Italferr is engaged in the design, development and realisation of the HS/HC project that is the most important and extensive investment program in the railway sector ever carried out in Italy. The expertise established and recognised over the years has led the company to assume a key role in the modernisation and development process of the international HS/HC networks.
The ITALIAN HS/HC SYSTEM travels on about 1,250 km of track along the country's most heavily trafficked rail axes: the Turin-Venice line and the Milan-Naples backbone, with its outshoot to the port of Genoa. The system also involves a further 2,200 km or so of lines, some new and some extant and to be upgraded along cross-border links and those links with the South, from Naples, Bari and Reggio Calabria to Palermo.
Italferr continues to work on the upgrading of the High Speed/High Capacity infrastructure with increasingly frequent and faster connections. It guarantees the technical and managerial oversight of the entire process of realisation of investments for long-distance transport, taking care of the different phases of design and/or control of the design developed by the General Contractors/Contractors, the authorisation process at local and national Bodies and Institutions, the management of construction contracts, the supervision of works and control of the construction, the functions of Health & Safety Supervision and assistance to the testing operations and technical verification of the facilities until the activation of the infrastructures and their delivery to the final operating entity.
TEN-T Core Corridor n. 6 "Rhine-Alpine (Genova-Rotterdam)"
A project that will allow the port of Genoa to have direct access to the Po Valley and central Europe with a 53-km long high-performance line, 37 km of which in tunnels.
The 'Terzo Valico', an integral part of the Milan-Genoa railway line, is a new High Capacity/High Speed line that will enable the Ligurian port system to be connected to the main rail lines in northern Italy and to the rest of Europe.
The project will make it possible to transfer substantial shares of freight traffic from road to rail, thereby with environmental, safety and social benefits. Law 55/19 of 14/06/2019 (so-called ''Sblocca Cantieri'') unified the projects "Voltri-Brignole infrastructural upgrading," "Genova Campasso" and "Milan-Genoa High-Speed/High-Capacity Railway Line - Terzo Valico dei Giovi" into a single project.
The new HS/HC Verona-Padua line is part of the Mediterranean Corridor of the strategic trans-European transport network (TEN-T core network), which runs from Spain to the Ukrainian border, constituting a privileged route both for traffic between Europe and Asia and, within Europe, for traffic between industrialised regions and eastern developing regions.
The route of the new HS/HC line, which is 76.5 km long in total, crosses the territory of the provinces of Verona, Vicenza and Padua, and has been divided into 3 Functional Lots (Addendum to the Memorandum of Understanding of Oct. 29/30, 2015).
1st Functional Lot - Verona-Bivio Vicenza
The 1st Functional Lot 'Verona-Bivio Vicenza' is included where the new HS/HC line grafts onto the existing historic line. Work site construction and land expropriation activities, technological installations and civil works are underway.
TEN-T Core Corridor No. 6
The new Milan-Verona HC line constitutes a section of the Lyon-Turin-Milan-Venice-Trieste-Ljubljana route, which is included in various planning documents at the European level as an element of the East-West axis of the international HS network (Trans-European Trunk Network. TEN T 6 Lyon-Turin-Venice-Trieste project). Moreover, it being a fundamental part of the Turin-Milan-Venice route, the line is defined by the Italian General Transport Plan as a load-bearing element of the Italian railway network (Middle Po Valley transversal connecting route).
The HS/HC Brescia Est-Verona section has a total length of about 47.6 km, including about 2.2 km of interconnection with the Verona Merci section. The line will be built for about 23.3 km in trench/tunnel and to an almost equivalent extent in embankment for about 23.4 km; the building of 4 viaducts for a total length of about 0.9 km is also envisaged.
TEN-T Core Corridor No. 5 "Scandinavian-Mediterranean (Helsinki-La Valletta)"
Part of the strategic works included in the ‘Sblocca Italia’ Decree Law.
It constitutes the realisation and in part the modernisation of the existing rail link between the Tyrrhenian and Adriatic backbone line that currently presents some discontinuities, high tortuosity of the route and widespread infrastructural unevenness. The program envisages the activation of the direct link between Naples and Bari and the completion of the doubling of the Caserta-Foggia section for a total development of 121 km of new line, of which about 63 km is underground.
Works Supervision for Doubling of the Naples-Cancello section (Cancello variant)
The Cancello variant constitutes the first segment of the Naples-Bari route and, by inserting itself into the new Napoli Afragola station, embodies the integration of the historic lines with the new High Speed system. With the new variant section, 15.5 km of new double-track line will be built. The construction of a new ACCM (Multi-station Computerized Central Apparatus), with Central Post in Naples, will allow, among other things, the elimination of all level crossings present along the historic section thereby improving the overall road system in the area. The structure, in the first km, runs through a highly urbanised area up to the new Napoli Afragola HS Station with an artificial tunnel and then continues through agricultural areas with viaducts and embankments. The investment will increase traffic capacity and speed of connections, ensuring interconnection and interoperability with the main national and European rail corridors.
Works Supervision for Doubling of the Cancello-Frasso Telesino section
The work involves the speeding up and of the track the doubling in the section between Cancello and Dugenta Frasso station, for a total extension of about 16.5 km. The contract also includes the design and execution of the "NORTH and SOUTH Interconnections on the Rome-Naples Historic Line via Cassino" between the Rome-Naples line and the Cancello-Benevento section, with which it will be possible to provide a direct rail link between Rome and to Bari from both Naples and Rome.
Works Supervision for the Frasso Telesino – Vitulano section - (1st functional lot Frasso-Telese)
The Frasso-Telese lot, about 11.2 km long, constitutes the first sub-lot of the third segment of the Naples-Bari route. For the first 2.5 km or so, the line runs closely alongside the existing track bed, requiring a phasing of the work to ensure the continuity of rail traffic during the works. Subsequently, the structure is developed as a variant to the historic line, for about 6 km, by means of the construction of viaducts, embankments and trenches and a cut&cover tunnel at the exit from which the line enters the existing Telese facility where two passing loops are planned to be built in addition to the two running lines, and a new Electric Substation (SSE).
Works Supervision for the Frasso Telesino -Vitulano section - (2nd functional lot Telese-San Lorenzo and 3rd functional lot San Lorenzo-Vitulano)
The Telese San Lorenzo-Vitulano section is part of the Naples-Bari route forming part of the European TEN-T rail corridors. The Telese-Vitulano lot constitutes the second and third functional lots of the Frasso Telesino-Vitulano section forming part of the Naples-Bari route. Approximately 19 km of new double-track line will be built, substantially varying in route from the historic line, consisting of tunnels, embankments, trenches and viaducts.
Works Supervision for Doubling of the Apice-Orsarasection - (1st functional lot Apice-Hirpinia)
The Apice-Hirpinia section, 1st functional lot of the Apice-Orsara section, constitutes the central segment of the Apennine crossing of the Naples-Bari route and consists of a completely new route compared to the historical lines, crossing through mountainous territory. With the first lot, 18 km of new double-track line will be built, forming a junction from the new Apice junction to Hirpinia Station, to reconnect later in the direction of Bari through the next lot. The work will be developed, over the entire route, in a scarcely settled agricultural territory featuring steep slopes, crossing wide as well as narrow valleys with steep fronts and heterogeneous geological conditions, alternating tunnels to be built by mechanized excavation and viaducts up to the new Hirpinia Station, located in the plain between Grottaminarda and Ariano Irpino.
Works Supervision for Doubling of the Apice- Orsara section - (2nd functional lot Hirpinia Orsara)
The Hirpinia-Orsara Functional Lot constitutes the second functional lot of the Apice-Orsara section, has a total development of 28.06 km and a prevailing track speed of 250 km/h. The new double-track line has a layout that runs almost entirely in tunnels; specifically, the section affected by the Hirpinia Tunnel has a total length of about 27 km. The exceptions are two short sections in the open: the one where the Orsara station is located, connected to the tunnel by the viaduct that overlaps the Cervaro stream, and at the PRG adaptation/completion of the new Hirpinia Station.
Works Supervision for Doubling of the Bovino-Orsara section
The lot in question has a total length of 11.80 km, of which 9.87 km are developed in tunnels with a track speed of between 200 and 250 km/h. The railway route begins at point 29+050.29 of the recently activated Cervaro-Bovino section, continues with the new double-track line and, after a short section alongside the existing railway, bends northward to head toward the current stop at Orsara.
TEN-T Core Corridor No. 5 “Scandinavian – Mediterranean (Helsinki-La Valletta)”
Part of the strategic works included in the ‘Sblocca Italia’ Decree Law.
The program includes work to speed up the existing line and the building of electrified doubling sections to connect the main urban centres in the inland and coastal areas of Sicily as part of the Helsinki-Valletta European corridor. The investment will ensure adequate mobility for passengers and freight and guarantee a major reduction in travel time along with numerous advantages regarding general transport safety.
The implementation of the route is also a great opportunity to revitalise the local economy, with positive spin-offs in the industrial, tourism, social and cultural sectors linked to the general improvement of transportation services.
PALERMO – CATANIA – MESSINA ROUTE
Doubling of the Giampilieri-Fiumefreddo section
The Giampilieri-Fiumefreddo railway section, in its entirety (first and second lots), affects the Region of Sicily in the provinces of Catania and Messina and involves the municipalities of Fiumefreddo di Sicilia, Calatabiano, Taormina, Castelmola, Letojanni, Forza D'Agrò, S. Alessio Siculo, Savoca, Furci Siculo, Santa Teresa di Riva, Roccalumera, Nizza di Sicilia, Alì Terme, Itala, Scaletta Zanclea and the hamlet of Giampilieri in the municipality of Messina. The track-doubling project starts at point 276+821.989 of the historic line, about 5 km after the Mascali stop and 2 km before the current Fiumefreddo station. The track runs completely as a variant between Fiumefreddo and Giampilieri for about 42 km along a new and mainly mountainous corridor, abandoning the current historic layout that follows the coastal corridor of eastern Sicily.
Verification of Executive Design and Works Supervision of the Doubling of the Giampilieri-Fiumefreddo section (1st lot Fiumefreddo-Taormina/Letojanni)
The railway section Giampilieri-Fiumefreddo Lot 1 begins at the shunting yard of Fiumefreddo (km 0+000) and is completed at km 13+900 at the large chamber that houses the underground station of Taormina. The route is laid out completely as a variant between Fiumefreddo and Taormina Station for about 14 km along a new, mainly mountainous corridor, abandoning the current historic line that follows the coastal corridor of eastern Sicily. Given the complex orography of the area, the structure is mainly developed through tunnels. There are in fact 3 line tunnels (Fiumefreddo, Catalabiano and Taormina) for a total extension of about 10 km. A representative part of the lot is the Viaduct over the Alcantara River, characteristic for its arched structure with a 120 m span. The new Taormina Station, built underground, and the new Fiumefreddo-Calatabiano and Alcantara-Giardini Naxos stops complete the project. The Taormina station represents the flagship of the intervention because of the articulated underground configuration that allows, through the construction of tunnels and shafts, to connect the railway line to the city center (through the Madonnina and Lumbi exit) and to the coast (seaside exit). Lastly, Lot 1 includes the building of the Letojanni Interconnection that starts at km 13+691.180 (B.D.) of the project inside the Taormina station's chamber and extends for about 1560 m, finally reconnecting to the existing Letojanni station.
Works Supervision for doubling of the Giampilieri-Fiumefreddo section - (2nd Lot Taormina–Giampilieri)
Lot 2 of the Giampilieri-Fiumefreddo track-doubling project involves the extension of the Taormina station chamber from km 13+900 and the continuation of the construction of the even and odd-numbered tracks to Giampilieri Station, covering a total of about 28 km. Like Lot 1, the intervention is mainly developed in tunnels. In fact, the plan includes 8 line tunnels (Taormina, Letojanni, Forza d'Agrò, Sciglio, Nizza, Alì, Quali and Scaletta) for a total length of about 25 km; the construction of 7 viaducts as well as of the new S. Alessio - S. Teresa station, and the new Nizza-Alì and Itala-Scaletta stops.
Works Supervision for doubling of the Bicocca-Catenanuova section
The doubling of the Palermo-Catania railway line, in the Bicocca-Catenanuova section, is included between the Bicocca station (included) and Catenanuova (excluded) from km 0+500 (coinciding with point 196+535 of the historical Palermo-Catania line) to km 37+912 (coinciding with point 234+116 of the historical Palermo-Catania line), straddling the provinces of Catania and Enna and crossing through the municipalities of Catenanuova, Centuripe, Paternò, Belpasso, Motta Sant'Anastasia and Catania. The interventions are inclusive of railway superstructure, interventions to the SS (signalling systems), Telecommunications, Lighting and Motive Power, Overhead Line, ESS., Mechanical Installations, and interventions on the Sferro, Motta S. Anastasia and Bicocca systems. The lot develops for about 38 km, carried out partly by flanking the existing single track and partly by constructing a new double track as a track variant.
Verification of Executive Design and Works Supervision of the new Palermo Catania connection, Dittaino Catenanuova section (Lot 5)
The intervention is included between Dittaino Station (excluded) and Catenanuova Station (included), from km 0+000 (coinciding with point 172+885 of the Palermo Catania historical line) to km 23+064 (coinciding approximately with point 196+350 of the Palermo Catania historical line). The intervention is carried out as a track variant with respect to the existing line, which is maintained in operation, and includes a short double-track section (about 1.5 km) to connect to the double-track on the Catania side exiting the existing Catenanuova station (Lot 6 currently under construction). The plan envisages the construction on the new line of the Palomba shunting yard and of the new Catenanuova station to serve both the new and the existing line, while as far as the Dittaino Station is concerned, a new technological building and an office building of the Area Maintenance Post, the ENEL building and the new EV cabin are planned to be built.
Verification of Executive Design and Works Supervision of the new Palermo Catania connection, Nuova Enna Dittaino section (Lot 4b)
The intervention concerns the section between Nuova Enna Station (included) and Dittaino Station (included), from km 0+315 to km 14+935 (coinciding approximately with point 172+871 of the historic Palermo Catania line). The new intervention envisages the construction of a new single fast track, which will achieve interoperability standards to ensure European-level circulation, while the existing line is kept simultaneously in operation. The intervention will allow an increase in travel speeds up to maximum speeds of 200 km/h. The construction of the New Enna Station is planned, which in the present lot will function as the lead station for the metropolitan service between Enna and Catania. The station will be completed and will be made transitable within the project of the adjacent lot on the Palermo side (Lot 4a, Caltanissetta Xirbi - New Enna); it is also planned to upgrade the Dittaino station, serving both the new and the existing line, where the new Local Maintenance Post will also be built, whose office building has already been constructed as part of the adjacent lot on the Catania side (Lot 5, Dittaino-Catenanuova).
Final design, next start5 of negotiation activities - New Palermo Catania connection, Caltanissetta Xirbi Nuova Enna section (Lot 4a)
The intervention is included between Caltanissetta Station (included) and the new Enna station more precisely named "Nuova Enna", for a total development of about 27 km. The new intervention foresees the construction of a new single track mainly in tunnels, prepared for a good part to accommodate a future doubling track, as a variant of the route with respect to the existing line that is being kept in operation at this stage. The new line achieves interoperability standards suitable for European-level traffic and will allow increased travel speeds up to maximum speeds of 200 km/h. The project includes the complete renovation of the Caltanissetta Xirbi station for passenger service as well as the construction of the new Villarosa shunting yard.
Final design, next start5 of negotiation activities - New Palermo Catania connection, Lercara Diramazione Caltanissetta Xirbi section (Lot 3)
The intervention is between Lercara Diramazione Station (excluded) and Caltanissetta Xirbi Station (excluded) for a total development of about 47 km. The new single-track stretch is developed mainly as a track variant from the existing line, with the existing line being kept operational, with a significant number of tunnel sections. The new line targets interoperability standards suitable for European-level traffic. The intervention will allow an increase in travel speeds up to maximum speeds of 200 km/h. The new intervention includes a complete renovation of the Vallelunga station used for passenger service, a new Maintenance Area at Marcatobianco, as well as shunting yards at Marianopoli and San Cataldo to serve the new line.
Final design, next start5 of negotiation activities - New Palermo Catania connection, Fiumetorto Lercara Diramazione section (Lot 1+2)
The intervention is between Fiumetorto Station (excluded) and Lercara Diramazione Station (included) for a total development of about 30 km. This section is in common with both the Palermo-Catania line and the Palermo-Agrigento line. The new double-track operation runs in tunnels for about two-thirds of its route in the section as a variant to the existing line. The new line targets interoperability standards suitable for European-level traffic. The intervention will allow an increase in travel speeds up to maximum speeds of 200 km/h. The new intervention includes a complete renovation of the existing Cerda and Lercara Diramazione stations, which will provide passenger service to the new line along with the new Valle del Torto stop.