TEN-T Mediterranean Corridor

121 km of above-ground sections, including bridges and viaducts.

The Turin–Milan high-speed line spans a total length of 125 kilometres, subdivided into an 86.4-kilometer segment from Turin to Novara and a 38.3-kilometer segment from Novara to Milan. The alignment features 121 kilometres of above-ground sections (embankments, bridges, and viaducts) complemented by 4 kilometres of bored and cut-and-cover tunnelling works. To ensure the seamless integration of this macro-infrastructure into the local environment, extensive landscape mitigation works were executed, such as 58 kilometres of noise barriers, 580 hectares of environmental landscaping, approximately 75 kilometres of new construction site access roads, and 23 targeted archaeological excavations. Operational flexibility is guaranteed via five strategic interconnections linking the high-speed alignment to the legacy network, spanning a total length of approximately 15 kilometres.

On 10 February 2006, strategically timed to coincide with the Turin Winter Olympic Games, the 85-kilometer segment between Turin and Novara officially entered commercial service. On 13 December 2009, with the commissioning of the final section between Novara and Milan, the entire high-speed corridor was fully opened to the public.

"Railway Axis 6" of the trans-European conventional rail network TEN-T and Pan-European Corridor V

A cross-regional link traversing the central Po Valley.

The new Milan–Verona HS line forms an integral part of the trans-European Lyon–Turin–Milan–Venice–Trieste–Ljubljana axis designated, across European planning frameworks, as a primary east–west artery of the international high-speed rail network and a key component of the Turin–Milan–Venice corridor, defined by the Italian General Transport Plan as a core backbone of the national rail network.

Italferr coordinated the engineering design of the railway and motorway works for the Treviglio–Brescia section, constructed in tandem with the major “BreBeMi” infrastructure project, the motorway linking Milan to Brescia. It was crucial for the company to supervise the detailed design and construction phases, implementing an integrated quality, environmental, and safety management system for the first time. Comprehensive cross-cutting measures were deployed to mitigate local environmental impacts, and the new ERTMS/ETCS Level 2 signalling system was successfully installed.

Italferr was also responsible for the construction management of the Brescia Est–Verona HS/HC  section, spanning a total length of approximately 47.6 km, which includes the 2.2 km Verona Merci interconnection. The alignment runs for approximately 23.3 km in cuttings and tunnels, and for a virtually equivalent distance of 23.4 km on embankments. 

TEN-T Mediterranean Corridor

A project at the heart of the Mediterranean Corridor.

In operation since March 2007 along the 25 km segment between Padua and Mestre/Venice, the Verona–Venice high-speed/high-capacity rail link spans a total length of approximately 100 km, in accordance with the preliminary design approved by the CIPE (Interdepartmental Committee for Economic Planning) in March 2006.

Along the approximately 75 km section from Verona to Padua, the alignment traverses the provinces of Verona, Vicenza, and Padua. The line runs parallel to the legacy railway network and the A4 motorway to prevent further fragmentation of the landscape and to minimise the land-take of the new infrastructure. Integration between the high-speed line and the existing rail network has been delivered via two strategic interconnections, totalling approximately 5 km in length. These are located in Vicenza and at the approach to Padua, linking the HS/HC infrastructure to the Venice freight bypass line along the Castelfranco–Treviso–Udine/Portogruaro route.

TEN-T Scandinavian – Mediterranean Corridors (Helsinki–Valletta)

The alignment runs predominantly parallel to the A1 Milan–Naples motorway.

Around 80% of the corridor crosses the Emilia-Romagna region, with the remainder situated in Lombardy, passing through 42 municipalities. The infrastructure comprises 178.5 km of above-ground sections (embankments, bridges, and viaducts) and 3.5 km of cut-and-cover tunnels. Landscape integration and environmental mitigation assets deployed include: over 100 km of noise barriers, 750 hectares of environmental landscaping, 90 km of new construction site access roads, and 96 targeted archaeological excavations.

Integration between the high-speed line and the legacy network is delivered via eight strategic interconnections located at Melegnano, Piacenza (Ovest and Est), Fidenza, Parma, Modena (Ovest and Est), and Lavino, totalling 28 km in length, which ensure operational interoperability between the two networks, guaranteeing that high-speed passenger services can serve and be routed through the primary stations on the legacy line, while broader connectivity plays a strategic role in optimising rail freight transport.

The line has been fully open to the public since 14 December 2008.

TEN-T Scandinavian-Mediterranean Corridors (Helsinki–Valletta), intersecting with the TEN-T Mediterranean Corridor at Verona

A double-track line equipped with technologically advanced safety and traffic control systems.

Stretching 114 km in length, half of the route runs through Emilia-Romagna, 20 km through Lombardy, and 40 km through Veneto. Today, the line offers consistent performance in terms of specifications and operational speeds of up to 200 km/h between the two cities, significantly improving connectivity for both regional and long-distance travel.

The line is equipped with advanced signalling and traffic management systems that allow for bi-directional running on either track, ensuring smoother traffic flows and operational flexibility. All station and line equipment are remotely managed via the Traffic Command and Control System (SCC), with integrated central control centres located in Bologna and Verona.

The principal infrastructure are four viaducts with a combined length of approximately 10 km, alongside the major bridge spanning the River Po. This landmark crossing comprises 592 metres of northern approach ramps, 1,138 metres of southern approach ramps, and 936 metres of double-span steel truss structures.

TEN-T Scandinavian – Mediterranean Corridors (Helsinki–Valletta)

Approximately 78.5 km long, 93 per cent of the line runs through tunnels.

The line runs partly through the Emilia-Romagna region and partly through Tuscany, traversing 12 municipalities—6 in the province of Bologna and 6 in the province of Florence. Among the tunnels on the line that cut through the complex Apennine terrain—many of which are over 10 km long—the longest is the Vaglia Tunnel, stretching over 18 km.

Environmental mitigations executed to integrate the new infrastructure into the local area include: over 8 km of noise barriers, 140 km of new construction site access roads, and 13 targeted archaeological excavations. The new line is integrated with the legacy network via the S. Ruffillo interconnection in the Bologna area, spanning a total length of approximately 5 km.

Given the structural complexity of the project, arising from the geological and hydrogeological conditions of the terrain, construction of the new line required the deployment of innovative techniques for excavating the numerous tunnels. Furthermore, to guarantee the highest possible safety standards during operation—in compliance with the exceptionally stringent safety regulations mandated for underground railway environments—it was necessary to develop and implement advanced, high-performance electrical and mechanical systems.

The line has been fully open to the public since 13 December 2009.

“Rail Axis 1” of the Trans-European Transport Network (TEN-T) conventional rail network

The first high-speed section to be commissioned in Italy.

The Florence–Rome railway (known as the Direttissima), approximately 254 km long, is a high-speed, high-capacity railway line, electrified at 3 kV direct current (DC) and equipped with conventional signalling featuring multi-code cab signalling and the SCMT (Sistema Controllo Marcia Treno) train protection system.

It holds the distinction of being the first high-speed line constructed in Europe, with more than half of the alignment having been opened on 24 February 1977. The corridor was fully completed on 26 May 1992, thereby delivering a connection between the two cities with a journey time of 1 hour and 30 minutes. The infrastructure is undergoing continuous upgrading to bring it in line with state-of-the-art HS/HC technological standards.

TEN-T Scandinavian – Mediterranean Corridor (Helsinki–Valletta)

The first in the world to adopt the innovative ERTMS/ETCS technology.

The line runs through the regions of Lazio and Campania for approximately 205 km and passes through 61 municipalities in the provinces of Rome, Frosinone, Naples, and Caserta. The alignment, approximately 63 per cent of which lies in the Lazio region and the remaining 37 per cent in the Campania region, comprises around 37 km of tunnels and 168 km of above-ground sections (consisting of cuttings, embankments, and viaducts).

Environmental mitigations executed to integrate the new infrastructure into the local landscape include: over 70 km of noise barriers, 225 hectares of environmental landscaping, and 149 targeted archaeological excavations. Integration between the high-speed line and the legacy network is delivered via three strategic interconnections at Frosinone, Cassino, and Caserta, spanning a combined length of 21 km; these are essential both for the expansion of regional traffic and for routing services towards the Adriatic coast along the Caserta–Foggia–Bari corridor. At km 213, the line connects directly with the new Naples–Salerno HS/HC line (known as the “inland Vesuvius line”).

On 13 December 2009, with the commissioning of the final section between Gricignano and Naples, the high-speed corridor was fully opened to the public.

“Rail Axis 1” of the Trans-European Transport Network (TEN-T) conventional rail network

This line extends the North-South high-speed link.

A double-track railway line, electrified at 3 kV direct current (DC) and equipped with conventional signalling featuring 9-code cab signalling and the SCMT (Sistema Controllo Marcia Treno) train protection system, the link was commissioned in June 2008 with the primary objective of relieving capacity constraints at the exceptionally congested Naples junction.

Stretching 32 km in length and recognized as a critical infrastructure requirement since the 1980s, the corridor was constructed using the structural model of HS and HC lines. It supports a maximum operational speed of 250 km/h—matching the Florence–Rome Direttissima Line—as a core component of the master plan to upgrade the national rail transport network for North-South long-distance traffic and to de-congest freight and regional passenger traffic across the lines in Campania.

TEN-T Scandinavian-Mediterranean Corridor (Helsinki–Valletta)

An integral part of the strategic works provided for in the “Sblocca Italia” decree (a measure introduced to fast-track major nationwide infrastructure and economic relaunch projects).

The project involves the construction and, in part, the modernisation of the existing rail link between the Tyrrhenian and Adriatic corridors, which currently suffers from a number of capacity bottlenecks, a highly winding route, and widespread infrastructure inconsistencies. The programme provides for the establishment of a direct link between Naples and Bari and the completion of the track-doubling on the Caserta–Foggia section, resulting in a total of 121 km of new line, of which approximately 63 km will be underground.

The Naples–Cancello variant forms the first section of the Naples–Bari route and, by connecting to the new Naples Afragola station, marks the integration of the legacy lines and the HS system. This new variant section will involve the construction of 15.5 km of new double-track line. The installation of a new computerised multi-station interlocking signalling system (ACCM), with its control centre in Naples, will, amongst other things, enable the decommissioning of all level crossings along the existing line, leading to a comprehensive improvement in traffic flow across the area. The total length of the new Cancello–Frasso Telesino section is approximately 16 km. The project involves upgrading the existing line to support higher operational speeds and doubling the track, with part of the route running parallel to the legacy line and part following a new alignment for approximately 6 km.

The investment will increase traffic capacity and train speeds (with peak speeds of 250 km/h), ensuring full interconnection and interoperability with the primary national and European rail corridors.

TEN-T Scandinavian-Mediterranean Corridor (Helsinki–Valletta)

An integral part of the strategic works provided for in the “Sblocca Italia” decree (a measure introduced to fast-track major nationwide infrastructure and economic relaunch projects).

The programme involves comprehensive works to increase line speeds along the existing network, alongside the construction of newly electrified double-track sections designed to link primary urban centres across both inland and coastal areas of Sicily, as part of the Helsinki-La Valletta European transport corridor. The capital investment will deliver high-throughput mobility for both passenger services and rail freight traffic, guaranteeing a substantial reduction in end-to-end journey times while unlocking widespread dividends for overall operational safety.

The construction of this rail route additionally serves as a major catalyst to revitalise the local economy, driving positive socio-economic knock-on effects across the industrial, tourism, social, and cultural sectors, directly linked to the structural optimisation of the island's comprehensive transportation services.