Rome–Naples high-speed railway

The Rome–Naples high-speed railway line is a link in the Italian high-speed rail network. It opened from Roma Termini to Gricignano di Aversa on 19 December 2005. The final 25 kilometres (16 miles) from Gricignano to Napoli Centrale opened on 13 December 2009. When the line is completed trains will take 1 hour and 10 minutes between the two cities. The line is part of Corridor 1 of the European Union's Trans-European high-speed rail network, which connects Berlin and Palermo.

Construction of the line began in 1994. Between 2004 and 2005 a series of tests was carried out prior to the line being opened for commercial operations, to obtain approval for the line to be regularly operated at up to 300 km/h (190 mph). During these tests an ETR 500 train achieved a speed of 347 km/h (216 mph). These speeds were made possible by the line's 25 kV AC railway electrification system (rather than the traditional Italian use of 3 kV DC), and the new signaling, control and train protection system provided by the European Rail Traffic Management System/European Train Control System (ETCS). It was the first railway line in Italy to be electrified at 25 kV AC at 50 Hz and the first in the world to use ETCS Level 2 in normal rail operations.

The first 193 kilometres (120 miles) of the line was brought into service on 19 December 2005. The new line begins near Roma Prenestina station (4.5 kilometres (2.8 miles) from Roma Termini) and ends at Gricignano di Aversa, where a connecting line leads to the Rome-Naples via Formia line, which is used for the last 25 kilometres (16 miles) to reach Napoli Centrale station. The line features three other interconnections that link with the historical Rome-Naples via Cassino line, near Anagni, Cassino and Caserta.

On 13 December 2009, work was completed on the last 18 km line of the line between Gricignano and Napoli Centrale. This includes the Napoli Afragola station, which was due to be open in 2009 when the construction contract was first awarded, but tenders had to be called again and construction was put on hold.[1] Construction was delayed on several occasions and did not get fully under was until 2015. It was opened on 6 June 2017, with regular traffic for passengers starting from 11 June 2017.[2] The station is planned to provide interchange at Afragola station with the Circumvesuviana line in 2022, once that line has been reconstructed.

The Naples–Salerno high-speed railway (also known as the Linea a Monte del Vesuvio—"line up Mount Vesuvius") was completed in June 2008 to allow high-speed trains to and from Salerno and the south to bypass Napoli Centrale station. When the Rome–Naples high-speed line is fully open the length of the high-speed section will be about 205 kilometres (127 miles). The connecting line to Gricignano di Aversa is now not used for normal operations.[3]

The longest tunnel on the line through the Alban Hills is 6,725 metres (4 miles) long. The minimum radius of curves is 5,450 metres (5,960 yards) and the centres of the running lines are 5 metres (16 feet 5 inches) apart. The maximum gradient of the line is 21 per thousand.

Rome–Naples high-speed railway
Linea AV Roma-Napoli vicino Anagni
A straight section line of the line near Anagni
Native nameFerrovia Roma-Napoli (alta velocità)
TypeHeavy rail
SystemItalian high-speed rail system
TerminiRoma Termini
Napoli Centrale
Opened19 December 2005
completed on 13 December 2009
Operator(s)Rete Ferroviaria Italiana
Line length204.6 km (127.1 mi)
Number of tracks2
Track gauge1,435 mm (4 ft 8 12 in)
Minimum radius5,450 metres (17,880 ft) except for short sections
Electrification25 kV AC
Operating speed300 kilometres per hour (190 mph)
SignallingERTMS/ETCS level 2
Maximum incline2.1%


  1. ^ "Afragola station delayed" (156). Today's Railways Europe. December 2008: 52. Cite journal requires |journal= (help)
  2. ^ "Prime Minister inaugurates Napoli Afragola station". Railway Gazette. 6 June 2017. Retrieved 7 June 2017.
  3. ^ "Roma-Napoli: il tracciato" (in Italian). Rete Ferroviaria Italiana. Archived from the original on 19 December 2008. Retrieved 15 February 2009.

See also

External links

Media related to Rome–Naples high-speed railway at Wikimedia Commons


Afragola (Italian pronunciation: [afraˈɡoːla]) is a city and comune in the Metropolitan City of Naples, in Italy. It is one of the 100 largest Italian cities (the ones that have a population of more than 63,000 inhabitants).

The communal territory, measuring 18 square kilometres (7 square miles), borders the municipalities of Acerra, Casalnuovo di Napoli, Caivano, Cardito and Casoria, forming a single metropolitan area of around 100,000 inhabitants. The comune of Afragola is one of the most densely populated of the country.

Aversa railway station

Aversa railway station (Italian: Stazione di Aversa) serves the town and comune of Aversa, in the region of Campania, southern Italy. Opened in 1867, it forms the junction between the Rome–Formia–Naples railway and the Naples–Foggia railway.

The station is currently managed by Rete Ferroviaria Italiana (RFI). Most train services are operated by Trenitalia. Each of these companies is a subsidiary of Ferrovie dello Stato (FS), Italy's state-owned rail company.

Some train services are operated by MetroCampania NordEst (MCNE), which is owned by the Consorzio UnicoCampania group.

European Train Control System

The European Train Control System (ETCS) is the signalling and control component of the European Rail Traffic Management System (ERTMS). It is a replacement for legacy train protection systems and designed to replace the many incompatible safety systems currently used by European railways. The standard was also adopted outside Europe and is an option for worldwide application. In technical terms it is a kind of positive train control.

ETCS is implemented with standard trackside equipment and unified controlling equipment within the train cab. In its advanced form, all lineside information is passed to the driver wireless inside the cab, removing the need for lineside signals watched by the driver. This will give the foundation for a later to be defined automatic train operation. Trackside equipment aims to exchange information with the vehicle for safely supervising train circulation. The information exchanged between track and trains can be either continuous or intermittent according to the ERTMS/ETCS level of application and to the nature of the information itself.

Because ETCS is in many parts implemented in software, some wording from software technology is used. Versions are called system requirements specifications (SRS). This is a bundle of documents, which may have different versioning for each document. A main version is called baseline (BL).

The need for a system like ETCS stems from more and longer running trains resulting from economic integration of the European Union (EU) and the liberalisation of national railway markets. At the beginning of the 1990s there were some national high speed train projects supported by the EU which lacked interoperability of trains. This catalysed the Directive 1996/48 about the interoperability of high-speed trains, followed by Directive 2001/16 extending the concept of interoperability to the conventional rail system. ETCS specifications have become part of, or are referred to, the Technical Specifications for Interoperability (TSI) for (railway) control-command systems, pieces of European legislation managed by the European Union Agency for Railways (ERA). It is a legal requirement that all new, upgraded or renewed tracks and rolling stock in the European railway system should adopt ETCS, possibly keeping legacy systems for backward compatibility. Many networks outside the EU have also adopted ETCS, generally for high-speed rail projects. The main goal of achieving interoperability had mixed success in the beginning.

Deployment has been slow, as there is no business case for replacing existing train protection systems, especially in Germany and France which already had advanced train protection systems installed in most mainlines. Even though these legacy systems were developed in the 1960s, they provided similar performance to ETCS Level 2, thus the reluctance of infrastructure managers to replace these systems with ETCS. There are also significant problems regarding compatibility of the latest software releases or baselines with older on-board equipment, forcing in many cases the train operating companies to install new on-board equipment. However a Swiss study found that ETCS Level 2 is cheaper to maintain than staying with the old systems, and it can yield higher performance on congested lines for lower investments which was later reassured by Deutsche Bahn in Germany. Countries in the Rhine-Alps Corridor (part of the Blue Banana industrialized area) are now in the process of switching to ETCS on the main tracks.

FL2 (Lazio regional railways)

The FL2 (until 2012 FR2) is a regional rail route forming part of the Lazio regional railways network (Italian: ferrovie regionali del Lazio), which is operated by Trenitalia, and converges on the city of Rome, Italy.The route operates over the infrastructure of the Rome–Sulmona–Pescara railway. Within the territory of the comune of Rome, it plays the role of a commuter railway. It is estimated that on average about 22,000 passengers travel on an FR2 train each day.

The designation FL2 appears only in publicity material (e.g. public transport maps), in the official timetables, and on signs at some stations. The electronic destination boards at stations show only the designation "R2".

List of high-speed railway lines

This article provides a list of operated high-speed rail networks, listed by country or region.

High-speed rail is public transport by rail at speeds of at least 200 km/h (120 mph) for upgraded track and 250 km/h (160 mph) or faster for new track.

Napoli Centrale railway station

Napoli Centrale (Naples Central Station) (IATA: INP) is the main railway station in the city of Naples and in southern Italy and the sixth largest station in Italy in terms of passenger flow with an annual ridership of 50 million. It is located next to Piazza Garibaldi to the east of the old city. It is the primary rail terminus and station for Naples, and serves Trenitalia national railways and EAV and has an underground section known as Stazione di Napoli Piazza Garibaldi (Naples Garibaldi Piazza station), which is served by the metropolitan trains of the line 2.

Quadruple track

A quadruple-track railway (also known as a four-track railway) is a railway line consisting of four parallel tracks, with two tracks used in each direction. Quadruple-track railways can handle large amounts of traffic, and so are used on very busy routes.

Some tracks are only tripled, having only one extra track to relieve congestion, while some tracks are sextupled, i.e., six parallel tracks with three tracks in each direction.

Rome–Cassino–Naples railway

The Rome–Cassino–Naples railway is a railway in Italy, the first of the three existing railway lines between the capitals of Latium and Campania to be opened when it was completed by the Società per le strade ferrate romane in 1863. The line is now fully electrified at 3 kV DC. It is now mainly used by regional trains, some trains to and from the Adriatic coast and a few night trains. The Rome–Naples high-speed railway line (which was largely opened on 19 December 2005) generally follows the same route.

Rome–Formia–Naples railway

The Rome–Formia–Naples railway—also called the Rome–Naples Direttissima in Italian ("most direct")–is part of the traditional main north-south trunk line of the Italian railway network. It was opened in 1927 as a fast link as an alternative to the existing Rome–Naples via Cassino line, significantly reducing journey times. High-speed trains on the route use the parallel Rome–Naples high-speed railway, which was partially opened in December 2005, and fully in December 2009.

Timeline of Naples

The following is a timeline of the history of the city of Naples. The Naples area has been inhabited since the Neolithic period. The earliest historical sources in the area were left by the Myceneans in the 2nd millennium BC. During its long history, Naples has been captured, destroyed and attacked many times. The city has seen earthquakes, volcanic eruptions, foreign invasions and revolutions.

Turin–Milan railway

The Turin–Milan railway is a major Italian railway that links the cities of Turin and Milan. The railway is double track, standard gauge and fully electrified at 3 kV DC. It connects the cities of Settimo Torinese, Chivasso, Santhià, Vercelli, Novara, Magenta and Rho. Since February 2006 high-speed trains have operated over the Turin–Milan high-speed line between Turin and Novara. The remainder of the high-speed line between Novara and Milan was opened in December 2009, when the Bologna–Florence high-speed line and the remaining sections of the Rome–Naples high-speed railway line and the Naples–Salerno high-speed line are opened, completing the high-speed network between Turin and Salerno.

Route map

Roma Tiburtina
Roma Prenestina
Serenissima tunnel
(1273 m)
(opened 17.12.2006)
signalling border
Salone crossing loop
Rome-Sulmona railway
Massimo tunnel
(1330 m)
Colli Albani tunnel
(6628 m)
Labico crossing loop
Castello tunnel
(1250 m)
Anagni crossing loop
Sgurgola tunnel
(2293 m)
Macchia Piana tunnel
(1801 m)
La Botte tunnel
(1516 m)
Ceccano crossover
Colle Pece tunnel
(1048 m)
San Giovanni crossing loop
Sant'Angelo crossing loop
Rocca d'Evandro-San Vittore
Bivio Cassino Sud
Montelungo tunnel
(2897 m)
Campozillone tunnel
(3963 m)
Tora-Piccilli crossing loop
Briccelle tunnel
(1347 m)
Pignataro crossover
Caserta North junction no 1
Gricignano junction no 1
from Foggia
to Naples
Napoli Afragola
Santa Chiara tunnel
(1315 m)
signalling border
Casoria Nord junction
(to Salerno (via Mount Vesuvius))
Autostrada A1 - European route E45
Napoli Centrale
North America
South America


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