberian-gauge Valencia−Sant Vicenç de Calders railway currently used by the Euromed service in speeds up to 220 km/h that covers distance of 400 km between the cities of Barcelona and Valencia in 2 hours and 35 minutes. With a new line, it will take about 1 hour and 45 minutes on high speed trains to cover the same distance. However, this part is not under construction yet for a new standard-gauge high speed line. The section linking Valencia with Alicante is expected to be
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high speed trains to cover the same distance. However, this part is not under construction yet for a new standard-gauge high speed line. The section linking Valencia with Alicante is expected to be completed by the year 2022. The 52 km part between Torrent outside Valencia and Xàtiva, which is under construction since October 2002, is expected to be completed by end 2020 and it is designed for speeds up to 350 km/h. Modernization works in the 40 km remaining part between Xàtiva and La Encina Hub for maximum speed of 260 km/h including conversion to standard-gauge high speed line are expected to be completed by end 2022. The final section between Almería and Algeciras, passing through Málaga, will be built at a later point of time and an alternative and longer route looks likely.
AVE. high speed trains to cover the same distance. However, this part is not under construction yet for a new standard-gauge high speed line. The section linking Valencia with Alicante is expected to be completed by the year 2022. The 52 km part between Torrent outside Valencia and Xàtiva, which is under construction since October 2002, is expected to be completed by end 2020 and it is designed for speeds up to 350 km/h. Modernization works in the 40 km remaining part between Xàtiva and La Encina Hub for maximum speed of 260 km/h including conversion to standard-gauge high speed line are expected to be completed by end 2022. The final section between Almería and Algeciras, passing through Málaga, will be built at a later point of time and an alternative and longer route looks likely.
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South-western corridor Madrid–Extremadura Madrid–Talavera de la Reina–Cáceres–Mérida–Badajoz
AVE. South-western corridor Madrid–Extremadura Madrid–Talavera de la Reina–Cáceres–Mérida–Badajoz
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This line was initially planned as Lisbon–Madrid high-speed rail line in order to connect the two peninsular capitals, Madrid and Lisbon in 2 hours and 45 minutes. This line had been a key issue in bilateral summits in recent years and was about to link Spain's high-speed rail network with the planned High-speed rail in Portugal, a project announced by the Portuguese government in February 2009. Construction on the Spanish side began in late 2008 on a segment between the cities of Badajoz and Mérida. Both Spanish and Portuguese track were to be completed around 2013, later the Portuguese government brought forward its plans from 2015 but the Portuguese froze works in June 2011 and eventually cancelled the project in March 2012. In 2016 the European Union's European Regional Development Fund, gave Spain €205.1m towards the €312.1m needed for the track between Navalmoral de la Mata and Mérida, Spain.
AVE. This line was initially planned as Lisbon–Madrid high-speed rail line in order to connect the two peninsular capitals, Madrid and Lisbon in 2 hours and 45 minutes. This line had been a key issue in bilateral summits in recent years and was about to link Spain's high-speed rail network with the planned High-speed rail in Portugal, a project announced by the Portuguese government in February 2009. Construction on the Spanish side began in late 2008 on a segment between the cities of Badajoz and Mérida. Both Spanish and Portuguese track were to be completed around 2013, later the Portuguese government brought forward its plans from 2015 but the Portuguese froze works in June 2011 and eventually cancelled the project in March 2012. In 2016 the European Union's European Regional Development Fund, gave Spain €205.1m towards the €312.1m needed for the track between Navalmoral de la Mata and Mérida, Spain.
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The section on the Spanish side between Madrid and Badajoz is expected to be completed in 2023.
AVE. The section on the Spanish side between Madrid and Badajoz is expected to be completed in 2023.
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With a length of 439 km on the Spanish side, of which 48 km are part of the already built Madrid–Seville high-speed rail line, it will connect cities like Talavera de la Reina, Navalmoral de la Mata, Plasencia, Cáceres, Mérida and Badajoz. The Almonte River Viaduct was completed in May 2016 to carry this line. It is a concrete arch bridge with a span of 384 meters (1,260 feet), ranking among the longest in the world of this type of bridge. Two Seas corridor Zaragoza–Pamplona Zaragoza–Castejon–Pamplona A high-speed track between Zaragoza (Aragon) and Pamplona (Navarre) is currently under development as a part of the Two Seas (Cantabrian-Mediterranean) corridor. The section between Castejon and Pamplona (both in Navarre) with a total length of 75.5 kilometers is under construction with some sub-sections already completed. The line is expected to be completed by 2023.
AVE. With a length of 439 km on the Spanish side, of which 48 km are part of the already built Madrid–Seville high-speed rail line, it will connect cities like Talavera de la Reina, Navalmoral de la Mata, Plasencia, Cáceres, Mérida and Badajoz. The Almonte River Viaduct was completed in May 2016 to carry this line. It is a concrete arch bridge with a span of 384 meters (1,260 feet), ranking among the longest in the world of this type of bridge. Two Seas corridor Zaragoza–Pamplona Zaragoza–Castejon–Pamplona A high-speed track between Zaragoza (Aragon) and Pamplona (Navarre) is currently under development as a part of the Two Seas (Cantabrian-Mediterranean) corridor. The section between Castejon and Pamplona (both in Navarre) with a total length of 75.5 kilometers is under construction with some sub-sections already completed. The line is expected to be completed by 2023.
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Lines planned In the short term, other connections to the LGV are planned. After the connection to France at La Jonquera in Catalonia, another connection is proposed at Irun in the Basque Country. Other new lines are under consideration, including a line connecting Soria to the Madrid–Barcelona line at Calatayud. Finally, the Madrid–Barcelona line currently terminates in Barcelona's Estació de Sants, but a new station is under construction at La Sagrera on the northern edge of the city.
AVE. Lines planned In the short term, other connections to the LGV are planned. After the connection to France at La Jonquera in Catalonia, another connection is proposed at Irun in the Basque Country. Other new lines are under consideration, including a line connecting Soria to the Madrid–Barcelona line at Calatayud. Finally, the Madrid–Barcelona line currently terminates in Barcelona's Estació de Sants, but a new station is under construction at La Sagrera on the northern edge of the city.
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In the long term, the Spanish government has an ambitious plan to make of high-speed railway operational, with all provincial capitals at most only 4 hours from Madrid, and hours from Barcelona. According to the Strategic Plan for railway infrastructures developed by the Spanish Ministerio de Fomento (Ministry of Public Works), called PEIT, and published in 2005, a second expansion program is planned to start when the last lines of the first program still under construction begin operation. This plan initially had a ten-year scope, ending in 2020, and its ambition was to make the network reach by the end of that year. However, this program has been now postponed to indefinite time frame since the first expansion program is still on going. When both programs will be completed, the Spanish high-speed network will be the most extensive network in Europe, with several operational links with France and Portugal, and this is the most ambitious high-speed rail plan in the European Union.
AVE. In the long term, the Spanish government has an ambitious plan to make of high-speed railway operational, with all provincial capitals at most only 4 hours from Madrid, and hours from Barcelona. According to the Strategic Plan for railway infrastructures developed by the Spanish Ministerio de Fomento (Ministry of Public Works), called PEIT, and published in 2005, a second expansion program is planned to start when the last lines of the first program still under construction begin operation. This plan initially had a ten-year scope, ending in 2020, and its ambition was to make the network reach by the end of that year. However, this program has been now postponed to indefinite time frame since the first expansion program is still on going. When both programs will be completed, the Spanish high-speed network will be the most extensive network in Europe, with several operational links with France and Portugal, and this is the most ambitious high-speed rail plan in the European Union.
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Connection with Barajas Airport In May 2021 the Spanish Ministry of Transport, Mobility and Urban Agenda announced its plans to connect Madrid's Adolfo Suárez Madrid–Barajas Airport with the AVE network. According to the plans this is going to be realized in two phases. In the first short-term phase, AVE trains will reach the airport by sharing a line with the Cercanías trains until Chamartín station. Tendering for these works is planned to start within 2022. In long-term during the second phase, a dedicated high-speed line will be constructed to connect the airport. Cantabrian Sea corridor Galicia–Asturias–Cantabria–Basque Country–French border
AVE. Connection with Barajas Airport In May 2021 the Spanish Ministry of Transport, Mobility and Urban Agenda announced its plans to connect Madrid's Adolfo Suárez Madrid–Barajas Airport with the AVE network. According to the plans this is going to be realized in two phases. In the first short-term phase, AVE trains will reach the airport by sharing a line with the Cercanías trains until Chamartín station. Tendering for these works is planned to start within 2022. In long-term during the second phase, a dedicated high-speed line will be constructed to connect the airport. Cantabrian Sea corridor Galicia–Asturias–Cantabria–Basque Country–French border
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Cantabrian Sea corridor Galicia–Asturias–Cantabria–Basque Country–French border The 430 km high-speed line will connect Ferrol in Galicia with Bilbao in the Basque Country passing through the regions of Asturias and Cantabria along the Cantabrian Sea coast in the north Spain. The line will be further connected to the Atlantic Axis high-speed rail line on the west, the Basque Y high-speed railway line on the east and the north corridor (future Madrid-Gijón high-speed railway line) in Asturias region. The travel time between El Ferrol and Bilbao in the new line is estimated to last 1 hour and 48 minutes. The line is not yet projected but it is planned to be completed before 2024. Two seas corridor Valencian Community–Aragon–La Rioja–Navarre–Basque Country–French border
AVE. Cantabrian Sea corridor Galicia–Asturias–Cantabria–Basque Country–French border The 430 km high-speed line will connect Ferrol in Galicia with Bilbao in the Basque Country passing through the regions of Asturias and Cantabria along the Cantabrian Sea coast in the north Spain. The line will be further connected to the Atlantic Axis high-speed rail line on the west, the Basque Y high-speed railway line on the east and the north corridor (future Madrid-Gijón high-speed railway line) in Asturias region. The travel time between El Ferrol and Bilbao in the new line is estimated to last 1 hour and 48 minutes. The line is not yet projected but it is planned to be completed before 2024. Two seas corridor Valencian Community–Aragon–La Rioja–Navarre–Basque Country–French border
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The line will connect the Valencian Community with the Basque Country region and the French border passing through the regions of Aragon, Navarre and La Rioja, with further connection to the TGV network via Irun towards Bordeaux and Paris. The line will include two connections between the region of Aragon and the Basque Country, one via Pamplona in Navarre towards the French border and one via Logroño in La Rioja towards Bilbao. Connected cities will include Valencia, Teruel, Zaragoza, Pamplona, Logroño, Vitoria-Gasteiz, San Sebastián and Bilbao with possible further connection to Santander. The travel time between Valencia and Bilbao in the new high-speed line will be decreased from 9 hours down to roughly 4 hours. Some sections between the regions of Aragon, Navarre and La Rioja are projected, while the section between Castejon and Pamplona is currently under construction. The Ministry of Development has not set a target date to complete the Cantabrian-Mediterranean corridor yet.
AVE. The line will connect the Valencian Community with the Basque Country region and the French border passing through the regions of Aragon, Navarre and La Rioja, with further connection to the TGV network via Irun towards Bordeaux and Paris. The line will include two connections between the region of Aragon and the Basque Country, one via Pamplona in Navarre towards the French border and one via Logroño in La Rioja towards Bilbao. Connected cities will include Valencia, Teruel, Zaragoza, Pamplona, Logroño, Vitoria-Gasteiz, San Sebastián and Bilbao with possible further connection to Santander. The travel time between Valencia and Bilbao in the new high-speed line will be decreased from 9 hours down to roughly 4 hours. Some sections between the regions of Aragon, Navarre and La Rioja are projected, while the section between Castejon and Pamplona is currently under construction. The Ministry of Development has not set a target date to complete the Cantabrian-Mediterranean corridor yet.
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Central-Pyrenees corridor Zaragoza–Huesca–French border–Toulouse A new high-capacity rail connecting Spain with France on international standard gauge track is considered via a 40 km tunnel through the central Pyrenees mountains. The line, also called Trans-Pyrenean Central Corridor (Travesía Central de los Pirineos) or TCP project, will serve both passenger high-speed trains as well as large freight trains and will connect directly Zaragoza to Toulouse via Huesca a distance of 355 km in length. Ten possible alternatives are being considered for crossing the mountains, all of them including tunnels at low altitude and other possible stops include Tarbes or Pau. There is currently no clear provision on its construction. Passenger usage The still-growing network transported a record 21.3 million passengers in 2018. Though the network length is extensive, it lags in ridership behind comparable high-speed rail systems in Japan, France, Germany, China, Taiwan, and Korea. See also
AVE. Central-Pyrenees corridor Zaragoza–Huesca–French border–Toulouse A new high-capacity rail connecting Spain with France on international standard gauge track is considered via a 40 km tunnel through the central Pyrenees mountains. The line, also called Trans-Pyrenean Central Corridor (Travesía Central de los Pirineos) or TCP project, will serve both passenger high-speed trains as well as large freight trains and will connect directly Zaragoza to Toulouse via Huesca a distance of 355 km in length. Ten possible alternatives are being considered for crossing the mountains, all of them including tunnels at low altitude and other possible stops include Tarbes or Pau. There is currently no clear provision on its construction. Passenger usage The still-growing network transported a record 21.3 million passengers in 2018. Though the network length is extensive, it lags in ridership behind comparable high-speed rail systems in Japan, France, Germany, China, Taiwan, and Korea. See also
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