LYON TURIN RAILWAY LINK: AN EUROPEAN INFRASTRUCTURE. Marco Menna, TELT SAS Responsible of Institutional Relations Göteborg 11th of May PDF


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LYON TURIN RAILWAY LINK: AN EUROPEAN INFRASTRUCTURE Marco Menna, TELT SAS Responsible of Institutional Relations Göteborg 11th of May A KEY LINK FOR THE MEDITERRANEAN CORRIDOR AND FOR THE EUROPEAN NETWORK The railway network as an instrument of territorial connection and social cohesion A rail network is not only the way to meet traffic demand: it is also an instrument of territorial connection and social cohesion. The Core Network constitutes the real backbone of the european single market. Gotthard Brenner Mont Cenis Cavour in 1846, long before the unification of Italy, proposed the rail network as an instrument of national unification. Camillo Benso Conte di Cavour: Des chemins de fer en Italie Revue Nouvelle - Paris, 1846. PASSENGERS: The Lyon-Turin in the European Metro Line Moscow Istanbul CITIES AS STATIONS - CORRIDORS AS LINES The new infrastructures cuts travelling time in half for European citizens IT WILL CHANGE THE GEOGRAPHY AND THE WAY TO CONSIDER DISTANCES (REDUCED) GEOGRAPHY OF DISTANCES GEOGRAPHY OF TIME TRAVEL TIME LYON TURIN RAILWAY 100 km x 100 km 100 min x 100 min (R. Koolas) Time reduced by half GOODS: The Mediterranean Corridor ECONOMIC EXCHANGES: Billion IT-ENGLAND EXPORTS in 2014: +6,6% Billion (peak of the crisis) Main exported items: Vehicles; Other machineries for general purposes; Clothing; Metals; Plastic products; Medicines and pharmaceutical preparations; Electric power. IT-SPAIN EXPORTS in 2014: +4,6% The import-export trade along the Lyon-Turin corridor (yellow area) amounts to about 132 billion Euros (2014) and it s equal to 40% of the Italian exchange with all the other 27 countries of the European Union. The annual total of exports surpasses the value of imports. Source: Italian Trade Agency There is a market for rail traffic, but the old Fréjus railway does not match the demand Alpinfo arc B The Alpine Convention strategy: measures to limit negative effects of transport, including the emission of greenhouse gases 37.4 Mt 63.9 Mt 29% 64% Transport mode roads railways 40.3 Mt 9% Traffic volumes in Alpinfo B segment (Ventimiglia to Trieste) more than doubled between 1984 and 2012 Freight traffic between France and Italy makes up most of the total, but the railway is able to catch only a little part of it: 9% OF THE TOTAL, compared with 29% on the German destination and 64% on the Swiss one (2012 data). IN THE ITALY-FRANCE CORRIDOR FREIGHT FLOWS ARE PRESENTLY CONFINED TO ROAD TRANSPORT or deviated to other routes, causing congestion and generating additional costs. In all the Alpine crossings base tunnels are being built O O O O Fréjus 57 km Brenner 55 km Gotthard 57 km Loetschberg 35 km All major Alpine crossing rail tunnels, like the Fréjus, are now being replaced by modern infrastructures built at a lower altitude (Loetschberg, Gotthard, Ceneri, Koralm, Brenner, Semmering). The train is competitive when it is able to maintain a suitable and regular speed: the only way to get it going in the plains, where there are mountains, is to construct base tunnels through the mountains at the lowest possible altitude. The old line is out of business. HISTORY TRAFORI ALPINE ALPINI TUNNELS IN ORDINE (TRAIN AND DI APERTURA ROAD) STANDARD MOTORWAY AUTOSTRADA FERROVIA RAIL Lunghezza LENGTH Pendenza GRADIENT masssima ALTITUDE Quota 2050 [km] [ ] [m s.l.m] 2025 BBT Brennero (imbocco lato Italia) 2023 LTF - NL Torino Lione (imbocco lato Italia) 2022 Koralm 32,9 12, Semmering 27,3 442 (imbocco di Klagenfurt) 2017 NFTA Gottardo (imbocco di Biasca) 2007 NFTA Loetschberg 34,6 637 (imbocco di Raron) 2000 Gottardo 1980 Frejus 1980 Brennero 1972 San Bernardino 1967 Monte Bianco 1965 Gran San Bernardo Loetschberg 1906 Sempione Gottardo 1871 Frejus 1867 Brennero 1854 Semmering Bahn , ,8* * more consecutive galleries The Cavour tunnel (i.e. the Fréjus tunnel, built by the political leader of Piedmont, later of the newly established State of Italy) is among the oldest of the Alps: designed in opened to traffic in 1871), among the highest (1258 meters), the most penalizing (gradients of up to 32 ) and narrowest (341 cm width of the tracks, against the standard of 355). The requirement of additional locomotives imposed by the slope, the reduced module rail (maximum length 550 m maximum load 1150 tons) and the constraints of the tunnel are the cause of 50% higher transport costs, as compared to its competitors. The old line is out of business. 45 Km IN FRANCE - 12 Km IN ITALY In France 3 access tunnels already made (9 km) and ongoing work at Saint Martin la Porte In Italy 1 exploratory tunnel (7.5 km) under construction in Chiomonte (state of drilling: 3 km) Implementation of 1 st phase: The Cross-border Section The Lyon-Turin Base Tunnel: 57 km Access tunnel in Saint Martin la Porte (2400 m) Start of works: March 2003 End of works: May 2010 Exploration from the base of SMP access tunnel (9 000 m) Start of works: October 2014 Indagini al piede Discenderia SMP (9 000) Start of works: October 2014 Access tunnel in Villarodin/Bourget/Modane (4000 m) Start of works: July 2002 End of works: November 2007 La Maddalena exploratory tunnel (7500 m) Start of works: End of works: 2016 Access tunnel in La Praz (2480 m) Start of works: November 2005 End of works: January 2009 Base Tunnel: construction slots civil works, equipment and technological buildings Base Tunnel: construction phases Compliance with the technical infrastructure parameters of the TEN-T guidelines: electrification; track gauges; ERTMS-ETCS; train length; axle load; line speed By-passes connect the tubes every 333 m civil works, equipment and technological buildings Base Tunnel: construction phases 7% of the total drilling has been accomplished 130 m Completed Completed Completed Over 3 km winze and geognostic gallery The cost of the project : 8,6 billion euros ( 2012) 40% 57,9 % 42,1 % UNIT COST ( /mln / km) LENGTH (km) COST (for each tube) CENERI 15,4 83,8 BRENNER 55,0 83,7 NEW FRÉJUS 57,0 86,0 LOETSCHBERG 35,0 87,0 GOTHARD 57,0 96,2 PROJECTS ARE SIMILAR FROM THE ECONOMIC POINT OF VIEW (parameter cost/km) The Cost Benefit Analysis (CBA) of the New Line Turin Lyon Overall results of the project, calculated according to the economic parameters defined by State guidelines of both France and Italy. The CBA key results are calculated under three scenarios derived from the EU Study The 2009 Ageing Report The Cost Benefit Analysis (CBA) of the New Line Turin Lyon The Cost-Benefit Analysis updated in accordance with the construction decision The ACB analysis has been updated to 2014 in order to reflect some important facts occurred after 2011, that substantial change the reference scenarios: a) the evolution of the design process b) a different implementation of the project according to stages of construction, i.e. the new timing of some major components of the project with respect to the time schedule foreseen in The change of the project ( initial stage of construction ) has improved the socioeconomic impact of 53% in terms of Net Present Value. Approach I Approach I Updating of the socio-economic analysis and Cost Benefit Analysis of the New Railway Line between Turin and Lyon following the new phasing of construction CERTeT Bocconi 2014 NPV tot TIR 4,68% 5,63 NPV: Net Present Value - TIR: Internal rate of return Figures are in euro 2010, constant prices CBA: The environmental value of rail Between Italy and France nearly 3.5 million trucks per year (1.5 million trucks through Ventimiglia; 0.8 million through Mont Blanc; 1 million through Fréjus; 0.2 million through other minor crossings) for about 40 million tons: the opening of the base tunnel Lyon-Turin will cause the shift from road to rail of at least 600,000 trucks/year. Heavy vehicle transit through Switzerland is about 1.25 million trucks per year for about 14.4 million tons transported by road: the goal associated to the opening of the Gotthard rail base tunnel is to reduce this figure up to 650,000 trucks/year Cumulative total (T eq CO2) Total / year (T eq CO2) e prima Totale cumulato Totale annuo An annual reduction of greenhouse gas emissions equal to 3 Mln equivalent tons of CO 2 is foreseen, approximately the amount of emissions of a city of inhabitants. The CO 2 balance of the project will be positive in 23 years from the beginning of works and the positive net effect will last for the whole life of the infrastructure (presumably, for centuries) The territory is respected and valued The Susa Valley today 18 The territory is respected and valued STATE ROAD 24 STATE ROAD 25 TRUCK TERMINAL MOTORWAY A32 HISTORICAL RAILWAY MOTORWAY JUNCTION 3 KM IN THE SURFACE, ON AREAS ALREADY COMPROMISED The work site will occupy 8 hectares of land presently not being used and 7 hectares already compromised, which will be turned back over to nature The territory is respected and valued Braide San Giuliano Farm parc Used free areas Free areas Farm parc Traduerivi The work site will occupy 8 hectares of land presently not used and 7 hectares already compromised, that will be naturalized back The territory is respected and valued The new International Susa Railway Station: designed by Kengo Kuma In analogy with the Susa International Railway Station The new Saint Jean de Maurienne International Railway Station Chiomonte: view of the site Chiomonte: Environmental Monitoring Plan 20,000 monitoring stations measurements External stations in 15 km range parameters Stations inside the yard The Health Impact assessment will integrate the environmental monitoring plan. Today, the collected data don t show environmental changes and are in line with the previous scenario criticalities Saint Martin la Porte: view of the site 1 October 2014: Order of Service for the start of work in Saint Martin La Porte. 11 February 2015: Start of the excavation at the second branch of the descendery. Construction costs and financing 8,6 billion, in constant values 2012 (PD approved) Financing of studies and reconnaissance works Certification of costs of the Cross-Border Section under way by Financing of the main works UNIT COST ( /mln / km) LENGTH (km) COST (for each tube) CENERI 15,4 83,8 BRENNER 55,0 83,7 MONT CENIS 57,0 86,0 LOETSCHBERG 35,0 87,0 GOTHARD 57,0 96,2 26 February Request for European PROJECTS contribution. ARE EQUIVALENT FROM THE ECONOMIC POINT OF VIEW 3.06 (parameter billion euros cost/km) of planned expenditure for the period (40% EU cofinancing). Legality protocols and the fight against mafia infiltration 28 June 2011 THE GITAV GROUP TO PREVENT AND FIGHT AGAINST ORGANIZED CRIME WITHIN THE TURIN-LYON PROJECT LTF SAS 10 September 2012 The PROTOCOL OF LEGALITY: more precautionary anti-mafia measures signed with trade unions in Turin on September February 2015 Constant interface with the GITAV Anti-mafia Information with no threshold limit Prior notification to the Prefecture of all ENTERPRISES, PERSONS and EQUIPEMENTS operating in our sites Traceability of financial flows TELT SAS THE FRANCO-ITALIAN AGREEMENT OF 2015: A body of rules regulating procurement as a tool to fight against mafia infiltration (Art. 2) The first anti-mafia international agreement in Europe for the construction of a public infrastructure (regardless of national boundaries) Legality protocols and the fight against mafia infiltration: first results From 2012 up to now: 486 ANTIMAFIA INFORMATION REQUESTS FOR COMPANIES THAT HAVE WORKED, OR ARE WORKING, IN THE MADDALENA SITE. (received in all n. 4 disqualifying information for the first period of activity, one of which was cancelled by the next release) clearance interdiction + CHECKS ON AFFILIATED UNDERTAKINGS: All subsidiaries / associates / owners or holders of the share capital. TOTAL REQUESTS: 623 The New Railway Line Turin-Lyon NLTL: BASIC DATA 269,8 km to Turin from Lyon 70 % in France 30 % in Italy Base Tunnel: 57 km 45 km in France 12 km in Italy surface tunnel In Italy the project is the result of a debate with local communities ESTABLISHMENT OF THE POLITICAL BOARD AT PALAZZO CHIGI WHICH HAS MET 7 TIMES UNTIL PRESENT AND WHICH INCLUDES ALL CONCERNED MINISTRIES, THE REGION, THE PROVINCE, THE CITY OF TURIN, RAILWAY COMPANIES AND LOCAL COMMUNITIES. France Italy TURIN ESTABLISHMENT OF THE TECHNICAL OBSERVATORY, GATHERING EXPERTS OF ALL CONCERNED INSTITUTIONS, WITH THE AIM TO DEFINE THE NEW PROJECT: 1 CCIA,A e FEDERPIEMONTE project ALPETUNNEL project ATS Provincia project MEETINGS FROM 12 DECEMBER 2006 UNTIL TODAY 300 HEARINGS OF EXPERTS, INCLUDING 65 INTERNATIONAL ONES 4 Provincia project RFI-LTF project - march Regione (Grosseto) proposal RFI (Cso Marche) proposal RFI project Osservatorio Mixed variant 10 WORKING GROUPS 10 Osservatorio Studying Alternatives 11 Osservatorio The new Preliminary Project 9 PAPERS SUMMARIZING ALL STUDIES* * The last book entitled: Contributions to the decision-making approach to major infrastructures is being printed. The new project of the Turin-Lyon is radically different from the one of 2005 (left bank of the Dora river), contested by the Valle di Susa. The Observatory worked with all the communities involved and determined a new route (right bank of the Dora river), after evaluating 11 ALTERNATIVES. On February 23 rd, 2015: BIRTH OF THE NEW PUBLIC PROMOTER TELT sas Tunnel Euralpin Lyon Turin sas 16 march Appeal for peacemaking It is a point of no return.overcoming conflicts.a new phase of dialogue intimidation and any form of violence against people and things cannot be the answer Employment Opportunities development of the territory..conflict-solving under the control of institutions THANK YOU FOR YOUR ATTENTION! CAN WE RELY ON A LEGACY FROM THE NINETEENTH CENTURY FOR OUR FUTURE? IN 140 YEARS TRAINS AND TECHNOLOGY HAVE CHANGED ONLY THE TUNNEL HAS REMAINED THE SAME
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