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They are (but not everywhere, e.g. German HSL mostly are not, AFAIK), but if suitable for loco-hauled trains, HSL can be used in the evenings and mornings, thus still saving lots of time.

Not really needed either, since „normal“ loco-hauled night stock should be able to use the Perpignan - Barcelona HSL.

Even outside of Corona, airlines get lots of hidden subsidies... Kerosene is tax-free, no VAT on plane tickets etc...

That is how NightJet operations will be supported within Austria.

And if so, so what? It is still not a publicly subsidized service then.

As far as I know, so does the Zurich - Hamburg/Berlin NightJet.

DB has been embarking on a major increase in their long-distance services connected to the Deutschlandtakt-plans, very likely also to reduce political pressure for more competition. While a few years ago, every new train fleet was like-for-like replacement, this is not the case now. However...

Madrid - Barcelona (and probably most other newer Spanish HSL) was built for 350 as well and the intention originally was to use it at that speed. But it has never happened.

Thank you. Obviously new HS trains will be designed for this speed since they are supposed to be sold in other markets as well. The question still is whether SNCF really intends to run at 350. Have they stated as much?

Do you have more information? Rolling stock strategy seems to revolve around 320 max. Obviously, ETCS2, which will probably be rolled out more and more, will allow higher speeds.

The Italians had plans for 360, but as far as I know these are stalled. Spain originally aimed for 350 but has in fact remained at 300. I think the consensus in continental Europe is more around 320 than 360. At some point, capacity gets reduced as well, since there will be connecting lines...

Night trains would be great obviously, but I am quite sure that a case for two-hourly TGV could be made as well, just not nonstop or very few stops, but simply as an extension of the normal TGV services to Montpellier/Beziers/Perpignan. Ideally, Lyon Part-Dieu should be served as well because...

Even pre-Covid, the timetable was really bad though, and potentially maxed out, since lucrative business travel will probably not use those trains. No reason to design an HSL around such city pairs, those lines can only be justified by much, much more intensive traffic. And of course, the...

OTOH, this site gives a 6h timing via Montpellier and Barcelona: https://fr.m.wikipedia.org/wiki/Ligne_nouvelle_Montpellier_-_Perpignan While six hours via Bordeaux and a through HSL seems quite feasible, via Barcelona it does not (Barcelona - Madrid alone is 2.5 hours, and I would imagine that...

And do not forget that Deutschlandtakt is a long-term aspiration which will guide infrastructure and rolling stock decision, but nobody should expect that there will not be changes or compromises along the way. As an (OT!) example, the plans in the link above about the Deutschlandtakt include a...

The trains coming for the Netherlands are supposed to arrive at Hengelo at xx:11, departing towards Amsterdam from Hengelo at xx:49, so different from now.I doubt this has been agreed with the Dutch yet, but who knows. The full plans for long-distance trains in the Deutschlandtakt can be found...

I think that there are half-hourly trains already on the largest part of the Dutch line (no surprise). Alternating trains from Amsterdam and The Hague might be a possibility.

No idea if the Dutch agree to this, though, the proposed timetable only goes as far as Hengelo.

Yes, the Deutschlandtakt proposals have two two-hourly services. On the German side of the border, the faster one is supposed to stop only in Rheine, Osnabrück and Hannover. Both those two-hourly services are supposed to be cross-border.

Just as an OT note: Zurich - Munich should be another 30 minutes faster in 2022. Line enhancements in Austria are not ready yet (partial doubling between St Margrethen and Bregenz) and there are still issues with ETCS transition at the Swiss-Austrian border.