In 2003 construction of the first phase of a new standard gauge line from Madrid to the French border was completed and on 11 October of that year commercial service began. This service also stopped at Guadalajara–Yebes and Calatayud. The service began running at only. On 19 May 2006, after two years of operation, speed was increased to when the SpanishASFA signalling system was replaced with level 1 of the new European ETCS/ERTMS system. On 16 October 2006 the trains on this line increased their operating speed to. On 18 December 2006 the AVE started operating to Camp de Tarragona, and on 7 May 2007 the service increased its speed to the maximum allowable for the line,. This puts Tarragona at 30 minutes from Lleida. The extension to Barcelona was delayed various times due to technical problems; the Ministerio de Fomento having originally forecast the AVE's arrival in Barcelona by the end of 2007.
Complete operation
The complete line was opened February 2008. As of 2012, seventeen trains now run every day between the hours of 6 am and 9 pm, covering the distance between the two cities in just 2 hours 30 minutes for the direct trains, and in 3 hours and 10 minutes for those calling at all intermediate stations. Before the high-speed line was built, the journey between the two cities took more than six hours; and when the high speed line went only as far as Tarragona, 3 hours 45 minutes, operated with the Alvia service, which continued on the conventional line to Barcelona, after a change of rail gauge.
Speed
It was originally forecast that, after reaching Barcelona in 2004, the line would run at, the maximum capable speed of the new Siemens AVE trains which have replaced the TalgoBombardier AVE S102, after the installation of level 2 of the ETCS/ERTMS. But on the AVE's first day of operating at to Tarragona the Minister of Public Works, Magdalena Álvarez, stated that the maximum commercial operating speeds of the AVE on all lines would be. Nevertheless, in October 2011 the speed was raised to 310 km/h on parts of the railway.
Usage
It was forecast that the AVE would substantially replace air traffic on the Barcelona - Madrid route. Indeed, by the end of 2017, the line had already taken 63% of the traffic, stealing most of it from aircraft. A few years before the Madrid-Barcelona route was the world's busiest passenger air route in 2007 with 971 scheduled flights per week. Similarly more than 80% of travellers between Madrid and Seville use the AVE, with fewer than 20% travelling by air.
Criticism
There was criticism during the construction of the Madrid-Barcelona line. A critical report by the consulting firm KPMG, commissioned by ADIF at the behest of the Ministry for Public Works on 23 June 2004, pointed to a lack of in-depth studies and over-hasty execution of works as the most important reasons for the problems that dogged construction of the AVE line. For example, during the construction of the AVE tunnel near Barcelona, a number of nearby buildings suffered damage from a sinkhole that appeared near a commuter rail station, damaging one of its platforms. The construction committee of Barcelona's famed Sagrada Familia church lobbied for a re-routing of the tunnel - it passes within metres of the massive church's foundations. It also passes equally near the UNESCO-recognized Casa Milà also designed by Antoni Gaudí. Furthermore, until 2005 both Siemens and Talgo/Bombardier train sets failed to meet scheduled speed targets, although in a test run during the homologation tests of the new S102 trains of RENFE, a train-set Talgo 350 reached a speed of on the night of the 25/26 June 2006, and in July 2006 a Siemens Velaro train-set reached the highest top speed ever in Spain:. At this time, it was a record for railed vehicles in Spain and a world record for unmodified commercial service trainsets, as the earlier TGV and ICE records were achieved with specially modified and shortened trainsets, and the 1996 Shinkansen record of was using a test trainset.
Originally planned to open in 2009, the extension of some Madrid-Barcelona routes to Figueres–Vilafant railway station via Girona, opened on 7 January 2013. This made possible upon the completion of the Barcelona-Figueres section of the Perpignan–Barcelona high-speed rail line that connected for first time the Spanish AVE high-speed network with the French TGV high-speed network. There have been delays in building a four kilometre tunnel in Girona, the first phase of which was finished in September 2010, and controversy over the route between Sants and Sagrera stations in Barcelona. there are eight trains a day running from Madrid, connecting at Figueres Vilafant with two TGV services to Paris.
This is an international high speed rail section between France and Spain. The section connects two cities on opposite sides of the border, Perpignan in Roussillon, France, and Figueres in Catalonia, Spain. It consists of a railway which crosses the French–Spanish border via the Perthus Tunnel, an tunnel bored under the Perthus Pass. The section is open to high speed trains and freight. Construction was completed in February 2009, although services did not run until a station was built on the line at Figueres. As of March 2015, a daily TGV service connects Paris to Barcelona Sants via Perpignan-Figueres with 2 pairs of trips, plus other connections involving Lyon, Marseille, and Toulouse.
