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| Terzo Valico | |
|---|---|
| Name | Terzo Valico dei Giovi |
| Type | High-capacity railway |
| Status | Under construction / partially open |
| Locale | Liguria; Piedmont; Genoa–Milan corridor |
| Start | Genoa |
| End | Milan |
| Owner | Rete Ferroviaria Italiana |
| Line length | ~53 km (main section) |
| Gauge | Standard gauge |
| Electrification | 3 kV DC (existing), future compatibility with 25 kV AC |
| Map state | collapsed |
Terzo Valico Terzo Valico is a high-capacity railway infrastructure project intended to upgrade freight and passenger links between Genoa, the Port of Genoa, and the Piedmont hinterland toward Milan and northern Europe. The project forms a strategic segment of trans-European corridors connecting the Mediterranean Corridor (TEN-T) and northern Alpine routes, designed to increase capacity, reduce transit times, and shift traffic from road to rail. It involves extensive tunneling, viaducts, and intermodal facilities managed within Italian national and regional frameworks involving multiple public and private stakeholders.
The project constructs a new double-track high-capacity line running roughly between Genoa Brignole railway station/Genoa Sampierdarena approaches and the Tortona–Arquata Scrivia area, linking into the Turin–Genoa railway and the Milan–Genoa railway. It is part of broader initiatives including the Trans-European Transport Network and complements projects such as the Gotthard Base Tunnel and the Lyon–Turin rail link. The infrastructure aims to serve container flows to the Port of Genoa, connect to inland terminals near Novara and Piacenza, and facilitate connections to international corridors toward Switzerland, France, and Germany.
Planning traces to late-20th-century strategic studies by bodies including Rete Ferroviaria Italiana, the Italian Ministry of Infrastructure and Transport, and regional administrations of Liguria and Piedmont. Early feasibility and environmental assessments referenced international precedents like the Channel Tunnel and the Brenner Base Tunnel to model cost, tunneling methods, and capacity requirements. Project approvals involved multi-level negotiations with the European Commission for TEN-T funding, national legislative acts in the Italian Parliament, and procurement procedures consistent with European Union public works directives. Stakeholders included logistics operators such as Grimaldi Group, port authorities like the Port Authority of the Western Ligurian Sea, and financial entities including Cassa Depositi e Prestiti.
The alignment comprises multiple long tunnels piercing the Apennine ridge between Genoa and Tortona, major viaducts crossing valleys, and new interchange terminals near Arquata Scrivia and Rivarolo/Sampierdarena. Key components include the main northbound and southbound tubes, the Sampierdarena yard enhancements, and connections to the Pontedecimo–Busalla corridor. Integration with rail nodes such as Milan Centrale, Torino Porta Nuova, and the Novara railway node enables intermodal transfers. The design adheres to standards set by International Union of Railways specifications and accommodates heavy freight weight profiles used by operators like DB Cargo and Mercitalia.
Construction proceeded in multiple lots overseen by consortiums including contractors affiliated with companies such as Salini Impregilo (Webuild), Astaldi, and international tunneling firms experienced on projects like the Zaccheo Tunnel and the Brenner Tunnel. Major engineering works include the excavation of hundreds of kilometers of tunnel faces using tunnel boring machines (TBMs) and sequential excavation methods, construction of long-span viaducts, seismic reinforcement, and complex ventilation systems comparable to those in the Gotthard Base Tunnel and Mont Blanc Tunnel upgrades. Safety systems, signaling installations compatible with ERTMS and national SCMT systems, and electrification interfaces are integral elements. Phased openings and temporary works were coordinated with rail traffic managed at junctions including Arquata Scrivia and operational links to Genoa Voltri.
Environmental assessments addressed impacts on protected areas, water tables, and biodiversity hotspots in the Ligurian Apennines, referencing conservation frameworks like the Natura 2000 network. Mitigation measures included tunneling choices to limit surface disturbance, construction-site containment to protect waters feeding the Polcevera basin, and habitat restoration programs in coordination with regional authorities of Liguria and Piedmont. Social impacts prompted compensation and relocation programs involving municipal administrations such as Genoa Municipality and Alessandria Province, public consultations, and legal challenges from civic committees and environmental NGOs analogous to disputes seen in projects near Venaus and the Tav debates.
Upon completion the line is intended for mixed traffic: long-distance freight services linking the Port of Genoa to alpine gateways and European corridors, and faster regional passenger services connecting Genoa with Tortona, Alessandria, and onward to Milan. Operators expected to use the route include national carriers such as Trenitalia and Italo–NTV for passenger flows, and freight operators including Mercitalia Logistics, DB Cargo Italia, and private intermodal companies. Integration with Mediterranean shipping lines and inland terminals at logistics hubs such as Interporto di Genova Voltri will facilitate modal shift from highway corridors like the A7 and A26.
Project financing combines national public investment, contributions from the European Union TEN-T instruments, and private capital through public procurement and contractor financing models, with oversight by entities such as Rete Ferroviaria Italiana and the Italian Ministry of Infrastructure. Escalating costs and schedule changes paralleled challenges observed in large European tunnel projects like the Brenner Base Tunnel, prompting audits and parliamentary scrutiny by committees in the Italian Parliament and regional scrutiny by Liguria and Piedmont councils. Governance frameworks include coordination bodies for construction permits, safety certification agencies, and concession arrangements aligned with Italian law on infrastructure procurement.