>>2064512
Sounds fake and gay. Don't ever repeat it.

Daily reminder that for trains where the wheels are in physical contract with the rails, it is not at all hard to make the rolling stock go fast, it's what's on the ground that limits how fast it can go without derailing and killing everyone aboard.

The Japanese thinking on this is to have a clean, completely separate ground portion, hence shinkansen literally means "new trunk line". The yuropoorean thinking on this is to make the trains go fast, and make ad-hoc improvements here and there, hence the uneven speeds and being no better than regular trains unless the track was re-done.

Maglev however, solves this problem, but itself is not a new technology and is in fact very old. The challenge is no one has been able to make it commercially viable, hence the decades long rollout delay

France has higher speed because it's a bigger country and can build straighter tracks

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>>2064745
>new trunk line

>>2064753
Mini-shinkansen are categorically not shinkansen by law in Japan, they're legally considered tokkyu with through service on shinkansen tracks (which exclude re-gauged conventional lines, as in your example)

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>>2064751

The French government, like the Japanese, can direct more resources into projects due to its centralized structure. The difference between Japan and France however is that Japan is a barren island which is 85% forested mountains while France possesses some of the best land on the European continent which though not densely populated is far from empty. Whereas Japanese trains largely have to consider the difficulty of moving through immense mountains, French trains have to account for built-up areas. Both create difficulties which are solved in different ways. Japan being a collection of matropolises separated by massive mountain ranges makes it easier to maintain a consistent high speed throughout the lines, as there is not much of note in between the large urban centres. France meanwhile possesses a larger amount of smaller, more spaced out cities of decent importance which all require a stop. This is why the TGV name is often assigned to trains that do not count as conventional HSR. Instead of a link between metropolises, it functions as a convenient connection for the smaller French cities to places of greater importance.

>>2064760
thankyou chatgpt

>>2064745
>delay
You say that as if it's inevitable. Trains are already a very difficult thing to sell on the general public. Let alone trains that consume an absolutely batshit amount of resources just to exist for 10 minutes. Though they managed to shove AI down everyone's throats so maybe it is possible we just need a bunch of supervillain foamer oligarchs to destroy democracy and then we can have our maglevs.

>>2064766
That isn't chatGPT style, zoomie, maybe some people just know how to type and can think in complete sentences because they're not braindead from being given an electronic pacifier from the age of 18 months

>>2064771

I even made a spelling error. I don't understand some people here.

>>2064760
local frequency on shinkansen is disappointing as well, shinkansen's greatest asset (aside from route capacity) is how poorly located and connected most airports are (not including godly FUK). In France I've only rode thalys, that was comfy. all I remember is the beautiful Antwerp station an embankment overlooking farm fields.

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>>2064777

You'd be the first person to find anything in Belgium pretty.

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>>2064512
>Shinkansen (Japan): When Japan first designed the Shinkansen in the 1960s, engineers were aware of catenary oscillations. They used tensioned, multi-span catenary systems, optimized for their speeds (~210 km/h initially). They did not “fail because they spaced poles evenly.”

>>2064512
That's bullshit
>>2064745
>it is not at all hard to make the rolling stock go fast, it's what's on the ground that limits how fast it can go without derailing
A bit of an oversimplification. While wheel/rail contact and bogie dynamics are not fully mastered sciences, making a train go fast goes further than adding power and streamlining it.
>yuropoorean thinking on this is to make the trains go fast, and make ad-hoc improvements here and there
No? Aside from the yuropisonecountryism, that vision only really applies to historical British high speed rail (ie: not actual HSR. HSTs are lovely but at the end of the day there's nothing special about a DMU doing 125 mph) and similarly early Italian line upgrades to run tilting EMUs at up to 250 km/h (actual budget HSR). Both also had to build actual high speed lines from scratch to break 300 km/h.
France and Spain are fully comparable to Japan, high speed lines have all been built as such and in the case of Spain with a similar track gauge incompatibility.
>>2064760
Aside from a weird episode a decade or so ago of some northeastern region of France running TGVs on regional services for job saving reasons, all TGVs run part of their trips on high speed lines, 80-90% of them to or from Paris (with a few trains a day going around Paris, linking Lille to Lyon, Marseilles to Nantes, etc.). They are not a "convenient connection for the smaller French cities", they are a way to get to Paris fast, if you need to go to the regional capital or the region next door, just get a cheap regional train.
And regarding your map, it's only HSR between Massy (on the Paris side) and Rennes or St-Pierre des Corps (or only to Le Mans if you're going to Nantes/Le Croisic/Les Sables). France just took advantage of the lack of track gauge or power supply incompatibility with their low speed network to run TGVs on them, aided sometimes by minor works to bump the regular lines to 220 km/h