It is one of the strategic hubs of the national railway system, for being the crossroads of important lines from other national, regional and cross-border hubs, and of the High-Speed system.

Italferr is committed to the modernisation and enhancement of the infrastructural and technological structure of the Hub. The interventions will make it possible to create an operating model that has as its primary objective the implementation of a transport system featuring high intermodal and multimodal integration, an increase in transport capacity and high standards of service. 

‘TERZO VALICO DEI GIOVI’ AND GENOA HUB SINGLE PROJECT

It is one of the strategic hubs of the national and international rail network as it is a key interchange node between the port and rail systems on the Genoa-Ventimiglia, Tyrrhenian and Milan-Genoa routes.

A project that will allow the port of Genoa to have direct access to the Po Valley and central Europe with a 53-km high-performance line, 37 km of which are in tunnels.

The interventions planned by Italferr aim to separate long-distance passenger and freight traffic flows from regional and metropolitan passenger flows and to realise a connection between the Ligurian port system and the national core network both in an east-west direction and, above all, in a north-south direction, also envisaging the realisation of the interconnection of the Hub with the "Terzo Valico dei Giovi" railway line forming part of the TEN-T Core Corridor No. 6 "Rhine-Alpine (Genoa-Rotterdam)". They also provide for the upgrading and automation of the Hub's infrastructure and facilities so as to develop the metropolitan mobility offer and the upgrading of the station facilities in Genoa Voltri, Genoa Sampierdarena, Genoa Brignole and services in the Genoa Terralba area and Genoa Brignole station so as to foster intramodal and intermodal interaction.

The project will make it possible to transfer substantial shares of freight traffic from road to rail, bringing environmental, safety and social benefits. Law No. 55/19 of 14/06/2019 (so-called ''Sblocca Cantieri'') unified the projects "Voltri-Brignole infrastructural upgrading," "Genova Campasso" and "Milan-Genoa High-Speed/High-Capacity Railway Line – Terzo Valico dei Giovi Tunnel" into a Single Project.

Equally important will be the Genoa Campasso facility, which will serve as an effective freight yard in Genoa's historic port area, configuring itself as a true backport for traffic to and from the port by offering adequate capacity to prepare full trains to be forwarded directly to their final destinations. The project consists of the interventions concerning the connection of the Bivio Fegino - Campasso - Porto Storico railway section with the Terzo Valico and the Succursale dei Giovi line.

Connection to the Port Area

The Port of Trieste is a commercial and industrial port positioned in the Upper Adriatic Sea that, due to its geographical location, is the interchange between the Eastern Mediterranean Motorways of the Sea TEN-T Networks and the Adriatic-Baltic and Mediterranean European corridors and enjoys a considerable competitive advantage in serving Central and Eastern European markets.

With a view to enhancing and modernising the railway infrastructure endowment of the Port of Trieste, Italferr has planned a series of technological interventions, part of which are under construction and part at an advanced design stage, through the activation of different functional phases whose completion is scheduled for 2027.

Positioned at the intersection of the two TEN-T Core Corridors (No. 1 "Baltic-Adriatic Corridor" and No. 3 "Mediterranean Corridor") on which the important National Railway Routes (Milan-Venice and Venice-Bologna-Rome) overlap, it represents the confluence of the main interregional lines (Venice-Trieste and Venice-Udine) and all the lines of local interest in the Veneto region.

In the Triveneto region, it is the most important hub for long-distance (mostly passenger) rail traffic on the East/West and Southbound routes, as well as the fundamental point of integration with metropolitan and regional transport.

In order to increase transport capacity on the lines afferent to the Hub and enable it to cope with the growing demand for transport coming from the territory, thereby further improving customer service standards and circulation performance levels in the entire regional metropolitan area, Italferr has launched a series of design studies and technological upgrading interventions.

It is a strategic hub in terms of current and projected freight traffic volumes due to it interconnecting the Scandinavian-Mediterranean and Mediterranean corridors of the European TEN-T network.

The project has a dual purpose: to enhance passenger traffic and to implement freight traffic efficiency.

In order to achieve the future layout of the Hub, Italferr has planned a series of interventions, part in progress and part at an advanced design stage, which will be activated in functional phases, together with the West and East junctions of the HS/HC in the Brescia-Verona and Verona-Vicenza sections, with completion planned for the end of 2028.

It is part of the Milan-Verona HS/HC line and an integral part of it is a continuation of the Brescia Ovest interconnection and its urban penetration, allowing the full functionality of the HS/HC service in the Hub's structures.

Italferr is engaged in a series of technological and infrastructural activities that began west of the Roggia Mandolossa canal (Brescia Ovest interconnection). After involving the Brescia Scalo railway structure, they will end at the Milan-Verona HS/HC railway line (Brescia West interconnection). The approximately 6.9 km line of the project will enter the city alongside the historic Milan-Venice line on the south side. The new fast tracks are developed for a first section up to the crossing of the Mella River, where the intervention is developed on a route independent from the current one, and for a second section, starting from the Mella River, where the intervention is in extension of the current railway route.

The work mainly affects the territory of the Municipality of Brescia, and for a short stretch the Municipality of Roncadelle, in an intensely urbanised area characterised by a dense network of infrastructure, in which permanent elements of natural landscape are rare and are evident only along the riverbeds.

Within the national railway system, it is a fundamental interchange hub for HS and long-distance traffic on the North/South and East/West routes of the network and an important aggregation point for lines of regional interest, becoming the hub of the metropolitan system of the Emilia Romagna region.

With the construction of the HS/HC lines, there is a recovery of usable capacity on the existing rail network for the development of regional, metropolitan and freight traffic. In addition, the new operating margins, combined with the possibility of separation of traffic by routes and by levels of supply resulting from the infrastructural and technological interventions planned in the Hub, will make it possible to reduce conflicts between the various types of traffic, greatly increase regional/metropolitan traffic capacity, and improve the quality standards of supply to customers.

As a result of the partial activations that have seen Italferr engaged in the design, execution of works and construction, of the complex "Passante AV di Bologna" (HS Link of Bologna) and the "Stazione sotterranea AV" (Underground HS station) today the city can boast an operating model such as to implement a transport system characterised by excellent intermodal and multimodal integration, an increase in overall capacity and high standards of customer service.

It is one of the key hubs on the HS/HC Milan-Rome Route and, as such, is significantly affected by the infrastructural interventions related to the development of the HS/HC project and represents the most important point of aggregation of the lines of regional interest in the central Tuscan area, becoming the barycentre of the metropolitan rail system effectively integrated with the other modes of transport (tramway/road) serving the city.

With the implementation of the interventions related to the HS/HC line, the Florence HS Station will be of the through-train type for high-speed trains thanks to the construction of a new underground connection between the Bologna-Florence HS/HC line and the Florence-Rome 'Direttissima' line. It will thus be possible to specialise traffic flows by route and level of supply, reducing conflicts between different types of traffic. In addition, the construction of the HS/HC line will promote a considerable recovery of capacity on the existing railway line, to be used for the development of regional and metropolitan traffic.

In its final configuration, the Hub's infrastructural and technological set-up will enable the adoption of an operating model that has, as its primary objective, the implementation of a transportation system characterised by high intermodal and multimodal integration, an increase in overall capacity, and greater efficiency in customer service levels and standards.

It is one of the key hubs of the national railway system, for being the crossroads of important lines from other national and regional hubs and of the High Speed system.

With the construction of the HS lines, integrated onto the existing rail network, suitably upgraded and reorganised, there is a recovery of capacity that can be used for the enhancement of regional and district passenger traffic and freight traffic. In addition, the new operating margins, combined with the possibility of separation and channelization of traffic by routes and by levels of supply, resulting from the interventions planned at this Hub, will make it possible to improve traffic fluidity and reduce conflicts between long-distance passenger traffic, regional traffic and freight traffic.

In its final configuration, the Hub's infrastructural and technological set-up allows for an operating model that has as its primary objective the implementation of a transportation system characterised by high intermodal and multimodal integration, an increase in overall capacity, and greater efficiency in customer service levels and standards.

It is one of the key hubs of the national railway system, for being the crossroads of important lines from other national and regional hubs and of the High Speed system.

With the construction of the new HS/HC lines, a recovery of usable capacity is achieved on the existing rail network for the enhancement of regional passenger traffic and freight traffic. The final infrastructural and technological configuration of the Naples Hub will make it possible to implement an operating model that has as its primary objective the implementation of a transportation system featuring high intermodal and multimodal integration, an increase in overall capacity and an increase in efficiency in customer service levels and standards.

The Project concerns the railway connection of the Orte-Falconara line with the Adriatic line, enabling the connection of the Tyrrhenian section with the regions of the Northeast, as an alternative to the Rome-Milan backbone.

Italferr is involved in a series of interventions: route variant (1st Functional Lot) of the Adriatica line between the Montemarciano and Falconara Marittima stations, railway link connecting the Adriatica line to the Orte-Falconara line, modification and rearrangement of the Falconara Marittima station and reallocation of the current Falconara SSE and new Osimo station.

Falconara railway hub (1^st functional lot «Variante di Falconara»)

Construction of the new railway track called "Falconara Variant" between the stations of Montemarciano (i) and Falconara Marittima (i), on the Bologna-Lecce line, double-track about 4.4 km long, and a railway link between the Orte-Falconara line and the "Falconara Variant", a northbound single-track about 1.5 km long, including civil works, railway equipment, electric traction, safety and signalling systems, telecommunications, lighting and motive power.

It is one of the fundamental hubs of the national railway system as it is affected by the freight route of the Adriatic Corridor (Gioia Tauro-Taranto-Bari and Northern Italy/Northern Europe network) as well as by the convergence of numerous lines dedicated essentially to regional and metropolitan rail service.

Italferr is committed to a series of planned infrastructural and technological interventions on the Hub aimed at increasing the capacity of the metropolitan transport system and at achieving adequate quantitative and qualitative standards; at realising lines dedicated to freight traffic flows capable of avoiding conflicts and interference with metropolitan, regional and long-distance traffic flows; at improving intermodal and intramodal integration, also solving some territorial and environmental criticalities both north and south of the hub; at raising the degree of technological renewal, automation and command and control of facilities.

The Project concerns the electrified double-track connection of the city of Palermo with the "Falcone e Borsellino" international civil airport of Punta Raisi and the closing of Palermo's railway loop.

In the Hub, a radical transformation of the public transport network is under way featuring the strengthening of the metropolitan rail service, connected and integrated with the streetcar and bus lines and related interchange parking. The backbone of this transformation is the "Passante Ferroviario" (railway link) that, by doubling the line, will cross Palermo and realise, together with the work being carried out on the Palermo-Messina line, the new connection from Cefalù to Punta Raisi airport, for an extension of 90 km, 24 of which within the city, with 17 stations and 22 stops.

Closing of the Palermo railway loop

The intervention consists of two functional phases. The first, currently in progress, involves the extension of the existing line between Palermo Notarbartolo and Giachery stations to Politeama, and the construction of three new underground stops (Libertà in the section of the line that already exists today, the Porto stop and the Politeama station).

The final design of the second functional phase (Politeama -Notarbartolo section), necessary to complete the closing of the Palermo Railway Loop, is also being finalised. The intervention, about 1.3 km long, involves the mechanical excavation of a tunnel between the Politeama stop and the new Giuseppina Turrisi Colonna stop and the reclosing on the Notarbartolo Station.