Treno AD Alta Velocità

Treno AD Alta Velocità or TAV is the rail network of lines at high speed (LGV) in construction in Italy.

the first LGV was inaugurated in 1978 between Rome and Florence and its speed of maximum circulation is of 250 km/h.
the second LGV between Rome and Naples was to enter in service the December 16th 2005 but the inauguration was differed in the month from January 2006.
the connection Turin - Novare, which belongs to the section Milan - Turin, was open on February 10th, 2006. It will allow the new trains ETR 500 reaching the block speed of 300 km/h.

The completed TAV, the Italy will be equipped with a bond at high speed between Naples and Turin. The sections Novare - Milan, Milan - Bologna and Bologna - Florence is in construction.

Other lines (Milan - Venice, Milan - Genoa, connection Turin - Lyon with the network French) are being studied.

Lines at high speed

The motivations are numerous.

The project of LGV enters the framework of the reorganization of the urban rail junctions and the setting to four ways of the lines to strong traffic, namely most important of the country:

the dorsal Milan-Naples
the Turin-Milan-Venice transversal.

The first with being realized will be those located on the dorsal, and the line between Padoue and Venice-Mestre.

Conceived according to the new technological standards and the recent European directives, the lines at high speed will be dedicated to the carriage of passengers and goods on ways of average or long distance, with an aim of being integrated within the European grid system.

The main aim is to transform the Italian rail network into a network of great capacity. Indeed, the construction of new lines will allow, in addition to the improvement of the security conditions, a doubling of the number of furrows. The frequency of the trains will thus be improved.

Once reduced, the existing lines could be entirely dedicated to the regional traffic and goods transport. Fret transport could thus be connected to the principal modal points, ports like airports.

Rebalance modal

The Italian transport system is strongly unbalanced in favor of the highway network and highway, with inevitably of the environmental, social and economic costs: stoppers, and many road accidents involving a penalization of the productivity and distribution.

In 2004, the relative data with internal flows of goods and passengers highlight the prevalence of the road transport which includes/understands 45% of the transported goods and 92,5% of the traffic of the travellers.

The percentages of the goods transported by sea route decrease (17,8%) and the share of the commercial traffic realized by air means is very weak (0,4%) since it touches especially the international transport of goods.

the rail-bound transport records an increase in absolute terms (25,07 million tkm) but remains constant in term of percentage: 11,5% of the total commercial traffic.
with regard to the traffic of the passengers, the percentages referring to the other methods of transport remain approximately constant compared to 2003: 0,4% per sea route, 1,3% by aerial navigation, and 5,9% by the railroads.

To develop and improve the Italian railway service through the realization of railway new lines are consequently the essential objective to rebalance the system of transport and to contribute to the development and competitiveness on the international market by making up for lost time accumulated during the last decades compared to the rest of Europe, where for a certain time already the rail-bound offer of transport can count on the attractivity, the effectiveness and the safety of lines at High speed.

While following the line of the Community plans of development of a European network at High speed, the Group of the State railways Italian currently carries out railway new lines with the point of technology, and in the line of the European standards of interworking, on which will be able to travel as well of the passengers as of the goods, with the objective as a whole to transform the Italian railway network into a network with High Capacity .

Within new widened Europe, the new lines AV/AC (High speed/Great Capacity) will play a fundamental role to develop the centrality, the accessibility and the integration of the Italian territory and its productive and logistic system.

The two guiding lines with length of which the new ways develop, of north in the south and the west in the east, represent in fact the ideal crossing of meeting between the harbor systems Mediterranean and north-European and between Western Europe and the expanding markets in Eastern Europe.

The Italian system High speed/Grande capacity will develop with approximately 1250 km of ways (interconnections included/understood) along the most attended railway axes and most saturated with the country through the transversal Turin-Venice, the Milan-Naples dorsal, with its " antenne" towards the wearing of Genoa, and thus beyond 1500 km along the connections with Northern Europe, through the collars of the Alps, and with the south of Italy, between Naples, Bari and Reggio Calabria to Palermo.

A network with high capacity

As a whole to make the project High speed Italian entirely functional compared to the reinforcement of the exchange and railroads of the country by transforming the railway system into a system to High Capacity with immediate access to the principal transport systems, the new lines will be intended especially for the transport of long way of passengers and goods.

The standards of construction used, the geometrical parameters of the layout, the maximum loadings and the admitted limiting loading gauge, are produced in order to make available the new infrastructure to various types of trains and to just like guarantee compatibility with the European network at High speed with the already existing national lines.

The exchange between these last and the new lines are made possible by the interconnections: thanks to them, it will be possible not only to guarantee the direct connections and rapids between large terminals, but also to widen the zone of use of the fast lines at the towns of intermediate size which are not directly crossed by these new lines. Lastly, that will make it possible to create more effective connections with the large logistic terminals.

With the activation of the new service, the number of trains in circulation on the quadrupled guiding lines will be almost doubled. The existing lines, reduced for most of the current traffic, could be entirely dedicated to the transport of the goods and local and metropolitan transport.

Thanks to the traffic segregation, it will be possible:

to optimize the times of transport and the effectiveness of the supply chain
to increase the offer of the goods on the historical line through the displacement of the passenger traffic with long distance on the new infrastructure
to guarantee on the new lines a more effective service for the transport of the goods of quality on the long ways in specific time bands (in majority night).

The regional railway services will be redrawn and, with the entry of the fast lines in the big cities, it will be possible to supplement the process of reorganization of the great rail junctions, by modifying the diagrams of urban mobility, from now on arrived to a point of rupture because not supported by adequate infrastructures with the growth of the cities in the last decades.

To control times and the methods of integration of the fast lines with the historical railway network and, in a more general way, with all the transport infrastructure, the Trains at High speed and the network of the railroads Italian made from the formal agreements with the areas interested by the construction of the new network and with the qualified institutional subjects.

Each area thus on the occasion to improve its own transport system, in accordance with the aims in view at the national level:

development of the railway network
rebalances qualitative distribution of the traffic
redefinition of the offer of goods transport
reorganization of the urban railway zones
creation of centers of exchange with the metropolitan public lines and of suburbs.

Faster ways

The use of the most advanced technologies and the adoption of the best standards of safety for the trains, fray with the particular characteristics of the layouts, will allow the Trains at High speed reducing times of way, as well between the various cities concerned with the new lines as in a general way, between the various centers served by the railway network.

The interconnections of the new lines with the existing ways will make it possible to extend the benefit of the new connections on all the railway system, by bringing north to the south of Italy and Italy closer to the remainder of Europe.

To go from Milan to Rome, it will currently take 3 hours instead of 4:15, and the way from Turin to Naples will last only 5 hours instead of approximately 8:30 today.

The table indicates current and future times of way, with the completely operational lines at High speed.

Sustainable development

The Italian territory is extremely complicated from its orographical nature, its landscapes, its strong modification on behalf of the men, his notable importance of archaeological and historico-artistic testimonys.

Such characteristics impose the adoption of a policy marked taking into consideration maximum respect of the environment and goods cultures and archaeological, richnesses defended by the project of Trains at High speed which is due to it particularly, with a view to harmonization between passed and future, between nature and technology.

Economic development

The fast quadrupling of the principal railway lines represents a considerable occasion of development for the economic system of the country. To offer to people and goods of the transport infrastructures fluid, rational and accessible, means in makes develop the general productivity and acquire a major competitiveness on the international market.

The social and economic impact of the investments of infrastructures in transport must be considered under various aspects.

Already in the phase of construction, the realization of the new lines admits to activate several sectors of national industry, that of the division of public works, that relating to materials and the electric supplies, and that concerning the means of transport. Side of the use, that produced of the benefit in terms of direct use, indirect and induced.

The effects most interesting, and naturally most difficult to estimate for the moment, will be however visible once the reorganization of the grid system carried out. It is obvious makes of it that the reorganization of the services of mobility, included those being at the local and regional level, will be able to support the Italian economy on the national plan and international, since it will allow the movement of the goods and the passengers at competitive cost, and will offer to the companies a service distributive fast, practical, sure, and ecological.

Urban development

The interventions on the rail junctions located in the urban environments at strong human density, as points of change and food of the railway network as well to the local scales as national, occupy a central role on the plan of the investments of Group FS. Effectiveness of their organization depends in fact railway traffic circulation as a whole, just like the possibility of redrawing the system of urban mobility, now congested by the road traffic.

For the big cities crossed by the fast new lines, the new infrastructure will have to represent the fulcrum of the reorganization of the transport systems. Within the great rail junctions, the new lines, while accommodating the traffics on long way, will make available the existing lines, by a service of type the metropolitan and regional high frequency and with schedule rate/rhythm.

In parallel, the stations intended to accommodate the trains which will travel on the new lines will be restructured according to the new service and in certain cases will be integrated with completely new stations (Naples-Afragola, Bologna, Reggio Emilia).

Interventions for integration and the exchange between the various transport systems will be carried out: express trains, trains with the service of the metropolitan zone, trams, bus and private car.

An special attention will be given to urban, environmental and social insertion of new railway works. In Rome for example, where the fast line will use part of an existing regional line fortunately replaced, urban continuity between the zones currently divided by the railway will be restored.

The principal interventions were projected in global levels of reorganization of whole metropolitan transport. The principal attention was reserved upon the engagements imposed by the value environmental, historical, monumental and archaeological of the Italian cities touched by the passage of the new lines.

Company TAV SpA

History

Second half of the years 1960: the Italian railroads begin the first studies concerning the construction of a rail network at high speed. It is about the first European project of railroad at high speed: the first section will be inaugurated in 1978.
1978: inauguration of the Direttissima, first line at high speed in Europe between Florence and Rome.
April 1986: the creation of a network at high speed in Italy becomes a national priority in the General traffic plan . It envisages a quadrupling of the lines Turin - Milan - Vérone - Venice and Milan - Bologna - Florence - Naples - Battipaglia.
January 23rd, 1991: the Italian ministry for transport and the group Ferrovie dello Stato adhere to the Plan contract 1991-1992, which provides that the financing of the construction of the network at high speed will be carried out by the State and private capital.
July 19th, 1991: creation of the company TAV S.p.A, whose capital is held to 40% by the Ferrovie dello Stato (public funds) and to 60% by private investors.
August 7th, 1991: the group Ferrovie dello Stato entrusts to TAV a concession with regard to the construction and the exploitation of the lines at high speed Milan - Naples and Turin - Venice.
March 16th, 1992: the group Ferrovie dello Stato entrusts to TAV a concession for the construction and the exploitation of the line at high speed Milan - Genoa.
April 14th, 1994: beginning of work of the section Rome - Naples.
March 10th, 1998: TAV becomes property with 100% of the Ferrovie dello Stato
January 18th, 1999: beginning of work of unchoking of the node of Bologna
November 28th, 1999: approval of the final draft of reorganization of the station of Florence
November 27th, 2000: beginning of work on the section Milan - Bologna
July 1st, 2001: creation of RFI ( Rete Ferroviaria Italiana )
April 10th, 2003: opening to Parma of a “territorial Observatory”.
April 17th, 2003: conclusion of the phase of preselection of the international contest for the design of new station AV of Naples-Afragola. Ten competitors are retained to take part in the preliminary phase of project.
June 9th, 2003: congress in Parma on “Archeology at high speed as a Emilie”.
June 10th, 2003: presentation with the Minister for the Infrastructures and Transport of the project for the Vérone section - Padoue of the line Alta Velocità/Alta Capacità Vérone - Venice for its approval by the economic Inter-ministerial committee of programming (CIPE).
June 25th 2003: launching of work of crossing in underground of the node of Bologna.
June 27th, 2003: signature of the endorsement to the Atto Integrativo for the line Milan - Bologna.
September 29th, 2003: the economic Inter-ministerial committee of programming (CIPE) approves the preliminary project of the line Alta Velocità/Alta Capacità Milano - Genoa: Terzo Valico dei Giovi , and financing of the preliminary works for 319 million euros.
October 1st, 2003: it is the architect Iraq uienne Zaha Hadid who gains, among ten competitor projects, the international contest for the design of the new station at high speed of Naples-Afragola.
November 4th, 2003: presentation with the press in Naples, the palate Santa Lucia, seat of the district council of the Campania, the project chosen for station AV of Naples-Afragola.
December 5th, 2003: the economic Inter-ministerial committee of programming (CIPE) approves the preliminary project of the line Alta Velocità/Alta Capacità Milan - Vérone.
April 16th, 2004: exposure to the royal palace of Naples on the new stations high speed in Italy.
April 23rd 2004: establishment of new Italian speed records, higher than 300 km/h, at the time of a trial run on the line at high speed Rome - Naples.
July 21st, 2004: signature of the Atto Integrativo (declaration of public utility) for the realization of the line at high speed between Novare and Milan.
July 29th, 2004: nomination (confirmation) of the leaders of the TAV, Umberto Bertele at the position of president and Antonio Savini Nicci with that of managing director.
September 9th, 2004: exposure, from September 10th to November 7th, 2004, the foundation Quercini Stampalia (Castello 5252, Santa Maria Formosa), of the projects of the four new stations, realized by AREP-D' Ascia-Magnaghi for Turin, Norman Foster and Over Arup for Florence, Paolo Desideri for Rome and Zaha Hadid for Naples-Afragola, which will accommodate the travellers of the lines at high speed.
December 2004: signature of the agreement between RFI and TAV which allots to TAV, inter alia, the realization of the adjustment of the Direttissima Rome - Florence and of the nodes of Milan, Turin and Florence.
June 16th, 2005: presentation, in the presence of the ministers Buttiglione and Lunardi, of the DVD Archeologia TAV in 3D - Lazio , the first of a multi-media collection devoted to discovered the archaeological carried out on the building sites of the lines at high speed.
August 12th, 2005: publication of the invitation to tender for the construction of station AV of Naples-Afragola, drawn by the architect Zaha Hadid.
October 6th 2005: during a trial run on the section of line at Turin high speed - Novare, the speed of 350,8 km/h was reached.
October 21st, 2005: the Minister for the Infrastructures and Transport, Pietro Lunardi, and chair it and managing director of the Ferrovie dello Stato, Elio Catania, attend the ceremony for the completion of the digging of the tunnels of the line Bologna - Florence.
December 19th 2005: startup at 22 hours of the line Rome - Naples, first line of the Italian system at high speed (called Alta Velocità/Alta Capacità ).
January 1st 2006: the assembly of the shareholders of the TAV approves the new authorized capital equal to 3.683.341 074,00 €.
February 10th 2006: startup at the time of the winter Olympiads of Turin of the 85 km of the section Turin - Novare (on the Turin line - Milan).
February 3rd, 2006: following the transfer with RFI of part of its activities, called Tratta AV/AC Torino-Milano, subtratta Torino-Novara , the authorized capital of the TAV is brought back from 3.683.341 074,00 to 2.527.761 824,00 €.
March 29th, 2006: the CIPE approves the final draft of the line at high speed Milan - Genoa, Terzo Valico dei Giovi .
April 26th, 2006: the assembly of the shareholders of the TAV approves the new authorized capital equal to 3.292.177 150,00 €.

Missions

The main missions of company TAV SpA are of four orders:

To direct the construction projects of LGV
To coordinate action of the people receiving benefits working on the projects
To carry out during all the phases of the projects, the negociations with the local government agencies
To guarantee the respect of the environment within the projects in the course of implementation, as well as the health and the staff safety of work

Quality of implementation of the projects

TAV SpA obtained various certifications for the quality of implementation of its processes:

certification ISO 9001 version 2000, which attests that the company is able to meet correctly the customer requirement
certification ISO 14001 version 2001, which attests that the company is respectful environment through all its processes

See too

Internal bonds

References

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