3 Update On The Intergovernmental Commission And

LYON TURIN RAILWAY LINK: AN EUROPEAN
INFRASTRUCTURE
Marco Menna, TELT SAS Responsible of Institutional Relations
Göteborg – 11th of May 2015
1
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
100 km x 100 km
100 min x 100 min
(R. Koolas)
TRAVEL TIME
LYON TURIN RAILWAY
Time reduced by half
GOODS: The Mediterranean Corridor
ECONOMIC EXCHANGES:
2011 € 150 Billion
IT-ENGLAND
EXPORTS in 2014:
+6,6%
2014 € 132 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 2012 - arc B
63.9 Mt
37.4 Mt
The Alpine Convention strategy: measures to limit negative effects of
transport, including the emission of greenhouse gases
29%
64%
Transport mode
roads
9%
40.3 Mt
railways
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
ALPINE
TUNNELS
(TRAIN AND
ROAD)
TRAFORI
ALPINI
IN ORDINE
DI APERTURA
STANDARD
RAIL
FERROVIA
MOTORWAY
AUTOSTRADA
2050
2025
2023
2022
2022
2017
2007
BBT Brennero
LTF - NL Torino Lione
Koralm
Semmering
NFTA Gottardo
NFTA Loetschberg
LENGTH
Lunghezza
[km]
55
57
32,9
27,3
57
34,6
Pendenza
GRADIENT
masssima
[‰]
ALTITUDE
Quota
[m s.l.m]
749 (imbocco lato Italia)
474 (imbocco lato Italia)
≤12,5
442 (imbocco di Klagenfurt)
300 (imbocco di Biasca)
637 (imbocco di Raron)
2000
Gottardo
Frejus
Brennero
San Bernardino
Monte Bianco
Gran San Bernardo
1980
1980
1972
1967
1965
1950
1950
1913
1906
Loetschberg
Sempione
15
19
1217
700
1900
1882
1871
1867
1854
1850
Gottardo
Frejus
Brennero
Semmering Bahn
15
13,6
28,8*
25÷33
1.151
1.258
1.371
* 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 1856 - 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.
Implementation of 1st phase: The Cross-border Section
The Lyon-Turin Base Tunnel: 57 km
Access tunnel in Saint Martin la
Porte (2400 m)
Start of works:
End of works:
March 2003
May 2010
Exploration from the
base of SMP access
tunnel (9 000 m)
Start of works:
October 2014
Indagini al piede
Discenderia SMP
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: 2012 - End of works: 2016
(9 000)
Start of works:
October 2014
Access tunnel in La Praz (2480 m)
Start of works:
End of works:
November 2005
January 2009
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)
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
winze and geognostic gallery
Over 3 km
The cost of the project : 8,6 billion euros (€ 2012)
40%
42,1 %
57,9 %
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
(parameter cost/km)
FROM
THE
ECONOMIC
POINT
OF
VIEW
The Cost Benefit Analysis (CBA) of the New Line Turin Lyon
2012 - 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
2014 - 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 2011.
The change of the project (“initial stage of construction”) has improved the socioeconomic impact of 53% in terms of Net Present Value.
Approach I2
2011
Approach I2
2014
NPV tot
11 533
17.696
TIR
4,68%
5,63
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: 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
Total / year (T eq CO2)
Cumulative total (T eq CO2)
-20 000 000
2072
2070
2068
2066
2064
2062
2060
2058
2056
2054
2052
2050
2048
2046
2044
2042
2040
2038
2036
2034
2032
2030
2028
2026
2024
2022
-10 000 000
2020
0
2018
1 000 000
2016
10 000 000
2014
2 000 000
2012 e prima
20 000 000
0
-1 000 000
-2 000 000
-3 000 000
-30 000 000
-4 000 000
-40 000 000
-5 000 000
-50 000 000
-6 000 000
-60 000 000
-70 000 000
-80 000 000
-90 000 000
-7 000 000
Totale cumulato
Totale annuo
-8 000 000
-9 000 000
-10 000 000
An annual reduction of greenhouse gas emissions equal to ≈ 3 Mln equivalent tons of CO2 is foreseen,
approximately the amount of emissions of a city of 300.000 inhabitants.
The CO2 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 2015 - Request for
European
contribution.
PROJECTS
ARE EQUIVALENT FROM
3.06
billion euros
of planned expenditure
(parameter
cost/km)
for the period 2014-2020
(40% EU cofinancing).
THE
ECONOMIC
POINT
OF
VIEW
Legality protocols and the fight against mafia infiltration
28 June 2011
LTF SAS
THE GITAV GROUP TO PREVENT AND FIGHT
AGAINST ORGANIZED CRIME WITHIN THE TURIN-LYON PROJECT
10 September 2012
The PROTOCOL OF LEGALITY:
more precautionary anti-mafia measures signed
with trade unions in Turin on September 2012
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
24 February 2015
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.
ESTABLISHMENT
OF
THE
TECHNICAL
OBSERVATORY, GATHERING EXPERTS OF ALL
CONCERNED INSTITUTIONS, WITH THE AIM TO
DEFINE THE NEW PROJECT:
236 MEETINGS FROM 12 DECEMBER 2006
UNTIL TODAY
France
Italy
TURIN
1 – CCIA,A e FEDERPIEMONTE project - 1996
2 –ALPETUNNEL project - 1997
3 – ATS – Provincia project - 1997
4 –Provincia project - 2000
5 –RFI-LTF project - march 2003
6 –Regione (Grosseto) proposal - 2003
7 –RFI (Cso Marche) proposal– 2003
300 HEARINGS OF EXPERTS,
INCLUDING 65 INTERNATIONAL ONES
8 – RFI project - 2004
9 – Osservatorio – Mixed variant
10 – Osservatorio – Studying Alternatives
10 WORKING GROUPS
9 PAPERS SUMMARIZING ALL STUDIES*
* The last book entitled: “Contributions to the decision-making
approach to major infrastructures” is being printed.
11 – Osservatorio – The new Preliminary Project
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 23rd, 2015:
BIRTH OF THE
NEW PUBLIC PROMOTER
TELT sas
Tunnel Euralpin Lyon Turin sas
16 march 2015 - 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
CAN WE RELY ON A LEGACY FROM THE NINETEENTH CENTURY FOR OUR FUTURE?
IN 140 YEARS TRAINS AND
TECHNOLOGY HAVE
CHANGED....
2015
1871
... ONLY THE TUNNEL
HAS REMAINED THE SAME
THANK YOU FOR YOUR ATTENTION!