The Turin-Lyon rejected without appeal: this is the result of the cost-benefit analysis on the TAV, according to what emerges from the draft viewed by Tgcom24. The numbers that emerge in the analysis conducted by a pool of experts led by Professor Marco Ponti of the Politecnico di Milano, and already presented in draft in France, say that the high-speed line will not be able to decongest the movement of goods by road. gravitates around Turin. The traffic that passes on the Turin ring road every day, according to the document, amounts to a total of 400 vehicles, of which 80 heavy vehicles. Of these, only a small part (according to the official average data of 2018 reported by the Sitaf company) today take the road route that would in fact be supplanted by the TAV: in fact, 2.150 trucks cross the Frejus tunnel every day (and over 3 thousand cars ) and about 3.300 articulated lorries that travel the A32 Turin-Bardonecchia in both directions.
This is why, according to the study group, the traffic problem around Turin could even be exacerbated by the new railway line. Since now almost no local industry has a railway junction, in fact all goods coming from Piedmont should be conveyed to the Orbassano Interport, with a consequent increase in congestion of heavy vehicles to the southwest of Turin. The benefit, in terms of reduction of road transport, would have "only" for the incoming loads from the Milan-Verona-Trieste line (that of the Corridor), however, about which presumably not enough has been done over the years to favor the transport by rail, considering that still on the A4 between Turin and Milan 13.500 trucks run every day, even in the presence of an alternative and renewed railway track.
Furthermore, the cost-benefit analysis does not foresee an increase in the flow of goods on the route, not even with the opening of the new railway line, because the multiplier effect that was recorded in a few years with the opening of the same road tunnel Frejus was largely due to the dropping of customs barriers within the European Community. Today, in short, the exchange capacity on the Italy-France routes - regardless of the infrastructures - would have essentially reached saturation level, according to the study. Now, in the light of this verdict, increasingly gloomy times are emerging in Italy-France relations.
And even the construction of the Genoa-Milan Third Pass - the subject of another cost-benefit analysis conducted by the same working group in November, with an equally negative outcome - would not move much. Not for the infrastructure itself, but for the inefficiency of the Italian port system, including that of Genoa, as recently underlined by a World Bank report cited in the document. Against an average time of release of goods in Genoa, between unloading and customs clearance operations, of 17 days, in Rotterdam everything is done in just 5 days. And an hour or so of advantage in traveling the Milan-Genoa would certainly not compensate for a 12-day delay in port timing.
