Direttissima - High-Speed Bologna – Florence railway The Bologna–Florence railway is one of the major links in the Italian rail network, connecting the railways of the Po Valley with the railways of Tuscany and central Italy under the Apennines. It is also known as the Bologna–Florence direttissima—"direttissima" is Italian for "most direct". It was Italy's greatest engineering achievement in the first half of the twentieth century. When it opened in 1934 it significantly shortened the old winding Porrettana line over the Apennines via Pistoia, and was made possible by the 18.507 km-long Apennine Base Tunnel. The new Bologna–Florence high-speed railway was opened on 5 December 2009; it includes 73.8 km of tunnels in its 78.5 km length. Bologna–Florence high-speed railway The Bologna–Florence high-speed railway is a link in the Italian high-speed rail network. It is part of Corridor 1 of the European Union's Trans-European high-speed rail network, which connects Berlin and Palermo. Full commercial operations commenced on 5 December 2009. High-speed passenger trains take 37 minutes over the route compared to about 59 minutes previously. The line's northern end is at Bologna Centrale railway station and it connects with the Milan–Bologna high-speed line and lines to Venice (Padua–Bologna railway) and Verona (Verona–Bologna railway), respectively. Its southern end is at Firenze Santa Maria Novella railway station and it connects with the Florence–Rome high-speed line. It is used by high-speed passenger trains, while some goods trains will continue to use the old Bologna–Florence railway, completed in 1934 and known as the Direttissima. The line is 78.5 kilometres (48.8 mi) long and includes 73.8 kilometres (45.9 mi) of tunnels, 3.6 kilometres (2.2 mi) on embankment or in cutting and 1.1 kilometres (0.68 mi) on viaduct. From Bologna to Florence, the tunnels are: Pianoro, 10,841 metres (35,568 ft) Sadurano, 3,855 metres (12,648 ft) Monte Bibele, 9,243 metres (30,325 ft) Raticosa, 10,450 metres (34,280 ft) Scheggianico, 3,558 metres (11,673 ft) Firenzuola, 15,285 metres (50,148 ft) Borgo Rinzelli, 717 metres (2,352 ft) Morticine, 654 metres (2,146 ft) Vaglia, 18,713 metres (61,394 ft) Maximum rock coverage over tunnels is about 600 to 700 metres (2,000 to 2,300 ft). All tunnels are double track. Each tunnel has an intermediate access from the surface about every 5 kilometres (3.1 mi), except the Vaglia tunnel, which instead has a parallel service tunnel for about half of its length. The construction of the line, including electrification, was completed in 2008 and testing of the line commenced in December 2008. The line was handed over to the rail network on 30 June 2009. The first commercial service occurred on 4 December 2009 and it was officially opened next day. The line was estimated to cost €1 billion (1991 values in lire converted to euros), but ended up costing €5.2 billion (€67 million per kilometre, €108 million per mile). Trains FS E.401 In 2013, a tender was launched for the transformation of the entire E.402A group, except for the prototypes already set aside, into single-cab locomotives, with replacement of the electronic drives for towing the InterCity trains, which since the end of 2016 have received the new coloring schemes. "InterCity Day" and "InterCity Night". The modification was carried out for the mechanical and carpentry parts at the O.G.R. of Foligno, while for the electronic one to the Spanish company CAF [4], to which the damaged unit 013 was entrusted as the first machine to be transformed, followed by the 015, 026, 022 and 016 units. In March 2016 to establish a distinction from the original group of locomotives, Trenitalia decided to rename the "new" E.401 machines, while keeping the serial numbers unchanged, from 006 to 045. After a long series of test runs conducted on the Velim circuit, on 19 January 2017 unit 013 was tested on the national railway network, especially in the section between the cities of Orte and Terni, obtaining good results. that in December this unit entered actual service alongside the 026, the first machine of the group to tow InterCity trains following UIC-Z1 carriages.On 30 April 2019 the delivery of the E402As to be transformed at the Foligno OGR officially ended. On 23 December 2019, the transformation of the E402A group into E401 ends with the delivery of the E401.030, the last unit transformed. FS class E.414 The E.414 are direct current electric locomotives, at 3000 Volts, derived from the transformation of as many single-cab and single-voltage E.404 locomotives, originally built for the ETR 500 of the first series, in order to reuse them to drive ordinary carriage trains. . After the modification, they were used for the Frecciabianca commercial service and recently also for the Intercity service. In May 1992, a batch of 30 high-speed trains was ordered from the TREVI consortium, involving the construction of 60 E.404.100-159 (E.404-100 series) 3000 Volt DC locomotives. The decision to electrify the high-speed lines with 25 kV alternating current led to the order in 1996 of a second batch of 30 high-speed trains comprising 60 multi-voltage E.404 locomotives capable of running on 3 kV dc networks, 1, 5 kV dc and 25 kV a.c. making up the E.404-500 series. In order to also allow the 30 high-speed trains ordered in 1992 to operate on the new 25 kV ac lines, in 2002 a further 60 E.404 multi-voltage locomotives (series E.404-600) were ordered to replace the E locomotives. 404 single-voltage first series unable to circulate on these lines. In order to avoid the setting aside and therefore the demolition of the E.404-100 locomotives, which had a few years of operational life, the decision was made to make a series of contained modifications to obtain locomotives that can be used for valuable passenger services in speeds up to 200 km / h at the head of traditional passenger carriages. These modified locomotives took the name E.414. The first converted locomotives were E.404.115 and E.404.133, which became E.414.115 and E.414.133 which returned to service in January 2007; a few months later E.414.119 and E.414.136 also returned. The changes took place in the G.R. of Foligno. They took service at the head of refurbished carriages. At the end of the transformation, the E.414 will be 59: the E.404.112, involved in the Acquaviva delle Fonti accident in October 2005, was set aside for demolition as the frame was deformed and therefore unusable. Some units have been re-filmed in IC Giorno color given the upcoming disposal of the Frecciabianca segment, making their debut in the new job on 3 June 2019 at the head of IC 679 Milan - Livorno.
The trains you metioned above don't run long this route but on the old and slow line. The AV (high speed) trains only run on this route: ETR400 (Frecciarossa 1000), ETR 500 (Frecciarossa), AGV 575 and 675 (Italo)
Spot on and furthermore one can actually find 15kv 16.7hz Punktförmige Zugbeeinflussung Linienzugbeeinflussung ETCS capable version of ETR600 the ETR610 running on the line provided it has to run Roma Termini Firenze Bologna Milano trip. At Milano Centrale the ETR610 continues onwards to Frankfurt in Germany via Gotthardbahn Maliand Chiasso Erstfeld Luzern. On the Swiss route S-Bahn Zentralschweiz Luzern Sursee ETR610 will simply run Express between Luzern & Sursee.
Was on the high speed lines from Bologna to Firenze back in October, very impressive trains, seemed absolutely massive compared to trains in the UK, although partly due to the lower platforms.
There are two lines here one the 1930s Direttrisma & 2009 HSR route. The 1930s one does have sleeper train services in the form of ÖBB Nightjet München Hbf Salzburg Tauernbahn/Wien Hbf Roma Termini if you have this route and Austrian Österreicher Bundesbahn route.
