ST. GOTTHARD, EUROPEAN RAILWAYS
1 Concept
to enhance the Rhine-Alpine-Ligurian Ports European rail corridor and complete by 2030-35 the infrastructure south of the base tunnels of the St. Gotthard railway line
ed 2 1. BRINGING HISTORY TO LIFE
The St. Gotthard European rail “artery” — with its St. Gotthard and Mount Ceneri “base” tunnels — hearkens back to the scenario and, above all, the world view of the 1800s when Italy, on the initiative of its Minister Stefano Jacini, was firmly committed to being part of the tremendous drive for industrial development north of the Alps.
With Italy and Germany contributing half of the public funds to the private St. Gotthard railway line (25% respectively from each of the two countries), Switzerland was able to take an innovative position in its established role as a provider of trans-Alpine transportation.
Today, Switzerland is returning the favor and adding yet another chapter, by providing a new, major contribution to relations between northern and southern Europe.
And Italy is there, ready, to help bring history to life.
ed 3 2. ITALY IS TAKING UP THE CHALLENGE offered by two major infrastructural assists to its industrial and economic system Italy in the 21st century bears a striking resemblance to the period of the Industrial Revolution and is seizing the strategic opportunities offered through its renewed role as guarantor of improved continental relations between central Europe and the Mediterranean, as well as intercontinental relations with South-East Asia through the Mediterranean.
Italy is present through a concrete, multi-level response to the two major assists from both the NTFA/Nuove Trasversali Ferroviarie Alpine (Italian-Swiss, Italian- French and Italian-Austrian) of which the Swiss AlpTransit tunnels are just the first stage, as well as the doubling of the capacity of the Suez Canal championed by Egypt and which was inaugurated in 2015.
ed 4 3. ITALY IS ENHANCING THE RHINE-ALPINE CORRIDOR through the Ligurian port and dry port network and creation of the multi-phase LuMiMed (Lugano-Milan-Ligurian Ports) project. AlpTransit (with the new St. Gotthard and Mount Ceneri “base” tunnels) and the recent doubling of the Suez Canal, an initiative made possible by “crowdfunding” through funding underwritten by the Egyptian people, have been adopted by Italy as strategic means towards reorganizing trans-Alpine and Mediterranean logistics flows to increase value through targeted public-private investment as a driver for sustainable national growth. These investment initiatives involve the Ligurian port and dry port network and the railway line to be developed in stages — including thanks to the “third pass” currently under construction – to complete to the south of Lugano, both serving and by-passing Milan, the rail infrastructure providing access to the Mediterranean. It is the public- private project known as LuMiMed that completes the project envisaged by the current 2014 agreements between Italy and Switzerland and by the current RFI plan, by intervening on the modernization of the end section extending from Lugano to the western Ligurian ports, and the Rhine-Alpine corridor. This will allow work to be completed within a reasonable timeframe and in accordance with criteria that respond in every aspect (including minimizing delays in terms of time- to-market) to Italy’s current needs for economic growth.
ed 5 4. EXPECTED BENEFITS FOR ITALY AND ITS ECONOMY
As illustrated in detail below, the initiatives outlined above could result over the next 5 to 10 years in a progressive macroeconomic benefit of over 22 billion per year for Italy and its economy.
ed 6 5. PREREQUISITE: being able to capitalize on the technological revolution currently underway in global logistics
Virtually all (84%) of services offered by Italian ports are transhipments. This involves the transfer of part of a ship’s cargo during the course of its journey between its place of origin and final destination from the same vessel to other vessels or to transhipments overland, with double handling of the cargo by quayside cranes (unloading freight from vessel A, placing into storage, then loading it onto ship B that is departing). In comparison, the services offered by the Dutch and Belgian ports in the Northern Range (Rotterdam, Amsterdam, Antwerp, Zeebrugge) are in the main direct.
Bearing in mind that Italian ports, viewed as a whole, currently handle 18% of transhipment traffic in the Mediterranean and that a total of around 30% of this traffic is handled by Ligurian ports, it can be said that Ligurian ports handle 6% of all transhipment in the Mediterranean traffic today.
Rotterdam, as a destination from Singapore via Suez, is able to provide direct services with the same transit times as the western Ligurian ports (Genoa-Voltri/Savona-Vado Ligure). The reason for this unique situation — given that the distance between Suez and Rotterdam is 3,371 marine miles, whereas that between Suez and Genoa is 1,422 marine miles — is the volume of traffic, the result of whether a departing vessel is completely or only partially full. Rotterdam compensates for the greater distance by not making any intermediate stops.
Given the slow steam mode (speed of 20 knots = 20 marine miles per hour) which maritime transport is now adapting itself to both for reasons associated with saving fuel and environmental protection, the advantage offered by the western Ligurian ports is that there are still four days’ less sailing time from Suez to them, compared to Rotterdam.
ed 7 6. PUBLIC-PRIVATE INVESTMENT: within this context, public- private investment is tripling the capacity of Ligurian ports
The key to the success of the Ligurian ports lies, therefore, in the readiness to adapt their equipment, their operating methods and dry ports to meet the needs of maritime transport undertaken using the new generation of Triple E class supercontainer vessels (the so-called ‘Motherships’: 400m long, 49m wide, 20,000 TEUs capacity, fully laden weight: 480,000 tonnes!), from the giants of world logistics operating in Europe (the Swiss MSC, the Danish MAERSK and the Chinese CSCL) on the one hand, and the capacity offered by full modernization — through the implementation of the initiatives by the LuMiMed project on the existing line — in the Lugano-Milan-Ligurian Ports section of the Rhine-Alpine Corridor/former TEN-T 24 Corridor, also known as the “Corridor of the Two Seas”.
With the opening of the new St. Gotthard “base” tunnel, the theoretical capacity (in terms of cargo traffic) of the St. Gotthard railway line will go from 1 MTEUs to 4 MTEUs per annum in each of the two directions: from South to North and North to South.
It is therefore fairly safe to say that compared with the present, the effective annual capacity will at least triple, with an increase in transit from the South towards the heart of Europe from 1 million to 3 million TEUs.
ed 8 7. SIMILARITIES TO WHAT HAS BEEN CREATED BETWEEN THE NETHERLANDS AND GERMANY
The LuMiMed project, involving a 190-kilometer route (not including the 78 kilometres of the Third Pass) is in many ways similar to the 160-kilometre Betuwe freight line in the northern part of the Rhine-Alpine corridor that connects Rotterdam, Emmerich and Duisburg. The Dutch section was completed in 2007 and is currently operational. Within the general context presented above, the features of the LuMiMed project are absolutely necessary to be able to capitalize on the opportunities and potential that would result from the nearly simultaneous creation, on one hand, of the high-speed rail link (160 km/h for freight trains and 250 km/h for passenger trains — “mountain speed” or “plains speed” — for the Swiss railway) between Zurich and Lugano and, on the other, of the doubling of the Suez Canal. This doubling has made what is known as the “Transindian” route, from the Far East to the Mediterranean via Suez and to North America via Gibraltar, even more attractive for the major international integrated logistics operators mentioned previously.
ed 9 8. PROPOSED INITIATIVES
The two large-scale infrastructure assists outlined above form the heart of a new network in transalpine and global logistics. However, they cannot be considered ends in themselves and, therefore, must be tailored as rapidly as possible to the needs of business and industry, and the economic growth of Italy and southern Europe as a whole.
The new scenario involves three different, interconnected levels: • the capacity, efficiency and speed of moving cargo on the major international communications and transport networks; • the intermodality between “sea, rail and road” transport and, therefore, the ability to “network”; • and, last but not least, the connection with Italy and its economy.
ed 10 9. PRIORITY MEASURES TO BE ADOPTED
• UPGRADING as an absolute priority the western Ligurian ports (Genoa-Voltri and Savona-Vado Ligure), the destination and departure point for the Rhine-Alpine rail corridor and the Rivalta Scrivia “dry port”. The Savona-Vado Ligure terminal is currently undergoing work that, within 2017, will provide a new APM Moeller Maersk dock and an increase in TEU movement capacity in the terminal from 300,000 to 900,000 units. Considering only the movement of TEUs arriving in the western Ligurian ports from the Mediterranean, as quickly as possible the Port of Genoa must be able to handle at least 3.0 million (Rotterdam, Amsterdam, Antwerp and Zeebrugge handle, in total, 38 million TEUs annually).
• In addition to implementation of the “Declaration of Intent” dated January 28, 2014 between the Swiss Federal Council and the Government of the Italian Republic for infrastructure development of the rail line connecting Switzerland and Italy, ADOPTION, in conformity with EU Directive 913/2010 and on a priority basis of the following provisions for innovative governance:
1. increase in the length of freight trains from 500m to 750m; 2. increase in the hauling weight of a single freight train from 1,600 tons to 2,000 tons; 3. eliminate clearance limits in the tunnels involved; 4. single engine driver; 5. issue as soon as possible the implementation decrees approved by the government with the 2016 Stability Pact (Legge di stabilità) (“Ferrobonus” and “Marebonus”), with the quick resolution, the MIT is dedicating to with the support of the PWC, of the issues raised by the European Union about these measures.
ed 11 10. ENHANCED REVENUES FOR THE ITALIAN ECONOMY FROM EVERY TEU DELIVERED BY SHIPS FROM THE FAR EAST TO ITALIAN PORTS INSTEAD OF NORTHERN RANGE PORTS
Aside from the added value for the economy in general produced by a “logisticized”container compared to a purely shipping container, to motivate decisive and immediate action by the Italian government in support of the LuMiMed project and the specialist players with which the LuMiMed interdisciplinary team recently initiated a feasibility study of the project as part of a PPP/Public Private Partnership, all that is required is to calculate the increase in income for Italy and its economy and Italian treasury revenues deriving from every TEU delivered by ships from the Far East to Italian ports instead of Northern Range ports.
As noted by the Bank of Italy, the new scenario opened by Alptransit offers — on condition that investment is made in the Ligurian port/dry port system and in LuMiMed — the opportunity for the treasury to recover for the nation 55% of what is lost (1.2 billion euros per year) in customs and taxes on Italian imports/exports when they are handled through Northern Range ports. To understand the importance of this aspect, let’s look at the example of a TEU container imported into Europe from Shanghai through Genoa- Voltri instead of through Rotterdam.
ed 12 10. ENHANCED REVENUES FOR THE ITALIAN ECONOMY FROM EVERY TEU DELIVERED BY SHIPS FROM THE FAR EAST TO ITALIAN PORTS INSTEAD OF NORTHERN RANGE PORTS
Since a part of the customs duties and taxes entering the European Union are attributed to the entry country, the Italian treasury receives (or forgoes) 3,900 euros for a 20-foot container filled with cargo worth 30,000 euros. Considering the spin-offs for the Italian logistics and banking sectors, the total is 7,100 euros. In terms of exports, the amounts are only around 1,000 euros for each container (there are no treasury revenues and the banking sector spin-offs are neutral), but still significant if multiplied by the large quantity of TEUs involved.
In summary: calculating that each 750 m freight train — headed north via the Third Pass, Milan and Lugano, at the entrance to the St. Gotthard base tunnel — transports 110-115 TEUs and that with the opening of the St. Gotthard and Mount Ceneri base tunnels the daily volume to the north will be 60 trains per day (a daily volume expected to increase by a further 25-30% over the 10 years following the opening), the revenues Italy and its economy would fail to collect would be in the neighbourhood of 2,500,000 x 7,100 euros per TEU (these figures were developed by the CERTeT of Bocconi University based on Bank of Italy and Federspedi data). In other words, approximately 18 billion euros which, if added to the 4.0 billion euros in non-collected customs duties, would lead progressively to a total, net of the increase mentioned above, of over 22 billion euros per year.
ed 13 11. SOME SIGNIFICANT DATA
Before concluding, here are some significant specific data useful in providing a more complete picture of the current situation which, in fact, offers some very encouraging aspects:
• Logistics spin-offs for Italy: Calculating a volume of traffic of just 3,500,000 TEUs, about 6,000 jobs would be created in Italy in distribution logistics.
• Strikes: In the last 5 years, unlike the situation in northern Europe, the Ligurian port network has not experienced strikes.
• In recent years, the situation on the Rotterdam/Cologne/Basel and Antwerp/Cologne/Basel rail lines in the northern section of the Rhine-Alpine corridor, has often been critical due to high- or low-water conditions in local rivers.
ed 14 11. SOME SIGNIFICANT DATA
• Italian customs: the customs division created at the railway station of Rivalta Scrivia (the natural dry port for western Ligurian ports) has recently been reorganized on the basis of German organizational models and is giving exceptional results. This success is due both to the appointment of qualified personnel and a streamlined, efficient organization with a genuine, modern “service-oriented attitude”. This system will allow Swiss companies and those in southern Germany to modify their strategies and direct 50% of their cargo through Ligurian ports. • It should be noted that the Rivalta Scrivia Intermodal Terminal which currently has a capacity of about 250,000 TEUs, will shortly see this rise to a capacity of 750,000 TEUs thanks to an increase in surface area of 1.2 million sqm. Rivalta Scrivia is the only terminal in Italy with a capacity of 1.2 million sqm. • Maritime containers require much more space than Terminals which, such as that in Busto Arsizio, handle only trucks and semitrailers. • Note that currently over 97% of the freight destined for Switzerland and southern Germany and approximately 70% of the freight destined for Italy, arrives in Europe from the north through Northern Range ports.
ed 15 IN CONCLUSION
Thanks to its ability to grasp in a timely way the opportunities resulting from the two infrastructural assists offered to Europe by Switzerland and Egypt, Italy can now, once again as in the late 1800s, determine its own economic destiny as a driver in the relations — around the main European rail “artery” which is also the spinal column of the richest and most dynamic economic axis in Europe — between the “heart” of Europe and the Mediterranean.
ed 16 Contents
1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 17 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 18 1-a Scenario: “beyond AlpTransit into the European context”
• enhance the European Rhine – Alps – Ligurian Ports rail corridor, especially in the section south of the Swiss Alps, within a timeframe of 2030-35
• by capitalizing on the Swiss AlpTransit initiatives — base tunnels in Loetschberg (2007), St. Gotthard (2016) and Mount Ceneri (2020) — and
• responding to the need for an integrated inter/intra metropolitan transport system and new Asian-Mediterranean logistics markets (spin-offs from the doubling of the Suez Canal)
ed 19 1-b Goals: gradual increase in efficiency and innovative financing
• propose an inter-regional infrastructural concept capable of improving the integration of the St. Gotthard railway axis within the metropolitan and inter-metropolitan transport network
• overcome medium-long term infrastructural and logistical problems (following the 2016-2022 upgrading phase) by the year 2035
• increase what is offered by integrating long-distance transport with metropolitan and regional systems, and
• involve new players to stimulate innovative solutions in the project financial engineering
ed 20 1-c Proposals: “Feasibility Study”
• a high-capacity solution in stages for the Lugano-Chiasso section, brought forward to 2030-35 as a way to contribute to resolving bottlenecks in trans- border mobility on the verge of collapse
• a HC/HS solution in stages for the Chiasso-Milan section capable of freeing capacity for both interregional and international cargo traffic and commuter passenger traffic
• deciding — between Seregno/Desio and Pavia/Tortona — of the Milan bypass route, in continuity with the Third Pass and an essential section for the Genoa- Rotterdam corridor, and for the new dry port structures in the western Ligurian ports
• identification of a new mixed public-private financing model
ed 21 Next steps
• convince governmental bodies on a European, national and regional scale, to launch integrated planning of the project within a 2030 deadline
• involve new players, in particular from the global logistics sector, to promote the project
• thanks to the involvement of the groups mentioned above, launch the development of the project Feasibility Study
• define the risks, opportunities, weak points and strong points of a political roadmap, and set a hypothetical timeframe
ed 22 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP funding model
ed 23 THE LIGURIAN PORT SYSTEM THE GATEWAY TO EUROPE
GENOA SAVONA 2,000 km LA SPEZIA
Systematica production from an elaboration taken from: Quaderno 2 - Urbanlab Genova (June 2011)
ed 24 RHINE-ALPINE CORE NETWORK CORRIDOR THE CREW COULD OPERATE UP TO 700 km IN A SINGLE SHIFT, WERE THE SIGNALLING SYSTEMS AND TRAFFIC REGULATIONS APPROVED TO CONFORM TO EUROPEAN STANDARDS
500 km
700 km
500 km
Systematica production from an elaboration taken from: Quaderno 2 - Urbanlab Genova (June 2011)
ed 25 RHINE-ALPINE CORE NETWORK CORRIDOR .. Basilea Zurich
Zurigo
Berna
BRENNER 280 km 120 min ALP TRANSIT Lugano GOTTHARD 78 km SIMPLON 25 min
MILAN Chiasso
Novara Milan
FREJUS 150 km 500 km 150 min Alessandria 60 min Rivalta Scrivia
Novi Ligure
THIRD DEI GIOVI PASS Genoa Rome Intermodal centres in service Rail network upgrading operations Corridor XXIV KEY PROJECTED Intermodal centres Rail network Corridor V
ed 26 RHINE-ALPINE CORE NETWORK CORRIDOR Domodossola Bellinzona Central / Northern Europe
260 Freight trains Chiasso + 74 Pax trains a day 8 M TEUs (today 2 M TEUs) Novara Milan Bellinzona
Alessandria Tortona Novara Milan Rivalta Scrivia
Genoa GE. VOLTRI Systematica production from an elaboration taken from: Quaderno 2 - Urbanlab Genova (June 2011) SAVONAVADO Genoa (Rivalta /Alessandria)
ed 27 DISTRIBUTION OF FORECAST FLOWS
CARGO TRAFFIC SAINT GOTTHARD 160 km/h maximum speed 100 km/h commercial speed 260 trains/day
Bellinzona 60 trains/day MOUNT CENERI Luino/Novara
200
trains/day
Lugano
LuMi “ s t e n t ”
The numbers shown represent the total number of trains/day in both directions Milan
ed 28 DISTRIBUTION OF FORECAST FLOWS
CARGO TRAFFIC Lugano
SAINT GOTTHARD
260 Seregno 200 trains/day trains/day TEEM Bypass (*) Bellinzona 60 160 trains/day 40 trains/day trains/day MOUNT CENERI Mi.Switching Yard Luino/Novara Milan / Melzo Yard 200 trains/day Pavia/Tortona
Lugano Bologna/La Spezia 20 LuMi “stent” Ligurian Ports trains/day 120 trains/day (*): LuMiMedproposal as a Bypass of the Milan node, new, Single-track railway exclusively for freight service. The new line will follow the path of the external eastern orbital road. Milan 29 ed The numbers shown represent the total number of trains per day in both directions DISTRIBUTION OF FORECAST FLOWS
PASSENGER TRAFFIC
250 km/h maximum speed SAINT GOTTHARD 200 km/h commercial speed 74 trains/day Bellinzona
MOUNT CENERI
74 trains/day
Lugano
Lugano bypass 40 trains/day
The numbers shown represent the total number of trains/day in both directions Milan
ed 30 CHARACTERISTICS OF THE CURRENT NETWORK CURRENT INFRASTRUCTURE’S MAJOR CRITICAL POINTS BELLINZONA DOMODOSSOLA LUINO - NOVARA
Single-track line LUINO Maximum permitted speed: 100 km/h COMO Axle weight: D4L Clearance gauge: PC 50 Module length: 600 m Clearance gauge currently being NOVARA upgraded to Gallarate by 2020 MILAN NOVARA ALESSANDRIA Double-track line Maximum permitted speed: 125 km/h Axle weight: D4L Clearance gauge: PC 50 ALESSANDRIA Module length: 525 m TORTONA ALESSANDRIA SAVONA Single-track line Maximum permitted speed: 100 km/h Axle weight: D4L Clearance gauge: PC 45 Module length: 525 m
ed ed 31 CHARACTERISTICS OF THE CURRENT NETWORK CURRENT INFRASTRUCTURE’S MAJOR CRITICAL POINTS BELLINZONA DOMODOSSOLA
LUGANO - MILAN LUINO Double-track line COMO Maximum permitted speed: 120 km/h Axle weight: D4L Clearance gauge: PC 45 Module length: 575 m Upgrading of gauge, signalling NOVARA and headway control systems MILAN MILAN TORTONA Double-track line Maximum permitted speed: 140 km/h Axle weight: D4L Clearance gauge: PC 45 ALESSANDRIA Module length: 510 m TORTONA TORTONA GENOA Double-track line Maximum permitted speed: 110 km/h Axle weight: D4L Clearance gauge: PC 45 Module length: 575 m
ed 32 ANALYSIS OF NETWORK’S RESIDUAL CAPACITY Commercial capacity on existing section (routes / day) Bellinzona in both directions No. of routes Section Capacity deficit occupied by Residual Cadenazzo Giubiasco passenger trains. Capacity 65 with activation 18 47 Lugano of the Gotthard Luino Mendrisio 65 Sections under strain 32 33 Chiasso (*) (2016-2020)
Laveno Varese
65 Como 8 72 65 220 30 35 Sesto Calende 120100
Gallarate Bivio Rosales MPX 240 86 154-68 200 Carnate 65 Vignale 72 128 Seregno Bergamo 28 37 -2
240 170 70 -152 Brescia Treviglio Novara Monza
Rho 450 350100 -82
(*) a share of the deficit could be absorbed by the work that is currently ongoing and the initiatives envisaged by RFI for upgrading the network. 240 Milan 16 80 -80 0 ed 33 CLEARANCE GAUGE TRAVELLING MOTORWAY
ed 34 THE CONNECTION WITH THE WESTERN LIGURIAN PORT SYSTEM Lugano 8M TEUs (4M NORTH + 4M SOUTH)
SEREGNO
BYPASS / GRONDA Novara Milan
• MILAN SWITCHING YARD MELZO YARD PAVIA
LINE TO BE UPGRADED ( d i s t a n c i n g – s i g n a l l i n g – module to be increased to 750m – gauge)
Alessandria Tortona
RIVALTASCRIVIA ( logistics platform and upgrading of dry port / Mae r s k , Gavio)
THIRD PASS UNDER COSTRUCTION LINE TO BE UPGRADED VOLTRI ( d i s t a n c i n g - s i g n a l l i n g - m o d u l e – gauge) BRANCH LINE
Genoa
Savona/Vado Ge.Voltri (Prà)
ed 35 OPPORTUNITIES FOR MODAL INTERCHANGE Como / Varese Lugano
Turin A4
Venice
T eem
Milan Venice MELZO BreBeMi (A35)
RIVALTA A1 Genoa Rome
ed 36 NEW OPPORTUNITIES FOR LOGISTICS Melzo Yard
Rivalta Yard
ed 37 LuMiMed PROJECT: OVERVIEW
28 km in the territory of Ticino
In accordance with project drawn up by UTF/ /Swiss Federal Transport Office in Bern, to be completed “in stages” (first stage is a single-track line, with the exception of Melide-Melano section, which is double track).
43 km from from CH/IT border to Milan, of which 1.5km of interconnections with the old network.
The Bivio Rosales-Seregno section is in line with the RFI project (with appropriate upgrades). The Seregno-Milan section will be created “in Monza stages” (first stage is a single-track line).
ed 38 LuMiMed PROJECT: OVERVIEW • Type of traffic: M MIXED (passenger and freight)
• Projected maximum line speed 250 km/h
• Minimum bend radius: 4,000 – 5,000 m
• Maximum gradient: 12%0 (8%0 in tunnel)
• Maximum load per axle: 30 t
• Trackbed width: 13.6 m
• Distance between centres between tracks: 4.5 - 5 m
• Power supply: 15 kV AC (Lugano-Chiasso) 3 kV DC (Chiasso-Milan)
• Signalling System: ERTMS lev.2 Monza
• Power supply system: Catenary HS (250 km/h) Rigid Catenary (Tunnel)
ed 39 T.B.Gottardo LuMiMed PROJECT: NORTHERN QUADRANT
PASSENGER TRAINS
• PROJECTED Speed 230 /250 km/h Mount Ceneri LUGAN O - LuganoBYPASS Vezia FREIGHT TRAINS Lugano Lugano insertion • Current loading gauge PC45 (3,80 m ca) • PROJECTED clearance gauge 4.10 m MELIDE – Deep tunnel under current embankment • Current module length 450/550 m Melide • PROJECTED Module length 700/800 m Route change in tunnel Technology upgrade of existing line Mendrisio ByPass Mendrisio
POC – Operational Switching Post >Varese | MPX Chiasso
MOUNT OLIMPINO 2TUNNEL Como Safety measures Overhaul of the signalling and electric traction power system Bivio Rosales Maintaining clearance gauge
>Bergamo Seregno SEREGNO NODE – Creation of FREIGHT BYPASS with route change Desio
Creation of route change in DEEP TUNNEL Monza
Creation of new track exclusively for freight along the TEEM route as a BYPASS of the Milano Greco Milan node direction Brescia Mil. P.taGaribaldi Melzo dir. Turin Mil.Centrale Mil. Switching yard
ed 40 LuMiMed PROJECT: SOUTHERN QUADRANT
MilanoGreco dir.Brescia Mil. P.taGaribaldi Melzo dir. Torino PASSENGER TRAINS Mil.Centrale Mil.Smistamento • PROJECTED speed 230 / 250 km/h Creation of new track exclusively for freight transport along the TEEM route as a BYPASS of the Milan node FREIGHT TRAINS
dir. Bologna • Current clearance gauge PC45 (3.80 m ca)
Certosa diPavia • PROJECTED clearance gauge 4.10 m • Current module length 450/550 m • PROJECTED module length 700/800 m
Pavia
SECTION CURRENTLY UNDER CONSTRUCTION BY RFI
PAVIA -TORTONA Third track and technology upgrade (by RFI)
Tortona Rivalta Scrivia
dir.Novara Torino
Novi Ligure
THIRD DEI GIOVI PASS Under construction
VOLTRI - SAVONA VADO LINE Genova Voltri(Prà) Upgrade of existing route Genova
>La Spezia ed Savona 41 LuMiMed PROJECT: OVERVIEW
T.B.Gottardo
M.te Ceneri LuMiMed PROJECT Vezia Lugano
Melide Creation and upgrade by RFI LUGANO – CHIASSO SECTION 28km
Mendrisio
dir. Varese| MPX Chiasso
Como
Bivio Rosales
dir.Bergamo Seregno
Desio CHIASSO - MI. GRECO SECTION 43km Monza
Milano Greco dir. Brescia Mil. P.taGaribaldi Melzo dir .Torino Mil.Centrale Mil.Smistamento SEREGNO – PAVIA SECTION (freight bypass) 78km
dir. Bologna
Certosa diPavia
Pavia
PAVIA - TORTONA SECTION 60km
Tortona Rivalta Scrivia
Novi Ligure THIRD PASS
GENOA VOLTRI - SAVONA VADO 32km Genova Voltri-Pra’ Genova
ed 42
Savona MAXIMUM ESTIMATE OF COSTS Lugano - Seregno – Milan Section PHASE 1 (6 years)
SECTION length(km) cost (M euro/Km) Total cost(M No of TRACKS Notes euro) 1 Vezia-Mendrisio Section 27 € 66.9 € 1,805.3 Single Section predominantly in TWIN BARREL tunnel 2 Mendrisio-Chiasso Section 7.5 € 111.4 € 835.8 Double Section predominantly in TWIN BARREL tunnel 3 Chiasso-Bivio Rosales (Mount Olimpino2) 7.2 € 1.4 € 10.0 Double Upgrading technology and existing tunnel gauge Section 4 Bivio (Intersection) Rosales-Carimate 7 € 85.7 € 600.1 Double Single barrel tunnel 5 Carimate-Meda 5 € 40.0 € 200.0 Double Upgrading in embankment-surface-viaduct 6 Meda-Seregno 10 € 51.4 € 514.3 Single Tunnel + CARNATE INTERSECTION SINGLE-TRACK 7 Seregno-MilanoGreco 14.3 € 51.4 € 735.5 Single Single barrel tunnel 78 € 60.3 € 4,701.0 4 crossing points have hypothesised with new switching Upgrading of crossing points on old network 4 € 2.5 € 10.0 points and signalling systems
TOTAL INVESTIMENT PHASE 1 € 4,711.0 PHASE 2 (3 years)
SECTION length(km) cost (M euro/Km) Total cost(M euro) No. of TRACKS Notes
1 Vezia-Mendrisio Section 27 € 66.9 € 1.805.3 Single Doubling of line 2 Mendrisio-Chiasso Section 7.5 € - € - Double Section already upgraded 3 Chiasso-Bivio Rosales (Mount Olimpino2) 7.2 € - € - Double Section already upgraded Section 4 Bivio (Intersection) Rosales-Carimate 7 € - € - Double Section already upgraded 5 Carimate-Meda 5 € - € - Double Section already upgraded 6 Meda-Seregno 10 € 51.4 € 514.3 Single Doubling of line 7 Seregno-MilanoGreco 14.3 € 51.4 € 735.5 Single Doubling of line 78 € 39.2 € 3,055.1 TOTAL INVESTIMENT PHASE2 € 3,055.1 Design costs + Works Management + Tests (approx. € 776.6 10% value of the work) Total costs: €8,500,000,000 (excluding possible discounts applied by the General Contractor)
ed 43 MAXIMUM ESTIMATE OF COSTS
Milan bypass and connection with the Ligurian ports
PHASE 3 (6 years)
SECTION length(km) cost (M euro/Km) Total cost(M euro) No of TRACKS Notes
1 Seregno-Certosa diPavia 78 € 24.0 € 1,872.0 Single / Double New route parallel to TEEM 2 Pavia-Tortona 60 € 8.3 € 500.0 Third track Third track and upgrading of line (gauges and speed) Upgrade of existing route (gauges and speed)+ 3 Voltri-Savona/Vado 32 € 1.6 € 50.0 Double Upgrade of Savona/Vado freight yard € 2,422.0
Design costs + Works Management + Tests (approx. € 242.2 10% value of the work)
Total costs: €2,670,000,000 (excluding possible discounts applied by the General Contractor)
ed 44 MAXIMUM ESTIMATE OF COSTS
Milan bypass and connection with Ligurian ports
2017 2018 2019 2020 2021 2022 2028
01. Design 36 months (feasibility study. + preliminary and final design)
2. Invitation to tender 30 months (RFI + SBB CFF FFS)
Expropriations and preparation of work sites 3. Work Sites 6 years Lugano - Chiasso Expropriations and preparation of work sites 5 years 4. Work Sites Chiasso - Greco Expropriations and preparation of work sites 04. Work Sites 6 years Seregno - Pavia Pavia - Tortona GE.Voltri - SV. Vado
ed 45 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 46 The logistics sector in Italy is underdeveloped
PERFORMANCE INDEX FOR LOGISTICS FROM THE WORLD BANK BY COUNTRY (2016) Gap between Italy and other European countries: • Customs -12% • Infrastructures -4% • Logisitics skills -4% Average 3.94
Germany UK France Italy Spain
Italy is seriously trailing its direct competitors in terms of logistics performance; infrastructures need to be developed to offer added value services
Source: World Bank
ed 47 The TEN-T network can represent a key enabling factor for relaunching logistics in Italy
GENERAL MAP OF THE TEN-T NETWORK CORRIDORS IN ITALY
Scandinavian/ Mediterranean 9 Corridors in Europe Mediterranean
Rhine/Alps
Baltic/Adriatic
Italy is the major access point to the Mediterranean
Source: European Commission
ed 48 Improving the logistics industry would have a significant impact in terms of relaunching GDP
LOGISTICS TURNOVER AS % OF GDP (2014)
20-25B€ Gap compared to other European countries
Average 5.9%
Germany France UK Italy Spain
Logistics Turnover (B€) % of EU GDP
Source: Eurostat, Fraunhofer
ed 49 An advanced infrastructure system is the enabling factor for developing the logistics industry and the related GDP
DIFFERENTIAL IN THE CREATION OF VALUE BETWEEN MAJOR ROUTES THAT HAVE AN IMPACT ON THE MED (M TEUS) ONE MANAGED TEU AND ONE IN TRANSIT
Asia/ Asia/ Northern EU/East Med Profits Income Employees Northern Europe Mediterranean Coast/South America
A system of developed infrastructures and competences is the only way to generate added «value» through logistics
Source: World Shipping Council; Transmit World
ed 50 Regrettably, Italy’s corridors have 4 major “bottlenecks” that are only partly being resolved
Base of the Brenner
Lugano
Lyon-Turin Trieste-Divača BOLZANO-BOZEN
BELLUNO UDINE VERBANO SONDRIO CUISIO TRENTO OSSOLA PORDENONE COMO AOSTA GORIZIA VARISE VALLEY BERGAMO TREVISO VICENZA BIELLA TRIESTE NOVARA BRESCIA VENICE Scandinavian/ MILAN VERONA VERCELLI Mediterranean LODI PADOVA TURIN PAVIA CREMONA
MANTOVA ROVIGO ASTI PIACENZA Mediterranean ALESSANDRIA FERRARA ADRIATIC PARMA MODENA CUNEO SEA REGGIO GENOA EMILIA RAVENNA SAVONA MASSA- BOLOGNA Rhine/Alps CARRARA FORLI-CESENA LA SPEZIA PISTOIA IMPERIA RIMINI LUCCA PRATO SAN MARINO
MONACO Baltic/Adriatic PESARO E URBINO PISA FLORENCE
LIGURIAN AREZZO ANCONA SEA LEGHORN MACERATA SIENA
PERUGIA FERMO
GROSSETO
ELBA TERAMO
The Rhine-Alpine Corridor is the most important for developing one of the major port areas in the north Mediterranean
Source: European Commission
ed 51 Resolving the bottlenecks would allow freight by train to be relaunched, in connection with the upgrading of transport by sea, determined by the recent doubling of the Suez Canal
INCIDENCE OF TRANSPORT ON TRAINS (% OF TOTAL FREIGHT - 2014) EVOLUTION OF VOLUMES TRANSPORTED 2010-2014
~
~
Italy European Average Italy Germany Spain UK France
Source: Infodata
ed 52 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 53 The Rhine-Alpine corridor is already a priority but only for the portion south of Milan
PROJECTS PRESENTED TO THE EUROPEAN-COMMISSION FOR JOINT-FUNDING BY THE MIT (2015) PROJECTS RELATED TO THE DEVELOPMENT OF TEN-T
DeiValico Giovidei Giovi Passe enziamentoand upgradingnodo di of Genoa node Others Innovation Intermodal Others
Roads
2.5 B€ funding Ports required (36% of the Projects total necessary) related to the TEN-T17
Rail
Projects Presented Of which TEN-T Mediterranean Scandinavian – Mediterranean Baltic – Adriatic Rhine – Alpine Source: MIT Turin – Lyon Brenner Tunnel Total
ed 54 RFI is boosting the connection between Genoa and Milan through the «Third Pass» high speed line
•Total 53 km of which 37 km in tunnels •The new line will be connected: - To the south: 1 ‣Rail node in Genoa ‣Port of Genoa Voltri and Porto Storico - To the north: ‣To the Genoa-Turin railway (for the traffic flows in direction of Turin and Novara- Simplon) and the Tortona-Piacenza line (for traffic in the direction of Milan-Saint Gotthard)
Two of the six lots already completed Third lot in the completion phase
Source: RFI
ed 55 As a result of the postponement of the Milan-Lugano connection the Rhine-Alpine Corridor will regrettably retain a bottleneck
1 Genoa-Novara-Luino-CH
2 4 In study phase; works to commence by 2020 (to complement LuMiMed)
2 Domodossola-Bern-Basel
Operational
3 Milan-Lugano
Studies put back until after 2020 1 3
4 Lugano-Zurich
New Rail Link across the Alps (NRLA) under construction (completion by 2019)
ed 56 The proposed solution for completing the Rhine-Alpine Corridor is an «Alpine speed» line between Milan and Lugano
OBJECTIVES
• Allow an efficient connection of the Rhine-Alpine Corridor to the Mediterranean - Complete the connection with Genoa - Connect with the Mediterranean corridor GOTTHARD - Connect with the Italian High Speed SIMPLON network • Increase capacity - Cargo - Passengers • Reduce journey times
The proposal is based on a solution for the critical segment of the Saint Gotthard (in particular Lugano-Chiasso and Seregno-Milan)
ed 57 LuMiMed PROJECT: OVERVIEW
T.B.Gottardo
LuMiMed PROJECT
Creation and upgrade by Melide LUGANO – CHIASSO SECTION 28km RFI
CHIASSO - MI. GRECO SECTION 43km
SEREGNO – PAVIA SECTION (freight bypass) 78km
PAVIA - TORTONA SECTION 60km
Novi Ligure THIRD PASS
GENOA VOLTRI - SAVONA VADO 32km
ed 58 Increased capacity will allow Italian ports to capture greater volumes of traffic
EVOLUTION OF CARGO CAPACITY THANKS TO MAJOR VOLUMES NORTH MED PORT LUMIMED PROJECT (M TEUS) CONTAINERS (M TEUS, 2014)
LuMiMed Project
ed 59 Passenger traffic will also benefit from the project, with journey times being reduced by 60%
EVOLUTION OF THE WAITING TIME FOR THE TIMES ROME-MILAN (MINUTES) LUGANO -MILAN (MINUTES) EVOLUTION BENCHMARK
-60%
-45%
Average Speed (km/h)
ed 60 Completion of the Rhine-Alpine corridor could generate up to 1.5B additional GDP
ADDITIONAL GDP AT FULL POTENTIAL (€B)
≈ 1.50
≈ 0.75
0.50
Minimum Case Average Case Maximum case
Using 30% of the Using 50% of the Using 100% of the additional capacity additional capacity additional capacity
ed 61 The project with allow faster connections between Milan and Switzerland and connection with Italy’s High Speed service
(210 mins)
Current journey times for passenger trains Projected journey times for LuMiMed passenger trains (journey times with the entering into service of Alptransit)
ed 62 Comparison of journey times
Journey Times Transition plan Completion plan Completion plan Target plan 2014-2016 2017-2018 2019 2020 and thereafter (from June 2014) GbG + recovery of the Axen GbG and GbC + blocking of Lake Zugo line + recovery of the Axen
Source: Predicted reduction in journey times (FFS/RSI): elaboration by Systematica
ed 63 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 64 The development process of LuMiMed includes a "Stage and Gate" structured process PROJECT’S HYPOTHETICAL PROCESS
Call for Tender Engagement of Preliminary and Executive project Pre-feasibility Institutional Feasibility Study final design and Stakeholders project start up • Drawing up a • Explanatory report, • Technical report, safety • Technical-functional and • Discussion with major preliminary and final establishing some and site plan construction technique Stakeholder for plan of the route and analyses "promoting" the work alternatives, environmental the works of art, • Tender documents and • Preliminary estimate of • Identifying the relevant compatibilities technical and geological contracts costs authorities report. • Estimating demand • Timescale and financial • Macro analysis of costs- • Round table discussions • Final economic plan benefits of the work with relevant authorities • Technical feasibility, framework (economic and social) construction techniques, • Draw up a “program cost estimate • Approvals, concessions, • Economic model for agreement" formal agreement from infrastructure • Analyses of costs- the relevant authorities benefits management • EIA procedure • Procedural check • Timescale • Timescale and financial • Financial analysis plan 5-6 months 6-8 months 6-12 months Tbd Tbd
OUTPUT OUTPUT OUTPUT OUTPUT Preliminary study to Functional feasibity study OUTPUT Awarding contract, Program agreement engage institutional for preliminary and final Issuing call for tender final plan Stakeholders stakeholders design and executing the work
ed 65 Our team is capable of undertaking all phases of the project
PROJECT TEAM STRUCTURE
Project Sponsor
REconsilia Scientific (Project Coordination) Committee
Systematica ARUP Bain (Explanatory Report) (Technical Feasibility) (Economic Paper)
• Socio economic study and territorial • Analysis of project alternatives (in • Procedural check overview activity collaboration with SYSTEMATICA) • Financial analysis • Analysis of current demand and supply • Environmental and landscape of of compatibility (in collaboration with • Analysis of costs-benefits • Analysis of potential demand (Gruppo SYSTEMATICA) • Schema of tariff system CLAS) • Technical-functional analysis • Project Financing and financial plan areas • Analysis of project alternatives (in • Environmental sustainability • Draft of contract collaboration with ARUP) requirements • Environmental and landscape • Analysis of construction techniques Main compatibility (in collaboration with ARUP) • Timescale • Rough cost estimate
ed 66 1. Scenario, goals and proposals 2. Infrastructure feasibility study 3. Economic prerequisites 1. - The logistics sector in Italy 2. - LuMiMed: a proposal for the Rhine-Alpine corridor 3. - Development of the project: Hypothesis
4. Observations on the evolution of the PPP financing model
ed 67 Project financing
Reference context:
•The Italian logistics system is less competitive than those of major European countries
•This offers a significant opportunity for development, especially in light of the recent doubling of the Suez Canal that considerably modifies the Mediterranean’s maritime transport infrastructure
•Currently, Italian ports are poorly served by intermodal infrastructure due to limited network capacity
•Renewed competitiveness in the logistics system would result in extraordinary benefits for Italy’s GDP
•Failure to modernize the Lugano-Milan-Savona/Vado line would mean lost income for Italy and its economy estimated at between 18 and 22 billion euros per year
•The main opportunities for development lie specifically in maritime/rail intermodality
ed 68 The LuMiMed project:
•This is the context of the LuMiMed project whose goal is to connect western Ligurian ports to the Rhine-Alpine corridor through an investment initiative of approximately 11.5 billion euros. In addition to solutions to the main technical problems manifest in this tract, the project team has also identified an initial proposal for how to finance the project. It calls for an inflow of private capital in the form of an “infrastructural bond” that could cover up to 20% of the project’s financial requirements. The remaining funds must be covered from public sources, including through European funding programmes.
•The project could be launched by assigning (via public tender) the detailed planning and definition of the operation’s financial structure to a special purpose entity (SPE). Among the goals of the SPE would also be to find suitable solutions for modulating financial requirements to optimize return on investment. This can only be determined using formulas, jointly agreed upon with the institutions involved, to calculate the environmental benefits and civil and social growth of the geographical areas involved.
•LuMiMed represents an investment of key importance in allowing the country to recover its dramatic deficit in national logistics infrastructure in a reasonably short time.
•In addition to major strategic input and technical and innovative contributions from its promoters, for the project to be realized, a highly-innovative model of public-private partnership must be conceived and developed.
ed 69 Project Team
/Genova Scientific Committee: Dr Ing. Giuseppe Gaudiello Prof. Remigio Ratti/Lugano Dr Christian Andi Avv. Pietro G. Bembo/Milano Dipl. Bau-Ing. ETH/SIA Pierino Borella/Lugano /Milano Prof. Avv. Mauro Chirco/Genova Dr Ing. Mauro Olivieri Dr Walter Finkbohner/Zurigo Dr Ing. Maurizio Teora Prof. Ing. Giovanna Fossa/Milano Dr Ing. Giancarlo Laguzzi/Roma /Milano - Roma Dr Ing. Maurizio Gnudi/Genova Dr Andrea Buonomo Prof. Arch. Aldo Norsa/Milano Prof. Ing. PhD Enrico Zio/Milano Cobaty International Bruxelles /Milano Prof. Lanfranco Senn Prof. Oliviero Baccelli
/Lugano Dr Arch. Luca Clavarino, FRICS Dr Ing. Alberto Giovanni Rosania
/Milano Dr Arch. Giovanni Bottini Dr Arch. Samuele Camolese Dr Arch. Ing. Gianni Grassi
ed 70