The high-speed line Turin-Lyon is a key element of the European Priority Project TEN-T n° 6 and part of the Mediterranean Corridor that will link the Iberian peninsula to the Ukrainian border.
The initial program intended to link Lisbon to Kiev but Portugal and Ukraine pulled out of the high speed line project.
The TAV Turin-Lyon, totalling 235km, is divided into 3 segments: The French one managed by Réseau Ferré de France (RFF) would go from Lyon to St Jean de Maurienne, will consist of a mixed line for freight (120 km/h) and passengers (220 km/h). The international section, with Lyon Turin Ferroviaire (LTF), an Italo-French company in charge, would connect St Jean de Maurienne, France, by a 57 km tunnel to Susa, Italy. The Italian section, under the control of the Italian railway network company Rete Ferroviaria Italiana (RFI) will connect Susa to Turin via a series of tunnels openly-dug or concealed with man-made hills.
The TAV project proposals have evolved and expanded for almost two decades.
Main project steps:
•In 2001 France and Italy ratified an international agreement for the construction of the Lyon-Turin railway connection;
•In 2006 the TAV Turin-Lyon Observatory was created to assess feasibility and evaluate alternative proposals. The last planning agreement it presented, recommended a slight reduction of land use for the construction of the line and changed the entrance and exit of the international tunnel, enlarging it by some kilometres to end up with a 57 km tunnel.
•In December 2008, the European Commission decided to reserve €671.8 million for studies and preliminary works on the Italian-French common section for the 2007-2013 period (later extended to 2015 for delays in the execution of works). The payment of these funds dependes on the capability of both beneficiaries to respect the project deadlines indicated in their submission for TEN-T co-financing.
•In 2011, the Italian Comitato Interministeriale per la Programmazione Economica (CIPE) approved the Preliminary Project, which had paved the way for work to start at La Maddalena and the future design works for the access routes on the Italian side. The actual project will be implemented in phases in order to reduce costs. This means that on the Italian side, in the first phase only the base tunnel, the Susa station and a short stretch (2 km) of the Orsiera tunnel will be built.
•In 2012 France and Italy reinforced their commitment to the project by signing, an amendment to the 2001 Treaty of Turin. This new agreement established the relative share of the costs between France and Italy (base tunnel: 42% paid by France and 56% by Italy and support by EU funding). Italy ratified the agreement in April 2014.
•In 2012 started the excavation works at the "La Maddalena" access tunnel site for the international section
•In March 2013 the EU Commision adopted a revised funding decision due to the dalays in the execution of works. The decision provides for a co-funding amounting for preliminary works to €395.2 million.
The project for the Italian section is still in its preliminary phase. The planning and cost of works of the national segments are still uncertain.
The Level of investment is provisional, uncertain and constantly growing. Costs of investment and maintenance are unclear. The estimate cost of the base tunnel of the international section is 8,5 billion€ divided between the two countries and the EU should finance the 40% of the amount. The preliminary project presented by Italy presented a cost of 4,4 billions € but datas are still uncertain. The france section is expected to cost between 11 and 14 billion€. The total cost prevision reached 25 billion €.