Italy Rail Report 2011 ENG-Final

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The Rail Market in Italy 2011

Brooks Market Intelligence Reports, part of Mack Brooks Exhibitions Ltd www.brooksreports.com

No guarantee can be given as to the correctness and/or completeness of the information provided in this document. Users are recommended to verify the reliability of the statements made before making any decisions based on them. Contents

Introduction 4

1. Government 5

Ministry of Infrastructure and Transport 5 Political and funding environment 5 Subsidised services 6 Open access and regulation 6 European projects 7

2. Italian Railways: FS Group 8

Gruppo Ferrovie dello Stato (FS Group) 8 Rete Ferroviaria Italiana SpA (RFI) 10 High-speed/high-capacity (Alta velocità/Alta capacità 10 - AV/AC) lines Urban junctions 12 Messina Straits bridge 12 Other RFI investments 13 Major international projects 14 Trenitalia SpA 16 Passenger 16 Freight 17 Traffic 18 Rolling stock 18

3. Italian regional government and local railways 21

Abruzzo 21 Basilicata 22 Calabria 22 Campania 22 Emilia-Romagna 23 Friuli-Venezia-Giulia 24 Lazio 24 Liguria 24 Lombardia 25 Marche 26 Molise 26 Piemonte 26 Puglia 26 Sardegna 28 Sicilia 28

4. Open access train operators active in Italy 31

Passenger operators 31 Freight operators 32

5. Urban rail systems in Italy 35

Bergamo 35 Brescia 35 Bologna 35 Cagliari 35 Catania 36 Firenze 36 Genova 36 Messina 36 Milano 36 Napoli 37 Palermo 38 Parma 38 Roma 38 Sassari 38 Torino 39 Trieste 39 Verona 39

In terms of route-km, Italy’s railway network is the fourth largest in Europe, after those of France, Germany and Poland. Enhancements to the national system have continued, mainly in the form of a growing high-speed/high-capacity network. The latest of these lines was commissioned in late 2009.

Regional authorities are playing an increasingly important role in defining local rail transport provision, whether provided by national operator Trenitalia or by the many local undertakings that are active in Italy. This is resulting in investments in infrastructure and rolling stock to provide more attractive services.

Open access opportunities have led to the emergence of new operators in the rail freight sector, while at the same time competition on the broader European stage often leads to frequent changes in the ownership and international consolidation of companies active in this challenging market. In 2011 Italy is also set soon to see the start of services by Europe’s first open access high-speed operator.

Investments continue in urban rail infrastructure to improve mobility in cities, protect fragile environments and reduce carbon emissions. This is resulting in both new metro or light rail systems or in extensions and improvements to existing networks.

This report is an extensively updated version of a document first published in 2009 and reflects the status in early 2011. It provides a concise overview of the structure of Italy’s national rail system and summarises key areas of planned investment. In addition, it details passenger and freight operators that are currently active. Regional authorities are also listed, together with the ‘independent’ railways that are found in each region. Urban rail transport operators and their planned network developments are also summarised.

Website addresses are provided in most cases to enable users of this report to access additional information on individual projects and the organisations responsible for them.

February 2011

Ministry of Infrastructure and Transport (Ministero delle Infrastrutture e dei Trasporti) (www.trasporti.gov.it)

Within the ministry, there is a rail transport division, Direzione Generale per il Trasporto Ferroviario (e-mail: [email protected])

Political and funding environment

The Ministry of Transport sets the overall strategy for Italy’s rail network and determines levels of funding. In 2007 the government gave outline approval to a five-year business plan for the period 2007-11 that had been developed by the state-owned national railway holding company, Gruppo Ferrovie dello Stato (FS Group). This was aimed at stemming losses (EUR2 billion in 2006) and defining investment levels intended to respond to increasing traffic demands. The plan foresees a substantial reduction in staff numbers and increases in productivity.

Under the business plan funding proposals include:

• Infrastructure – EUR16.6 billion • Regional passenger services – EUR10.3 billion • Long-distance passenger services – EUR1.3 billion • Freight services – EUR850 million

Details of the government’s funding contribution to the period as part of its service contract with FS Group were announced in October 2007 following a review by the Comitato Interministeriale per la Programmazione Economica (inter-ministerial committee for economic planning (CIPE) (www.cipecomitato.it), which coordinates government investment. This foresees government investments of EUR26.1 billion in the network over the period 2007-11. These investments are broken down as:

• High-speed/high-capacity lines – EUR8.4 billion • Classic network upgrading – EUR16.7 billion • Signalling and other technology upgrades – EUR1 billion

In March 2009 the CIPE allocated EUR17.8 billion to finance new infrastructure, including

Mack Brooks Exhibitions Ltd © 2011 5 • EUR2.8 billion to the Treviglio-Brescia section of the Milano-Venezia high- speed/high-capacity (AV/AC) line, the Milano-Genova AV/AC line, the Bologna- Firenze AV/AC line and the La Spezia-Parma line; • EUR1.3 billion to the Straits of Messina road/rail bridge; • EUR1.5 billion to metro systems in Bologna, Brescia, Cagliari, Catania, Milano, Parma, and Roma.

On 22 September 2009 a financial bill was approved under which FS will receive EUR2.285 billion in 2010 and slightly less in 2011 plus EUR185 million per year 2010 to 2012 to continue work on high-speed/high-capacity projects.

Subsidised services

Central government provides subsidies to two types of passenger services:

• Long-distance services which are considered essential for national cohesion, but are not profitable. These are mainly services linking the richer north and poorer south of the country, especially overnight services.

• Regional services operated both by Trenitalia and by local railways which only cover around 35 per cent of costs from fares. Central government has paid the regions EUR1.4 billion per year since 2000 for these services. Several regions add their own money to allow improvements in services. This sum is not indexed to inflation and has become insufficient, leading to annual negotiations between the regions and central government over extra payments. In 2009 the Italian government granted an extra EUR480 million to the regions but linked this to their signing 12-year contracts with Trenitalia, thus effectively excluding competition for regional services in the near future. Local railways registered 3.769 billion passenger-km in 2009 compared with 22 billion on Trenitalia's regional and local services. Local train operators are listed in Section 3.

Open access and regulation

The Italian rail network was liberalised in accordance with EU regulations in June 2000. As a result, some of the 20 or so independent local railways in Italy have acquired open access licenses to operate freight trains beyond their own systems. Open access freight operators, including some foreign companies, also play a developing role, especially in the cross-border market. The first open access passenger operations started in 2010. Active open access operators, as well as local train operators are listed in Section 4.

The rail regulatory authority in Italy is Ufficio Regolamentazione del Servizio Ferroviario (URSF). While theoretically independent, it is an integral part of the Transport Ministry and its powers are more limited than those of similar bodies in other European countries.

In May 2008 the government established a national rail safety agency independent of FS Group, whose subsidiary CESIFER had until then performed this role. L'Agenzia Nazionale per la Sicurezza delle Ferrovie (www.ansf.it) has its headquarters in Firenze. Tests and inspections of rolling stock are carried out at the Centro Dinamica Sperimentale at Osmannoro, near Firenze.

European projects

Italy is involved in several priority rail projects that feature in EU long-term transport policy:

• Lyon-Torino-Venezia-Trieste. This forms part of EU Corridor V from Lisboa to Kiev and includes the planned sub-alpine tunnel and AV/AC lines between Lyon and Torino, plus the Milano-Verona-Padova high speed line and a new 36 km Trieste-Divača (Slovenia) line.

• Brennero-Verona-Bologna-Roma-Reggio Calabria-Palermo. This forms part of EU Corridor 1 from Berlin to Palermo and includes the planned sub-alpine Brenner Base Tunnel (BBT) on the section between Innsbruck and Fortezza. Doubling of the 114 km Verona-Bologna section of this corridor was completed in summer 2009. Sections of the Messina-Palermo section remain single track. Other work includes rebuilding the Verona node and widening of access to the BBT.

• Chiasso-Milano-Genova. Part of EU Corridor 24 Genova-Rotterdam. Intermodal freight corridor. This includes the Milano-Genova HSL, doubling of the Genova- Ventimiglia line and work around Genova.

• Bari-Brindisi/Taranto. Part of EU Corridor 8 which mainly concerns the maritime route from these three ports to Varna in Bulgaria.

In addition, through the development of its high-speed/high-capacity rail network Italy is playing a key role in the introduction of the European Rail Train Management System (ERTMS).

Gruppo Ferrovie dello Stato (FS Group) (www.ferroviedellostato.it)

Established as an independent state-owned company in 2001, replacing its previous status as a government agency, FS Group is the holding company that owns the two principal Italian rail undertakings:

• Rete Ferroviaria Italiana SpA (RFI) (www.rfi.it), the national rail infrastructure authority.

• Trenitalia SpA (www.trenitalia.com), the national operator of rail passenger and freight services.

A key subsidiary of RFI is:

• Treno Alta Velocità SpA (TAV), which holds a 50-year concession granted in 1998 to design and build Italy’s network of high-speed lines.

Other principal subsidiaries include:

• Centostazioni SpA (60 per cent owned) (www.centostazioni.it): responsible for the management and development of 103 medium-sized stations in Italy used by 350 million passengers a year. In 2010 Centostazioni launched a tender worth EUR190 million for maintenance and refurbishment of the stations with the aim of creating more commercial space.

• Grandi Stazioni SpA (60 per cent owned) (www.grandistazioni.it), responsible for renovating and enhancing the value of properties comprising Italy's 13 largest railway stations. Major refurbishment schemes are in progress or planned. It also exports its capabilities, already providing similar services at three major stations through a 51 per cent owned subsidiary in the Czech Republic.

• Ferservizi SpA, which provides ‘non-core’ central group services such as facilities management, telecommunications and IT.

• Italferr SpA, the engineering consultancy of the FS Group, which provides services to both domestic and foreign clients.

• Ferrovie Real Estate, which manages group property assets including disused railway land.

At the end of 2010 the FS Group employed some 82,000 staff.

Expansion outside Italy

Although FS has not articulated an explicit plan to expand outside Italy, the company made two important steps in this direction during 2010.

In December 2010 FS won the tender to take over control of Arriva Deutschland, which has around 5% of the German passenger market and also operates buses in that country. FS made the acquisition in partnership with Luxembourg-domiciled investment fund Cube Infrastructure.

In 2009 Trenitalia formed an alliance with French company Veolia with the aim of operating overnight and high-speed daytime services between Italy and France. Overnight services are expected to begin in mid 2011.

FS has also had a majority share in German freight operator TX Logistik since 2005.

Gauge: 1,435 mm Route length: 16,701 km (as at 31 December 2009) Track length: 22,854 km Electrification: 10,801 km at 3 kV DC; 1,101 km at 25 kV AC 50 Hz

RFI is the wholly owned subsidiary of FS Group that is responsible for the management, operation and maintenance of Italy’s national railway infrastructure. It employs some 32,000 staff.

After Germany, France and Poland, Italy has the fourth most extensive rail system in Europe, with the RFI network of 16,701 route-km, supplemented by the regionally/locally owned and independent railways summarised in Section 3.

The core RFI network totals around 6,400 route-km, the complementary network 9,300 km and major nodes 900 km.

In December 2010 the network included some 1,355 km of high-speed/high-capacity (AV/AC) lines. Around 7,500 km of the system was double-track. Reflecting Italy’s geography, there are 1,410 km of tunnels and 530 km of viaducts and bridges.

There are approximately 2,300 passenger stations and halts and 260 freight terminals or locations at which rail freight facilities exist, including 40 intermodal terminals.

Relations between the Italian state and RFI are governed by a five-yearly programme, the current Contratto di Programma running from 2007 to 2011. This contains investment plans totalling EUR189 billion of which EUR75 billion are being implemented within this period.

High-speed/high-capacity (Alta velocità/Alta capacità - AV/AC) lines

Construction of Italy’s AV/AC network has followed a plan approved in 1986. This foresaw the creation of a ‘T’-shaped system running on a west-east axis linking Torino- Milano-Verona-Padova-Venezia and north-south linking Milano-Bologna-Firenze-Roma- Napoli-Salerno. The original plan was for purely high-speed (AV) lines. Some are now designed for other traffic, including freight trains over certain sections, thus the network is now labelled high-speed/high-capacity (AV/AC). In 1993 the government approved construction of all except the Milano-Verona-Padova-Venezia section. By that time the 254 km Roma-Firenze Direttissima line, which allowed operations at up to 250 km/h, had already been commissioned. In December 2009 the majority of the network was

• Torino-Milano (125 km): Torino-Novara (86 km) – commissioned in December 2009. The project includes a new station at Rho Fiera Milano serving an exhibition centre. Final cost EUR7.4 billion.

• Milano-Bologna (182 km): initial 21 km commissioned for passenger services in October 2007; remainder opened in December 2008. Final cost EUR6.4 billion. New station known as Stazione Mediopadana, near Reggio Emilia costing EUR80 million to be commissioned in late 2011. New station serving Bologna, costing EUR340 million to be commissioned by 2014.

• Bologna-Firenze (79 km, mostly in tunnel): commissioned in December 2009. Final cost EUR5.2 billion. New tunnel under Firenze costing EUR686 million to be commissioned by 2014. New station serving Firenze costing EUR270 million to be commissioned at the same time.

• Roma-Napoli (205 km): commissioned January 2006. A new station is under construction at Napoli Afragola for commissioning in September 2011 at a cost of EUR74 million.

• Napoli-Salerno (38.4 km): costing EUR350 million, commissioned in May 2008. Unlike other recent Italian AV/AC lines, this is electrified at 3 kV DC. A new station is under construction on this line at Vesuvio Est, near Sarno, at a cost of EUR30 million.

Subsequently, government approval was given for the construction of additional lines:

• Milano-Verona (112 km), costing EUR5.5 billion, and Verona-Padova (77 km plus 23 km of upgraded Padova-Venezia line opened in December 2006): under construction in stages. Treviglio-Brescia to be completed in 2015.

• Milano-Genova (71 km, mostly in tunnel): construction yet to begin. Initial funding was granted in early 2009 plus EUR500 million in 2010. Estimated cost EUR4.7 billion.

Altogether, in 1991, the 874 km high-speed network was to cost EUR9 billion. This figure has grown very significantly since the go-ahead. The costs stated above do not include the extensive remodelling of urban junctions needed to link the new lines to the existing network.

The AV/AC lines are designed for the operation of passenger services at 300 km/h and of freight services at 120 km/h. Electrification is at 25 kV AC 50 Hz, except for short sections, although the older Roma-Firenze Direttissima line employs the Italian standard 3 kV DC system: studies are under way into its conversion to 25 kV and upgrading for

Urban junctions

Alongside the construction of high-speed/high-capacity lines, a major feature of rail network development in Italy is a programme of enhancements to urban junctions in large metropolitan centres. These are intended both to provide good access to city centres for trains using the new AV/AC lines and to raise capacity for suburban and regional services. FS group consultancy has been leading the design and development of these improvements in: Bologna; Firenze; Milano; Napoli; Padova; Palermo; Roma; Torino; and Verona.

The cost of creating these urban junctions, excluding those around Palermo and Padova, has been estimated at EUR3.46 billion. This includes EUR1,105 million for Bologna, EUR1,210 million for Firenze, EUR568 million for Roma, EUR374 million for Napoli, EUR129 million for Torino and EUR73 million for Milano. Additional work includes:

• Torino cross-city (Passante) line (12 km): 10-year project costed at approximately EUR1.4 billion.

• New chords and track to create a new 8.1 km double track electrified link from Milano Centrale to Milano Bovisa, costing EUR70 million, completed in July 2010.

• Roma suburban rail capacity enhancement: various projects costed at EUR2.07 billion. Work includes the creation of a new orbital line around the north of the city.

Messina Straits bridge

The project for a road-rail bridge (with two railway tracks) between the Italian mainland and Sicily was approved by a centre-right government in 2001, cancelled by a centre-left government in 2006, and revived by a new centre-right government in March 2009. The government granted the project EUR1.3 billion in early 2009 out of a total cost of EUR6.1 billion. Construction work worth EUR3.9 billion, for the bridge itself, was awarded to a consortium headed by Italy's biggest civil engineering company Impreglio SpA (www.impreglio.it) in October 2005. The suspension bridge will have the world’s longest single span, 3,300 m. There will be 19.8 km of rail links to the bridge. Currently, trains are carried on ferries between Villa San Giovanni, near Reggio di Calabria, and Messina. The present government believes the bridge could be completed by 2016. Project manager is Stretto di Messina SpA (www.stradeanas.it/index.php?/content/index/arg/stretto_messina), in which RFI owns a 13 per cent shareholding.

Network investments by RFI continue to focus on capacity enhancements to meet rising traffic demands. Projects typically include: track doubling; improved alignments to permit higher speeds; improvements to eliminate congestion; elimination of level crossings; and modernisation of signalling and communications systems. Current projects include:

• Bologna-Ancona-Foggia-Bari-Lecce: track doubling in stages nearing completion.

• Passo Corese (Fara Sabina Montelibretti-Rieti) (50 km): new single-track electrified line northeast of Roma, budgeted at EUR600 million.

• Ferrandina-Matera La Martella (29 km): new line under construction since 1986.

• Lucera-Campobasso (55 km): proposed new line.

• Messina-Palermo double-tracking and upgrading (225 km, of which 101 km already double): in progress, part of EU Corridor 1 and of a wider programme in Sicily budgeted at EUR5.9 billion.

• Roma-Caserta-Foggia-Bari: track doubling at an estimated cost of EUR5.3 billion. The Cervaro-Bovino section is currently being doubled, for EUR137.7 million. The Bovino-Osara section will follow, for EUR370 million.

• Trieste-Divaca (Slovenia) cross-border line (30-35 km): inter-government agreement signed in 2007 to design and construct a new line by 2015 at an estimated cost of EUR1.8 billion (of which Italy is to contribute EUR1 billion). Part of EU Corridor V.

• Varese-Mendrisio (Switzerland) cross-border line (17.7 km): 11.5 km in Italy. Due for completion in 2013 at a cost of EUR293 million.

• Parma-La Spezia (Pontemolese) line (120 km) ongoing modernisation, doubling and upgrading.

• Doubling of Pistoia-Montecatini and upgrading of Montecatini-Lucca, total cost EUR256 million.

• Doubling in stages of the 209 km Orte-Falconara line including a new 20 km single track tunnel, costed at EUR550 million, between Terni and Spoleto.

• Reopening of Orte-Civitavecchia (86 km with 17 stations).

• Doubling of the 39 km S Gavino-Decimomannu section of the Cagliari-Ozieri Chilivani line, including elimination of 30 level crossings, costing EUR220 million, was completed in 2010.

Since 2003 RFI has installed ERTMS Level 2 on 640 km of new high-speed lines, a train control system known as SCMT on 11,400 km of busier conventional lines and a simpler safety system known as SSC on 4,400 km of minor lines.

Major international projects

Italy is a participant in two major international rail projects, both of which entail extensive tunnelling through the Alps.

Brenner Base Tunnel (BBT) (www.bbt-se.com)

Galleria di Base del Brennero - Brenner Basistunnel BBT SE was initially established in 1999 as BBT EEIG and transformed in December 2004 into a European Company (SE, or Societas Europaea). It has a mandate from the governments of Austria and Italy together with the European Union (EU) to plan and construct the Brenner Base Tunnel, the key engineering feature of the trans-European Corridor 1 from Berlin to Palermo. At 56 km (32 km in Austria, 24 km in Italy) to be Europe’s longest rail tunnel, the BBT featured in the EU’s TEN priority list of 30 infrastructure projects to be started before 2010.

The shareholding in BBT SE is equally divided between Italy and Austria. The Italian shareholder is TFB Holding (Tunnel Ferroviario del Brennero Società Finanziaria di partecipazione), 82 per cent of which is owned by RFI and 6 per cent by the provinces of Bolzano, Trento and Verona. Finance for the project, costed at EUR6 billion, which with financing costs could rise to EUR 8 billion, is to come from Austria and Italy (35 per cent each) and the remainder from the EU. A related action plan includes work to increase capacity between Verona and Bolzano on the southern approach route.

Preliminary works started in late 2006. Construction of the tunnel proper is due to start 2014 for completion 2022.

Lyon Turin Ferroviaire SAS (LTF) (www.ltf-sas.com)

LTF was established in 2001 jointly by RFI and its French counterpart, Réseau Ferré de France (RFF), to develop the joint Italian-French elements of a new high-speed/high- capacity rail link through the Alps between Turin and Lyon. These elements comprise 72

The cross-border elements are costed at EUR10.3 billion. Some EUR628.8 million was invested in the project between 2001 and 2009. In July 2007 the governments of Italy and France submitted an application for EU funding support of EUR725 million for the scheme to be invested over the period 2007-13.

Construction of the Ambin Massif base tunnel is expected to commence in 2011, with the entire project commissioned in 2020-22.

Trenitalia SpA is the subsidiary of FS Group that is the national operator of rail passenger and freight services in Italy. Separate divisions are responsible for passenger traffic and freight.

Passenger

The passenger division (Direzione Passeggeri) comprises two business units:

• Passeggeri Media e Lunga Percorrenza (medium and long-distance, including international and high-speed services). Domestic services are operated under Eurostar Italia Alta Velocità, Eurostar (also known as Frecciarossa when operated by ETR.500 sets or Frecciaargento when operated by ETR.600 or ETR.485 trainsets) and Eurostar Italia and Eurostar City (Frecciabianca) brand names, together with Intercity locomotive-hauled trains and night services. International trains (EuroCity and EuroNight) provide connections with Austria, Belarus, Croatia, France, Germany, Hungary, Poland, Russia, Slovenia, Spain and Switzerland.

• Passeggeri Regionale e Locale (regional, local and suburban services), operating some 7,200 trains per day. Services are classed as Regionale Veloce, Regionale, Suburbano and Metropoltano (semi-fast regional, regional, suburban and urban).

Trenitalia formerly had holdings in several international joint-venture companies providing cross-border services, but most have been or are being disbanded:

• Artesia (www.artesia.eu) operates TGV daytime and hauled overnight trains linking Italy with France in conjunction with SNCF. However, Trenitalia has said it will operate trains to France with Veolia rather than SNCF from 2011 (see above).

• Cisalpino (www.cisalpino.com) (50 per cent holding together with SBB, Switzerland) – operated transalpine services linking Italy with Switzerland. This was wound up in December 2009.

• On services to Austria and Germany, German Rail (DB) and Austrian Federal Railways (ÖBB) started to work with LeNORD instead of Trenitalia in December 2009.

• TILO (Treni Regionali Ticino Lombardia) (www.tilo.ch) – joint venture formed in 2004 by Trenitalia and SBB, Switzerland, to develop services linking Lombardia and Ticino regions.

The political processes that will lead to Trenitalia facing increased competition for domestic regional service contracts has not yet advanced far enough to become a major threat. However, in 2005 the first franchise for passenger train operation was granted to a joint venture of Trenitalia and Sistemi Territoriali (ST). This was for a EUR70.3 million six-year contract from December 2006 for the operation of local passenger services on 10 lines in the Veneto region. As Italy’s provinces take more responsibility for the development of their regional rail networks, including the procurement of rolling stock, more competition for Trenitalia may be expected. Currently Trenitalia is said to have 83 per cent of the local passenger market, the two dozen regional railways having the remainder. In 2009 the Italian government passed several laws which favoured Trenitalia and tied investment on local services to regional government signing contracts with the incumbent. Both of the passenger services introduced by other operators during 2009 and 2010 were successfully challenged by Trenitalia and the rail regulator's decisions probably made them commercially unviable.

Freight

The freight division of Trenitalia operates under the name Trenitalia Cargo. In 2010 Trenitalia had a 75 per cent market share in terms of train-km operated, the biggest private company being Rail Traction Company (RTC) ), while the Italian subsidiaries of SNCF, DB Schenker and SBB Cargo are all very active. The heaviest rail freight traffic is in the north of the country; in Piemonte and Lombardia, with 58 per cent of traffic international. Rail freight traffic collapsed in 2009 and has not recovered in Italy, in contrast to Germany, for example.

Intermodal movements now constitute 42 per cent of Trenitalia Cargo’s traffic in tonne- km and 45 per cent in tonnes. This is managed by Italcontainer (www.italcontainer.it), wholly owned by Trenitalia.

For the management of industrial branch lines and short distance freight traffic, Trenitalia Cargo established the subsidiary Ser.Fer (www.serferonline.com), with a fleet of 130 locomotives.

Statistics published in December 2010 showed that Trenitalia Cargo’s competitors were able to offer prices on average 40 per cent lower than the national operator, thanks to lower costs. In response, Trenitalia Cargo has been restructuring its operations to eliminate the most heavily loss-making services and cut overheads. As a result it expects a reduction from 36 million train-km in 2009 to 31 million by the end of 2011. Staff numbers have been reduced from 8,115 in 2009 to 7,600 in 2010 and are to be further cut to 4,500 by the end of 2011. After losses of EUR305 million in 2009 and EUR210 million in 2010, Trenitalia Cargo expects to break even in 2011. In the period 2005–2009 Trenitalia Cargo has received state subsidies of over EUR90 million per year, with peaks in 2007 and 2008 of EUR140 million, equivalent to around about 20 per cent of turnover.

• TX Logistik AG (www.txlogistik.de) (51 per cent holding) – a German-based rail freight operator in which FS Group acquired a shareholding to improve access to the German market. TXL operates mainly in Switzerland and Germany.

Traffic

Trenitalia traffic (figures in millions)

2006 2007 2008 2009 Passenger 540.3 551.9 583.9 N/A journeys Passenger-km 47,145 45,985 45,766 44,404 Freight tonnes* 77 80.2 77 N/A Freight tonne- 22,907 23,289 21,981 15,224 km*

* Not including Trenitalia operations outside Italy.

Rolling stock

At the beginning of 2011 the FS Group fleet comprised:

• 1,610 electric locomotives and 170 high-speed train power cars. • 350 main line diesel locomotives. • 1,120 shunting locomotives. • 110 tilting/high-speed electric trainsets (1,110 cars). • 1,600 electric multiple-unit cars. • 980 diesel railcars and multiple unit cars. • 7,600 passenger coaches. • 35,300 freight wagons.

The fleet is divided by business division.

Principal recent investments have been in high-speed and tilting trainsets for long- distance passenger services and in locomotive-hauled stock and traction and electric multiple-units for the growing regional and suburban markets served by the Passeggeri Regionale e Locale business. Modernisation and refurbishment also features in Trenitalia’s rolling stock strategy. The company's own workshops are currently refurbishing 2,758 passenger coaches.

• 50 Bombardier Zefiro 200 metre eight-car 300 km/h high-speed trains, known by Trenitalia as ETR.1000, costing EUR1.5 billion, to be delivered from 2013. Trains will be tri-voltage and Trenitalia is expected to launch open access services into neighbouring countries with the new trains.

• 638 Class E.464 single-ended 3,500 kW electric locomotives from Bombardier Italia to replace older types on suburban and regional passenger services.

• 24 Class E.403 dual-voltage electric locomotives from Ansaldobreda. Originally destined for Trenitalia Cargo, a change of strategy by the company means these will now be delivered to the passenger division.

• 332 Vivalto double-deck coaches from CORIFER.

• 350 double-deck coaches, plus 250 options, for a total of EUR829 million from Ansaldobreda.

At the beginning of 2011 there were no diesel locomotives, diesel or electric multiple- units on order.

Fervet is refurbishing two Class D.343 diesel locomotives for Trenitalia. Further work will depend on freight traffic levels.

Future rolling stock pointers:

• Although Trenitalia received 100 three-section articulated ‘Minuetto’ DMUs from Alstom Ferroviaria from 2004 to 2008, the company's fleet of vehicles of this type is still ageing. Of approximately 680 single diesel railcars currently in service, around half were delivered before 1980 and are therefore 30 years old or more. All of the remainder were built before 1990. Although Trenitalia may cede some of its loss-making regional services to local operators, new DMUs will soon become essential. The local operators themselves also have ageing DMU fleets. In 2009 Trenitalia's regional passenger division signalled future orders for 64 double-deck EMUs and 24 DMUs. The regional authorities are increasingly involved in passenger train acquisition and purchases often involve local operators in partnership with Trenitalia.

• Trenitalia Cargo has around 900 diesel locomotives, including 185 line-haul machines, 100 heavy shunters and 630 smaller shunters. Of these, all but 50 were built before 1990. 500 are over 30 years old and 250 are over 40 years old. Of the line-haul locomotives, 70 were built in the 1960s and 115 in the 1970s.

Mack Brooks Exhibitions Ltd © 2011 19 • The Trenitalia regional passenger fleet is characterised by large numbers of locomotive-powered passenger coaches but there are few electric multiple-units in comparison to other countries in Europe. Around 140 cars of the current EMU fleet are over 40 years old, while a further 500 are around 30 years old.

Increasingly, Italian regional government is taking responsibility for local train services and a process of tendering for operating contracts has started. However, this has been limited as the legal arrangements for proper competition are not yet in place. In some cases, the regions have part-financed rolling stock for Trenitalia in recent years. In most regions, there are ‘independent’ railways which have long formed an important part of Italy’s rail network. In recent years, the control of these that was previously held by the government in Roma has been transferred to provincial and local authorities. Liberalisation of the rail system has subsequently prompted some of these railways to obtain open access licences to operate over the RFI network, mainly in the freight sector. Regional government is increasingly involving local railways in passenger operation over the RFI network.

17 local railways run passenger services over standard gauge lines, using around 40 electric and 90 diesel locomotives, 900 EMU cars, 400 DMU cars and 160 trailers. Of the locomotives, region-wide FER accounts for by far the biggest proportion. FNM in Milano and ATAC in Roma account for more than half the EMU fleet. FER and FSE own half of the DMUs with local railways.

Nine local railways run passenger services over narrow gauge lines with 25 diesel locomotives, 600 EMU cars and 150 DMU cars. More than two-thirds of the EMUs are with Circumvesuviana in the Napoli region.

The Italian regions are listed below in alphabetical order, with their principal cities, together with the local railways in each region and details of current projects and contracts.

Abruzzo (Pescara, Sulmona) (www.regione.abruzzo.it)

Ferrovia Adriatico-Sangritana (FAS) (www.sangritana.it)

Passenger: FAS is wholly owned by the region and operates local passenger services over the 17 km Lanciano-San Vito Lanciano line plus through trains over the RFI network to Pescara. FAS is studying reopening the 87 km Lanciano-Castel di Sangro line. Expected soon to order two more Minuetto EMUs.

Freight: runs services on its own lines (19 km) and also holds an operating licence for the RFI network on which it operates long-distance services with other operators. Salcef is rebuilding an 18 km freight line from Saletti to Archi, costing EUR18 million.

Basilicata (Matera, Potenza) (www.basilicatanet.it)

Passenger: FAL (see Puglia)

Calabria (Catanzaro, Cosenza, Reggio) (www.regione.calabria.it)

Ferrovie della Calabria (FC) (www.ferroviedellacalabria)

Passenger: operates services on a 231 km narrow-gauge network in the south of Italy. Five new rack-equipped EMUs were delivered by Stadler from 2009-10. In late 2010 most of the network was closed due to landslides and other infrastructure damage.

In 2009 FC carried out trials on the local standard gauge RFI network with a view to running passenger trains within Calabria.

Freight: FC is considering the operation of freight services from the Calabrian port of Gioia Tauro together with FAS (see above).

Campania (Napoli, Salerno) (www.regione-campania.it)

In April 2009 the region signed a six-year contract worth EUR218 million with Trenitalia for the operation of local passenger services. The region recently created the transport holding Ente Autonomo Volturno (www.enteautonomovolturno.it) which manages the fleets of Campania's three local train operators Circumvesuviana, Metrocampania Nord Est and SEPSA, as well as buses.

Circumvesuviana (SFSM) (www.vesuviana.it)

Passenger: operates very frequent suburban services over a 142 km electrified narrow- gauge network, serving communities around the volcano Vesuvius. Currently receiving 26 new EMUs ordered from Ansaldobreda and Firema. Ongoing infrastructure work includes doubling and a new line to Napoli Afragola station on the Roma-Napoli AV/AC line Circumvesuviana will also serve the new Vesuvio Est station on the Napoli-Salerno AV/AC line. The Campania region is to finance refurbishment of 48 3-car EMUs.

MetroCampania Nord Est (www.metrocampanianordest.it)

Passenger: operates passenger services on two unconnected lines north of Napoli totalling 90 km, with through running over the RFI network into Napoli. A new standard gauge line running underground, which connects with Napoli's metro Line M1, is being built on the route of a closed narrow gauge line from Santa Maria Capua Vetere. 13.5 km

Mack Brooks Exhibitions Ltd © 2011 22 is now open and a further 4.3 km section costing EUR336 million will open in 2012. A final section is at the planning stage. The Santa Maria Capua Vetere-Piedimonte Matese line is being electrified. Nine EMUs worth EUR35.8 million were ordered from Firema for this line. The future of this order was uncertain in early 2011 due to Firema having been placed in administration.

Società per l’Esercizio di Pubblici Servizi Anonima (SEPSA) (www.sepsa.it)

Passenger: operates local services on a 47 km electrified network between Napoli and the coast. Also known as the Ferrovia Cumana-Circumflegrea Autolinee. Holds an open access licence for the RFI network. SEPSA's 13 Class ET 400 EMUs are currently being refurbished at a cost of EUR13.4 million. Work is taking place to double 4 km of line at a cost of EUR150 million and a new line serving the university is being built at a cost of EUR121 million. SEPSA ordered 12 new EMUs from Firema at a cost of EUR55.8 million. The future of this order was uncertain in early 2011 due to Firema having been placed in administration.

Emilia-Romagna (Bologna, Modena, Parma, Rimini) (www.regione.emilia- romagna.it)

Emilia Romagna allocated EUR 150 million for public transport in the period 2008-10, half of this for new trains. In the past decade the region has merged all seven local railways into a single company. In April 2008 the region signed a three-year contract worth EUR98.4 million for the operation of trains by Consorzio Trasporti Integrati, a joint venture involving Trenitalia and FER.

Ferrovie Emilia Romagna (FER) (www.fer-online.it)

Passenger: created in 2001 from railways FBP, FP, FPS and FSF, FER operates local passenger services over a 400 km network serving Emilia Romagna. By 2009 FER was the sole independent railway in Emilia Romagna, having also taken over ACT Reggio Emilia and the heavy rail activity of Azienda Trasporti Consorziali, Bologna, early in that year and ATCM in January 2008.

In 2011 FER is to open a new 2 km section on the Ferrara-Codigoro line serving the local hospital. The Bologna-Roveri section of the Portomaggiore line is being rebuilt underground. A 13 km chord costing EUR15 million is under construction from Portomaggiore to Dogata which will allow direct services from Bologna to Codigoro. FER is also electrifying its network in stages.

FER now runs trains on RFI lines in Emilia Romagna with Class E.464 locomotives and double-deck stock.

Mack Brooks Exhibitions Ltd © 2011 23 During 2010 FER received 12 ATR.220 DMUs from PESA in Poland. In addition, FER has ordered 12 five-car FLIRT EMUs worth EUR75 million from Stadler/Ansaldobreda for delivery in 2013.

Freight: runs services on its own lines and also holds an operating licence for the RFI network. Carries heavy traffic linked to the region's ceramics industry and serving the port of Ravenna. FER has recently received three TRAXX electric locomotives from Bombardier for operation of trains from the Emilia Romagna region on the RFI network.

Friuli-Venezia-Giulia (Gorizia, Trieste, Udine) (www.regione.fvg.it)

In May 2009 the region signed a three-year contract with Trenitalia for the operation of 3 million train-km per year. In 2012 CAF of Spain is to deliver eight EMUs financed by the region, with an option for 26 more EMUs and 34 extra cars.

Ferrovie Udine-Cividale (FUC) (www.ferrovieudinecividale.it)

Passenger: operates services on the 16 km line between Udine and Cividale.

Freight: FUC relaunched freight services in December 2009 with its two diesel locomotives, then ordered two ES64U4 electric locomotives from Siemens for delivery in early 2011. These will be able to operate to Austria, Slovenia and Germany.

Lazio (Roma) (www.regione.lazio.it)

ATAC SpA (www.atac.roma.it)

Passenger: as well as operating the bus, tramway and metro systems (see Section 5) in Roma, ATAC also runs suburban passenger services on two standard-gauge electrified lines totalling 131 km and an 8.5 km narrow-gauge electrified line. Doubling of the Roma-Viterbo line is taking place in stages. Proposals exist to extend the Roma-Lido di Ostia line along the coast. A contract for five 3-car EMUs for the Viterbo line was awarded to Firema but the future of this order was uncertain in early 2011 due to the supplier having been placed in administration.

Liguria (Genova, Savona) (www.regione.liguria.it)

Ferrovia Genova-Casella (FGC) (www.ferroviagenovacasella.it)

Passenger: operates local services on a 24 km electrified narrow-gauge line north of Genova. In April 2010 management of the line was taken over by AMT Genova (see

Lombardia (Bergamo, Brescia, Milano) (www.regione-lombardia.it)

Ferrovie Nord Milano Trasporti (FNM) (www.fnmgroup.it; www.lenord.it)

Passenger: operates extensive suburban services under the LeNORD brand name on a 210 km electrified network north of Milano, as well as regional services on the non- electrified 103 km Brescia-Bornato-Edolo line. FNM is investing EUR100, including rolling stock, in modernising the Brescia-Edolo line.

FNM is currently upgrading and electrifying the 14 km Saronno-Seregno line at a cost of EUR75 million, including a new 3.5 km section, and three new stations. The line will be reopened to passengers in 2012.

FNM reopened the 6 km Bornato-Rovato line to passengers in 2010.

In 2010 FNM received six five-car articulated EMUs from Alstom for the Malpensa Express airport shuttle, with a further 30 options. Cost was EUR29.1 million. Options are likely to be taken up for long distance suburban services from Milano.

FNM has a fleet of 44 TSR double-deck EMUs, of which 17 are used by Trenitalia on Milano service S5. Lombardia has stated that it intends to buy a further 78 sets from the ATI consortium led by Ansaldobreda. FNM has also tendered for a new depot costing EUR18.5 million at Camnago-Lentate.

In August 2009 an agreement was signed under which FNM and Trenitalia formed a joint subsidiary to manage heavy rail passenger services in Lombardia. This is known as Trenitalia - LeNORD. After an experimental period of a year, the region was to grant the joint company some EUR375 million a year to improve services. FS already had a share of 15 per cent in FNM. Lombardia holds 58 per cent.

Lombardia now uses FNM subsidiary FerrovieNord as a rolling stock leasing company. In July 2009 FNM ordered 11 articulated four-car GTW DMUs from Stadler for the Monza-Molteno-Lecco line, currently operated by Trenitalia. At the same time, FNM ordered eight two-car GTW DMUs from Stadler for the Brescia-Edolo line. The 19 DMUs are worth a total of EUR90 million.

In 2009 LeNORD started to provide locomotives and staff to work the Verona-Innsbruck- München EuroCity service, replacing Trenitalia in partnership with ÖBB and DB (see Section 2).

Mack Brooks Exhibitions Ltd © 2011 25 Freight: FNM’s NordCargo business operates both on the group’s own lines and over the RFI network. The subsidiary became 60 per cent-owned by DB Schenker Rail Italia (see Section 4) at the beginning of 2010.

Marche (Ancona, Fabriano) (www.regione.marche.it)

No local rail operator.

Molise (Campobasso) (www.regione.molise.it)

A proposal exists to build a new line from Campobasso to Lucera in Puglia (see below).

No local rail operator.

Piemonte (Alessandria, Novara, Torino) (www.regione.piemonte.it)

As the only region not to sign up with Trenitalia, in January 2009 Piemonte launched a tender worth EUR210 million for the operation of local rail services over its 1,765 km network from January 2012. Operators from outside Italy showed strong interest in this contract but the exercise was cancelled in late 2010 and the region signed a six-year contract worth EUR280 million with Trenitalia.

Gruppo Torinese Trasporti (GTT) (www.gtt.to.it)

Passenger: as well as operating the metro system and other public transport modes in Torino, GTT also runs two mainly electrified suburban lines totalling 81 km. Operation includes trains over the RFI cross-city line in Torino. GTT has ten Alstom Minuetto EMUs and received a further nine in 2009-10.

Società Subalpina Imprese Ferroviarie (SSIF) (www.vigezzina.com)

Passenger: operates local services on the 52 km electrified metre-gauge Domodossola- Locarno (Switzerland) line, 20 km of which is in Switzerland. Tourist traffic is a major source of income. SSIF has three panoramic EMUs and has tendered for two more.

Puglia (Bari, Foggia, Lecce, Taranto) (www.regione.puglia.it)

Ferrovie Appulo-Lucane (FAL) (www.fal-srl.it)

Passenger: operates local services over a 183 km narrow-gauge line running west from Bari, including to Matera and Potenza in Basilicata. A contract awarded to Firema for

An 11 km standard gauge line from Bari to Bitritto is being built under contract to FAL. Operation is expected to be subcontracted to FT (see below). Tenders for trains had not yet been issued in early 2011.

Ferrovie del Gargano (FG) (www.ferroviedelgargano.it)

Passenger: operates local services on the 56 km electrified line between San Severo and Peschici, on the Adriatic coast. FG reopened the 20 km Foggia to Lucera line to passenger traffic in July 2009. The line was previously operated by FS. FG operates the line with four Stadler FLIRT EMUs. Plans exist to extend the Lucera line some 55 km to Campobasso, capital of the Molise region.

Ferrovie del Sud-Est (www.fseonline.it)

Passenger: operates local services over a 474 km network in the Puglia region’s Otranto peninsula, the longest independent network in Italy. EUR22 million was granted in 2010 for electrification of the Bari-Martina France line. FSE received 23 Type ATR.220 3- section DMUs from PESA of Poland in 2008-09 and in 2010 ordered four more. Three more Italian operators have since ordered this design. Also in 2009 FSE received 25 former DB coaches modernised by Gredelj of Croatia. In 2010 FSE received three Stadler DMUs formerly with Thurbo in Switzerland.

Freight: runs services on its own lines and also holds an operating licence for the RFI network.

Ferrovie Nord Barese (FT) (www.ferrovienordbarese.it)

Passenger: Ferrotramvia SpA provides local services on the 70 km electrified Bari- Barletta line. DEC and IPA Precast are building a new 7.7 km loop off this line costing EUR77 million to serve Bari airport, to open in 2012. FT opened a new 7.8 km branch off the Barletta line to Ospedale San Paolo (hospital) in Bari's southern suburbs in 2008. A 1.5 km extension of this line to Regioni, costing EUR60 million, is under construction. The first section, to Cecilia, will open in 2012. In 2010 FT received six intermediate trailers from Alstom to extend EMUs used on the Bari-Barletta line. Services were boosted by 64 per cent on this line in 2010.

In December 2009 FT formed a joint venture known as Consorzio Acquario with Trenitalia to operate non-subsidised semi-fast services on the FT Bari-Andria and RFI Bari-Lecce lines using Stadler FLIRT EMUs.

Sardegna (Cagliari, Sassari) (www.regione-sardegna.it)

Ferrovie della Sardegna (FdS) (www.ferroviesardegna.it)

Passenger: operates services on unconnected narrow gauge lines totalling 614 km on the island of Sardinia. The majority of these are only covered by tourist services in summer. FdS also operates tram services in Cagliari and Sassari (see Section 5). In October 2010 FdS became part of a new company set up to operate train, tram and bus services in Sardinia known as Azienda Regionale Sarda Trasporti (ARST - http://arst.sardegna.it), which is wholly-owned by the region. A contract for six articulated DMUs was awarded to Firema but the future of this order was uncertain in early 2011 due to the supplier having been placed in administration.

In late 2009 the region ordered five two-car tilting diesel trains worth EUR51.5 million from CAF, with an option for three more. The trains will be delivered in 2012 and operate on the island's standard gauge network.

Sicilia (Catania, Messina, Palermo, Siracusa)

Ferrovia Circumetnea (FCE) (www.circumetnea.it)

Passenger: operates local services over a 110 km narrow-gauge network from Catania around Mount Etna plus a short standard gauge ‘metro’ in Catania itself (see Section 5). The section of narrow gauge from Catania to Misterbianco is expected to be converted to standard gauge "metro" in the medium term.

In January 2010 FCE ordered four new 950 mm gauge diesel railcars from Rail Services International to be delivered from 2012, as part of a framework contract worth EUR40 million for ten DMUs.

Toscana (Arezzo, Firenze, Livorno, Pisa) (www.regione.toscana.it)

Trasporto Ferroviario Toscano (TFT) (www.trasportoferroviariotoscano.it)

Passenger: formerly known as LFI, TFT runs local services on an 85 km electrified network around Arezzo. In 2010 TFT received one Class E.464 electric locomotive plus a set of Vivalto double-deck rolling stock to operate on the RFI network.

Mack Brooks Exhibitions Ltd © 2011 28 Freight: TFT holds an operating licence for the RFI network. In 2010 the company started carrying concrete structures from Bibbiena to southern Italy, in partnership with Trenitalia.

Trentino-Alto Adige (Bolzano, Trento) (www.regione-taa.it)

Alto Adige is a mainly German-speaking region also known as Südtirol. The transport authority for the region is STA (Strutture Trasporto Alto Adige or Südtiroler Transportstrukturen). STA owns the trains operated by SAD.

Società Automobilistica Dolomiti (SAD) (www.sad.it)

Passenger: operates local services on its own Merano–Málles Venosta line, plus RFI lines Merano-Bolzano, Bolzano-Brennero and Fortezza-San Candido. SAD has 12 GTW 2/6 DMUs for the Mallès line plus ten dual-voltage FLIRT EMUs and intends to extend operations into neighbouring Austria. Also operates the 7 km Rittnerbahn narrow gauge line.

Trentino Trasporti (TT) (www.ttspa.it)

Passenger: operates local services on the 66 km metre gauge electrified Trento- Marilleva line. Extension to Fucine planned. The first 1.9 km of the line from Trento was put underground in 2007. A further 1.3 km will also be rebuilt underground. The suburban section of line from Trento to Mezzolombardo is also being enlarged for future conversion to standard gauge. TT also owns and maintains ten Minuetto DMUs operated by Trenitalia from Trento to Venezia.

Umbria (Foligno, Perugia, Terni) (www.regione.umbria.it)

Ferrovie Centrale Umbria (FCU) (www.fcu.it)

Passenger: operates local passenger services over a 152 km network around Perugia. The network has recently been re-electrified but the fleet is still largely diesel - 44 cars compared with 14 electric cars. In 2008 FCU took over operation of passenger trains on the 104 km Terni-Rieti-L'Aquila line from Trenitalia. FCU operates a through service from Perugia to Roma over RFI metals and a tourist service for Sea Train (see Section 4). It also operates most Foligno-Terentola local trains over the RFI line.

In December 2010 FCU became part of a new company known as Umbria TPL e Mobilità, which groups together several public transport operators in the Umbria region.

Valle d’Aosta (Aosta) (www. http://www.regione.vda.it)

No local rail operator

Veneto (Padova, Treviso, Venezia, Verona, Vicenza) (www.regione.veneto.it)

Sistemi Territoriali (ST) (www.sistemiterritorialispa.it)

Passenger: operates local services on the 57 km Venezia Mestre-Adria line. The 11 km section from Mestre to Mira Buse was electrified in late 2009 and ST now operates over RFI lines in the Venezia area as well as this line with two new FLIRT EMUs.

ST has ordered four six-car and 16 four-car FLIRT EMUs and two GTW four-car DMUs from Stadler/Ansaldobreda for delivery in 2012. The units will be used for services over the RFI network.

Freight: holds an operating licence for the RFI network and operates over the RFI network from the Veneto region with leased locomotives.

In addition to existing local railways, several companies have also taken advantage of liberalisation of both the passenger and freight sectors, some of them such as Rail Traction Company winning significant volumes of business.

Open access passenger operators are now preparing to challenge Trenitalia, including one company, Nuovo Trasporto Viaggiatori, planning to run trains on Italy’s growing high- speed/high-capacity network.

Open access operators active in Italy in 2009 are listed below, with more information available via company websites. A total of over 50 companies have operating licences but many are not currently active.

Open access operators were using around 200 electric and 60 diesel locomotives in Italy in early 2011. However, around 70 per cent of these were owned by the French, German and Swiss incumbents and are used cross-border.

Passenger operators

Arenaways (www.arenaways.com)

Arenaways was formed in 2006 and started haulage of Germany and Netherlands motorail services within Italy in 2010 for DB Autozug and EETC using leased TRAXX electric locomotives.

Arenaways introduced one daily return non-stop Torino-Milano service on 15 November 2010 using leased TRAXX electric locomotives and coaches built in Romania. The company's plans to operate an hourly service serving major intermediate stations were ruled out at the last moment by rail regulator URSF on the grounds of revenue abstraction from subsidised stopping services. This effectively makes the service unprofitable.

Plans to operate an hourly open access service on a Torino-Alessandria-Milano-Novara- Torino circular route were published in 2009. The company has announced plans to acquire a fleet of nine four-car FLIRT EMUs from Stadler but these had not yet been ordered as of early 2011. In September 2009 Arenaways ordered three ATR.220 DMUs from PESA of Poland for use on services conveying cruise ship passengers from ports to Roma and Firenze but these had not been delivered in early 2011.

LeNORD (www.lenord.it)

Mack Brooks Exhibitions Ltd © 2011 31 LeNORD is part of FNM (see Section 3). In December 2009 LeNORD replaced Trenitalia as joint operator, with Austrian Federal Railways (ÖBB) and German Railways (DB), of Verona-Innsbruck-Munich EuroCity passenger services. LeNORD staffs these trains but rolling stock is provided by the other two operators and locomotives are leased.

Nuovo Trasporto Viaggiatori (NTV) (www.ntvspa.it)

Plans to operate services marketed as ‘.Italo’ over the Italian high-speed network from September 2011. Acquired a licence in 2007. Will be the first private sector operator of high-speed trains in Europe. Ordered 25 AGV 11-car trains worth EUR650 million from Alstom and is building a depot at Nola, near Napoli, costing EUR90 million, to be completed in 2011.

Sea Train (www.seatrain.biz)

A company operating trains for tourists off cruise ships. A Civitavecchia-Roma service is operated with DMUs hired from FCU. A Napoli-Pompei-Sorrento service is run by Circumvesuviana. The company intends to start services from Livorno to Firenze.

Freight operators

Most open access freight operators active in Italy are part of a lobbying group known as Fercargo (www.fercargo.net).

Autorita Portuale di Savona (APS) (www.porto.sv.it)

The Savona port authority has purchased two Bombardier TRAXX electric locomotives for freight haulage but subcontracts operation to FS subsidiary Ser.Fer.

BLS Cargo Italia (www.blscargo.ch)

Italian subsidiary of Swiss operator BLS Cargo, which is 45 per cent owned by DB Schenker. BLS Cargo Italia has 18 staff but no locomotives based in Italy.

Captrain Italia (SFI) (www.fretitalia.com)

Italian subsidiary of France's national rail freight operator. Captrain Italia was formed in 2010 from the merger of SNCF Fret Italia (SFI) and Veolia Cargo Italia after the latter was taken over by SNCF.

Company set up in 2007, with its headquarters in Terni and operating base in Roma, hiring Siemens ES64F4 electric locomotives to haul intermodal services.

Crossrail Italia (www.crossrail.ch)

Italian subsidiary of Helvetico-Belgian open access operator. On services to Brindisi, local operators FAS and FT (see Section 3) provide drivers.

DB Schenker Rail Italia (www.rail.dbschenker.it)

Italian subsidiary of Germany’s national rail freight operator created in 2004. Took a 60 per cent share in NordCargo, part of FNM (see Section 3), in early 2010 and will gradually integrate the company.

General Transport Service (GTS) (www.gtstrasporti.com)

GTS is a company based in Bari which previously chartered container trains from Trenitalia, then started to use its own locomotives and staff in January 2010. GTS has three Bombardier TRAXX electric locomotives; two more will be delivered in late 2011.

InRail (www.inrail.it)

Genova-based open access operator which started operations in 2009, including trains from Austria to the Udine region and "last-mile" services in Genova.

Interporto Servizi Cargo (ISC) (www.isc.it)

Company launched intermodal services in March 2010 from Interporto Campano near Napoli, the manager of which has a 60 per cent share in ISC. Initially used RTC locomotives for haulage.

Linea Smart Business Ways (www.railcargo.at)

Open access operator which commenced services in 2007. A majority shareholding was taken by Austrian Federal Railways (ÖBB) subsidiary Rail Cargo Austria in 2009. Most operations are linked to cross-border operation into Austria with through operation using ÖBB locomotives. NordCargo (www.nordcargo.it)

Freight subsidiary of FNM based in Milano. DB Schenker took a 60 per cent share in the company and is to integrate it.

Rail Italia

Open access operator based in Milano operating mainly from the Roma and Napoli areas. Owned by Gruppo Barletta which also owns an Interporto logistics centre and train builder RSI.

Rail One

Open access operator based in Chieti which commenced services in 2007.

Rail Traction Company (RTC) (www.railtraction.it)

Italy’s first open access freight operator. Runs international services, notably via the Brenner route. Largest rail freight company in Italy with 3.7 per cent of market, but with a much higher share of traffic on the Verona-Brennero-München route.

SBB Cargo Italy (SCI) (www.sbbcargo.com)

Italian subsidiary of Switzerland’s national rail freight operator.

The six existing metros in Italy carried 754.2 million passengers (5.816 billion passenger- km) in 2009, while the ten tramways carried 336 million passengers (1.167 billion passenger-km).

New metro (four) and light rail schemes (four) are under construction or planned in several Italian cities and towns. Extensions to existing systems are also being taken forward. This list summarises the principal networks and projects.

Bergamo (www.tramvie.it)

Light rail: Tram delle Valli, 12.6 km, 16 stops, 14 Ansaldobreda Sirio trams costing EUR27 million. Opened in two stages by June 2009. Construction cost EUR100 million. Studies are taking place into extensions totalling 14.8 km costing EUR263 million plus EUR 67 million for extra rolling stock, plus a further 15 km of line. A longer term scheme exists for a tram-train system costing up to EUR250 million.

Brescia (www.metro.bs.it)

Metro: automated light metro – 13.1 km, 17 stations, 54 Ansaldobreda cars (18 3-car articulated sets), cost EUR 750 million including rolling stock. Under construction for commissioning in 2015. Northward extension of 14 km with 15 stations planned.

Bologna (http://urp.comune.bologna.it/Mobilita/Mobilita.nsf)

Light metro: proposed 11.8 km, 6.5 km of which underground, 24 stations. Total cost EUR600 million. First phase, Fiera/Michelino-centre-Prati di Caprara 7.3 km, 14 stations, cost EUR388 million.

Cagliari (www.arst.sardegna.it)

Metro: proposed 17.5 km, 23-station line. The Italian government allocated EUR 65 million towards the EUR500 million total cost in March 2009.

Light rail: one line, 6.8 km, nine stops, nine Skoda 06T trams worth EUR23.5 million. Opened in March 2008, costing EUR37.5 million for infrastructure after rebuild of existing 950 mm gauge line. Extensions worth EUR24 million and five additional lines

Catania (www.circumetnea.it)

Metro: one line, 3.8 km, six stations, five trains (10 cars). Construction in progress of 3.1 km extension from Borgo to Nesima with four stations at a cost of EUR125 million for commissioning from 2012. Further extension from Nesima to Misterbianco (over existing 950 mm gauge FCE line) planned as well as branch from Galatea to Catania airport (total about 20 km).

Firenze (www.gestramvia.fi.it)

Tram: three lines, 20 km, 40 stops, 46 Ansaldobreda Sirio trams. First line, 7.4 km, 14 stations, EUR261 million for infrastructure, using 17 Sirio trams, was commissioned in February 2010. Operations are carried out GEST, 51 per cent owned by by RATP Dev, a subsidiary of the Paris urban transport authority, and local transport operator ATAF, under a 30-year contract.

Genova (www.amt.genova.it)

AMT Genova is 41 per cent owned by TAG Srl, which in turn is 95 per cent owned by French company Transdev. In April 2010 AMT Genova took over management of local railway FGC (see Section 3) for nine years.

Light metro: one line, 5.5 km, seven stations, nine two-car articulated Firema LRVs. Operational. Extension to Brignole (1.6 km), costing EUR128 million, under construction for completion by 2012. Seven articulated 4-car trains on order from Ansaldobreda for delivery late 2011.

Tram: Two-line 29.8 km network proposed.

Messina (www.atmmessina.it)

Tram: one line, 7.7 km, 18 stops, 15 Alstom Cityway trams. Opened in 2003.

Milano (www.atm-mi.it)

Metro: three lines (Lines 1, 2, and 3), 74.6 km, 87 stations, 729 cars. Operational. 40 Ansaldobreda MNG 6-car metro sets worth EUR360 million currently being delivered.

Mack Brooks Exhibitions Ltd © 2011 36 Line 1 northwards extension from Sesto Calende to Monza Bettola, 1.9 km, 2 stations, EUR85 million, planned for completion by 2014. Extension from Monza to Fossati at the planning stage.

Line 2 southwards extension of 4.7 km (two stations) from Famagosta to Assago in progress. Northwards extension from Cologno Nord to Vimercate (10.8 km, six stations, cost EUR 533 million, approved. Work to begin in 2011.

Line 3 northwards extension of 3.9 km (four stations) from Maciachini to Comasina, EUR267 million, in progress for completion by 2011. Eastwards extension S Donato to Paullo Est planned.

Line 4, automated metro, 15 km, 21 stations, from Aeroporto Linate to S Cristoforo planned, costing EUR850 million. First 7.5 km expected to be commissioned 2015. Work to begin in 2011.

Line 5, automated metro, 5.6 km, nine stations, costing EUR554 million, under construction for completion in stages by 2015. Four-station extension projected.

Line 6, Baggio to Tibaldi, 18 stations, planned.

Tram: 20 lines, 287 km, 655 stops, 519 trams of various types. Operational. A major project is for the Metrotranvia to Seregno involving modernisation of the present tram line to Desio and 2 km extension to Seregno, creating a 14.3 km line with 25 stations. Work due to start in 2011 with commissioning in 2014. Cost is EUR232 million.

Napoli (www.metro.na.it; www.anm.it)

Metro: Line M1, 13.6 km 14 stations, 78 cars. Operational. 5.3 km extension, five stations to open in 2011. Further 4 km extension approved in February 2009. Opening expected in 2014. Further extensions projected.

Line M6 (light metro), 1.9 km, four stations, 12 LRVs. Operational. Extension of 3.1 km, to Municipio, five stations, under construction for commissioning in 2013. Cost is EUR 800 million.

Lines M2 to M5 are heavy rail lines operated by Trenitalia, Circumvesuviana and SEPSA.

Tram: three lines (Lines 1, 2 and 4), 10 km, 51 trams including 22 Ansaldobreda Sirio. Operational. Line 1 to be extended by 2 km at a cost of EUR15 million. 2 km extension of Line 2 planned. A new 5.6 km line from Villaricca to Piscinola, costing EUR30 million, was approved in April 2008.

Also operates four funiculars.

Light rail: three lines, 15 km, 40 stops, 17 Bombardier Flexity Outlook LRVs worth EUR192 million. Under construction for commissioning in 2011, 2012 and 2015.

Parma (www.metroparma.it)

Light metro: two lines totalling 11 km, 20 stops, cost EUR300 million plus EUR37 for rolling stock. Construction was expected to start in 2009 for commissioning in 2014 but work remained suspended in early 2011 pending investigation into finances and traffic predictions. Central government has withdrawn EUR172 million of support.

Roma (www.atac.roma.it)

Management of bus, tram, metro and urban railways (see Section 3) in Roma was integrated in January 2010 under operator ATAC.

Metro: two lines (Lines A and B), 37 km, 49 stations, 438 cars. Operational.

Extension planned of Line A.

Northern branch of Line B from Bologna to Jonio, 3.8 km, cost EUR522 million, four stations, under construction for phased commissioning in 2011 and 2012. A southern extension of Line B, 6 km, four stations, EUR850 million is at planning stage.

New Line C (automated), 34 km with 39 stations, under construction for commissioning in four stages from 2011 to 2020. Total cost is estimated at over EUR5 billion. First 7.2 km stage due to open in 2012. S Antonio to Pantano Borghese section, 8.3 km, is over former light rail line. 30 six-car trains ordered from Ansaldobreda for EUR250 million.

New Line D planned, 20 km, 24 stations, cost EUR3.5 billion, commissioning projected for 2020. Financing was in doubt in early 2011.

Light rail: reopening of a light rail line from Pantano Borghese to Palestrina under study.

Tram: six lines, 51.3 km, 159 trams. Operational.

Sassari (www.arst.sardegna.it)

Light rail: one line, 4.3 km, eight stops, four Ansaldobreda Sirio LRVs. Extension of 6.1 km projected northwest to Baldinca. Further extensions totalling 41 km under study, most over the existing FdS 950 mm gauge local rail network.

Metro: automated metro – one line, 9.6 km, 14 stations, 58 VAL cars. Operational.

Southwards extension of 3.9 km, six stations, to Lingotto, in progress for commissioning in 2011. Further 1.9 km extension costing EUR193 million to Piazza Bengasi, two stations, approved. Westwards extension to Cascina Vica, 3.7 km, four stations, EUR337 million, approved. Second line approved, 14.8 km Rebaudengo-centre-Orbassano, plus branch to Pescarito.

Tram: eight lines, 200 km, 265 trams, including 55 Alstom Cityway. Extensions projected.

Trieste (www.triestetrasporti.it)

Tram: one line, 5.2 km, 13 stops, six trams.

Verona (www.amt.it)

Light rail: three lines, 11.3 km. Projected.