In the late 1980s, when France and the Federal Republic of Germany vied for the inaugural order in the burgeoning world high-speed rail market in Spain.

Little did they anticipate that this nation, which embarked on high-speed rail construction later than them, would not only surpass them in operational high-speed rail mileage but also outbid them in several international markets.

Today, let's delve into the developmental trajectory of Spain's high-speed rail network.

Prior to the 1964 Tokyo Olympics, Japan unveiled the world's first high-speed railway between Tokyo and Osaka, known as the Tokaido Shinkansen. This monumental achievement ignited a wave of interest in high-speed rail across Europe and the United States. Despite the growing popularity of automobiles and the emergence of subsonic civil aviation, many European railway workers began to lose hope for the future as rail networks were dismantled.

Japan's successful operation of the Shinkansen dealt a significant blow to Europe's self-proclaimed title as a "modern transportation industry leader." However, this setback prompted European nations to retaliate. Italy led the charge by proposing a high-speed rail construction program in 1966. Nevertheless, the Rome-Florence high-speed rail line, which commenced construction in 1970, languished unfinished for 22 years. In 1981, France achieved a breakthrough with the completion of the TGV high-speed south-east line, propelling it to the forefront of high-speed rail technology globally. Despite entering the scene relatively late, the Federal Republic of Germany made history in 1988 by achieving wheel-track speeds exceeding 400 kilometers per hour for the first time in human history.

By the late 1980s, Spain outlined plans to construct a high-speed railway linking the central autonomous region of Castilla-La Mancha with the economically sluggish southern autonomous region of Andalusia. This decision coincided with Barcelona's bid for the Olympic Games and Spain's hosting of the 1992 Seville World Expo, providing a conducive environment for advancing high-speed rail initiatives. Ultimately, Spain's inaugural high-speed rail project connected Madrid and Seville. Despite facing accusations of favoritism towards Seville, the then Prime Minister's hometown and the capital of the autonomous region of Andalusia, which had been involved in earlier construction plans, Spain pressed ahead with the project. In designing its first high-speed railway, Spain drew lessons from past challenges encountered with conventional railroads.

Notably, the wide gauge (1,668 mm) had hindered connectivity between the Iberian Peninsula and the rest of Europe. Consequently, Spain opted to construct the AVE high-speed railway using a standard gauge (1,435 mm). AVE, which stands for Alta Velocidad Española (Spanish High-Speed Railway), became synonymous with Spain's high-speed rail network.

In 1989, Spain initiated procurement for its first high-speed rail rolling stock. Given the Spanish design speed exceeding 270 kilometers per hour, Japan's Shinkansen, with a maximum speed of 220 kilometers per hour at the time, was unable to participate in the bidding process. While Spain's Talgo company had yet to produce a finished product, Siemens of Germany had advanced designs but lacked operational experience. Ultimately, France's Alstom secured the bid due to its technical superiority and extensive operational track record.

Spain's foray into high-speed rail epitomizes its adaptability, innovation, and global competitiveness. As Spain continues to expand its high-speed rail network and secure international contracts, it solidifies its position as a prominent player in the realm of high-speed rail transportation.