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Turin–Lyon high-speed railway

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Turin–Lyon high-speed railway
Company typeInfrastructure project
IndustryRail transport
Founded2002
Headquarters
Turin and Lyon
,
Italy, France
Area served
Italy, France
ProductsHigh-speed rail transport infrastructure
ParentTunnel Euralpin Lyon Turin (TELT SAS), RFI, SNCF Réseau

The Turin–Lyon high-speed railway represents a cross-border rail connection currently being developed to link the high-speed networks of both Italy and France. Stretching approximately , more than of this route will run underground. The centerpiece is a international segment that traverses the Alps through the Mont d'Ambin Base Tunnel, connecting the Susa Valley in Piedmont with the Maurienne area in Savoie. Upon completion, this tunnel will become the longest rail tunnel worldwide, exceeding the length of the Gotthard Base Tunnel. Initially, the total project cost was estimated at €25 billion in 2016, with €8 billion earmarked for the cross-border portion; by 2024, this figure rose to €11 billion following the signing of most contracts. To date, construction has commenced exclusively on this international section.

Drawing parallels with Switzerland’s NRLA initiative, the railway’s objective is to transfer freight from road to rail transport, thereby lowering CO2 emissions and local pollution levels. Additionally, it will offer faster passenger services that aim to decrease reliance on air travel. The new alignment will reduce travel durations and support heavy freight trains running at speeds, benefiting from gentler inclines and broader curves that enhance energy efficiency. Although commonly referred to as "high-speed," its intended maximum speed of does not meet the European Commission’s minimum threshold for high-speed rail classification. The European Union currently finances 40% of tunnel expenses, with intentions to raise this contribution to 55%, also extending support to French access infrastructure beyond existing modifications.

The initiative has encountered opposition due to its substantial costs amid declining traffic trends when launched, environmental challenges linked to tunneling activities, and relatively modest time savings compared to air travel on routes such as Milan–Paris. A 2012 audit by the French Court of Audit expressed doubts about projected costs and traffic volumes. Resistance is primarily coordinated by the No TAV movement.

Civil engineering works began in 2002 focusing on access points and exploratory tunnels for geological surveys. Between 2016 and 2019, a full-diameter gallery was excavated from Saint-Martin-de-la-Porte heading toward Italy, accounting for roughly 8% of the total tunnel length. The international section's completion is projected for 2033 as of mid-2025.

Pre-construction studies

The proposal for the new line sparked intense controversy, particularly within Italy. Following violent protests during a reconnaissance effort near Susa in 2005, an Italian governmental commission was formed in 2006 to investigate related concerns. From 2007 through 2009, this commission issued seven detailed reports (Quaderni), culminating in an eighth report released in June 2012 that summarized a comprehensive cost–benefit analysis.

Existing high-altitude route

Since its establishment in 1872, the Turin–Modane railway has connected Turin and Lyon via the Fréjus Rail Tunnel, situated at an elevation of . Initially constructed as a single-track line, it was later doubled and electrified during the early decades of the twentieth century. The Italian segment underwent modernization efforts between 1962 and 1984 and again from 2001 through 2011. Due to its low maximum altitude combined with tight bends and steep gradients reaching up to 30‰, speed is limited and freight trains often require multiple locomotives.

This railway is segmented into four parts:

The initial segment encompassing the Fréjus tunnel represents a capacity constraint due to its elevation profile, curvature, gradient challenges, and limited tunnel clearance. A study conducted in 2007 using CAPRES modeling estimated a maximum throughput of 226 trains per day under then-current safety protocols; freight train movements were restricted to approximately 150 daily due to operational inefficiencies. This translated into roughly 20 million tonnes transported annually under practical conditions, with a theoretical upper limit near 32 million tonnes.

Noise pollution affects around 60,000 residents living within close proximity of the line, imposing restrictions on nighttime train operations. In 2007, actual usage reached only about one-third of theoretical capacity, partly because of height restrictions and steep gradients deterring traffic.

Conversely, a study from 2018 indicated that the line was approaching capacity limits since current safety regulations prevent passenger and freight trains from passing inside the single-tube Fréjus tunnel simultaneously. Trains must fully clear the entire tunnel length before opposing trains can enter, severely limiting throughput. Additionally, the Maurienne valley route remains susceptible to rockfalls; a significant landslide in August 2023 caused closure lasting over eighteen months and necessitated substantial investment for reopening efforts.

Freight traffic forecasts for Frejus and Mont-Blanc corridors

The table below presents the 2007 projections for freight volumes (in million tons annually) along the Frejus and Mont-Blanc corridors, derived from data available at that time and prevailing macroeconomic trends:

Scenario 2004 2025 2030 Annual growth
2004–2030
Without new infrastructure 144.0 264.5 293.4 2.8%
Rail freight across Alps 48.0 97.7 112.5 3.3%
Modane corridor total freight 28.5 58.1 63.8 3.1%
Rail freight on Modane corridor 6.5 15.8 16.4 3.6%
With new infrastructure 144.0 264.5 293.4 2.8%
Rail freight across Alps 48.0 111.4 130.7 3.9%
Modane corridor total freight 28.5 63.5 76.5 3.9%
Rail freight on Modane corridor 6.5 29.5 39.4 7.2%
Heavy vehicle traffic (thousands per year) 2004 2025 2030 Annual growth
2004–2030
Without new infrastructure 1,485 2,791 3,121 2.9%
With new infrastructure 1,485 2,244 2,447 1.9%

Advocates for the new line anticipate that rail freight volumes on the Modane corridor could nearly double compared to existing forecasts, attributing this to quicker transit durations and reduced energy requirements due to a gentler gradient—although such projections are subject to uncertainty, as previous transport projects have demonstrated both overestimations and underestimations.

Some analysts challenge the necessity of constructing a new France-Italy connection along the Modane route, proposing that modernizing current infrastructure combined with fiscal measures encouraging rail usage and increasing road tolls might sufficiently enhance rail traffic without new construction efforts. Nonetheless, political opposition to increased taxation remains strong, illustrated by France's abandonment of a trucking ecotax in 2013 following sector protests.

A study conducted in 2018 has largely resolved this discussion by indicating that the existing line is approaching capacity limits, largely due to tighter safety standards restricting tunnel throughput. The proposed new line would also raise safety levels and enable the older route to be dedicated to regional and suburban services—especially important around the heavily trafficked Turin area.

New railway line

The proposed railway features a maximum incline of only 12.5‰, markedly less steep than the previous line’s gradient of 30‰, and reaches a maximum elevation of , compared to . Larger curve radii allow heavy freight trains to operate at speeds up to , while passenger trains can travel at , thereby lowering energy consumption significantly. This faster route will reduce Milan-Paris journey times from seven hours down to four, positioning rail travel as a viable alternative to air transport for central city connections.

This railway is segmented into three parts with separate management responsibilities:

  • The international stretch between Saint-Jean-de-Maurienne (Savoie) and Bussoleno, which includes the Mont d'Ambin Base Tunnel, is overseen by Tunnel Euralpin Lyon Turin (TELT SAS), a partnership between RFI and SNCF;
  • The French segment extending from Saint-Jean-de-Maurienne to Lyon is managed by SNCF Réseau;
  • The Italian portion from Bussoleno (in the Susa valley) to Torino falls under the jurisdiction of RFI.

Owing to the challenging Alpine terrain, the French section spans approximately 140 km—nearly three times longer than the Italian segment measuring about 46.7 km.

French section

The French segment envisions distinct passenger and freight corridors between Lyon and the Maurienne valley.

The passenger route will link the LGV Sud-Est near Gare de Lyon Saint-Exupéry with central Lyon stations, extending toward Italy and Chambéry. It will also connect onwards to Annecy via Aix-les-Bains and to Bourg Saint-Maurice through Albertville. This alignment is projected to cut travel durations by nearly 45 minutes from Paris or Lyon to Aix-les-Bains or Chambéry, and by almost one hour to Annecy. Additionally, it is expected to ease congestion on the heavily trafficked Lyon–Grenoble line by redirecting TGV services, thereby increasing capacity for regional trains.

For freight, the line will integrate with the upcoming Lyon rail freight bypass, follow the A43 autoroute, and traverse south of Chambéry through a tunnel beneath the Chartreuse Mountains. Initially constructed as a single track, it will ultimately comprise two separate tubes. The route proceeds through a 20–23 km tunnel under the Belledonne range, reaching Saint-Jean-de-Maurienne. This dedicated freight corridor avoids densely populated zones such as Aix-les-Bains and Chambéry and safeguards the Lac du Bourget freshwater reservoir from risks associated with freight transport incidents.

In January 2024, prior to an EU financing deadline, the French government alongside regional authorities secured funding commitments for detailed studies on this segment. By December 2024, France selected the fastest and highest-capacity option—albeit the most costly—a dual-track mixed-use line from Grenay near Lyon to Avressieux near Chambéry, complemented by a single-track freight line from Avressieux to Saint-Jean-de-Maurienne.

Italian section

Following consultations led by Government Commissary Mario Virano, the Italian alignment was finalized in August 2011. It circumvents resistance in the Susa valley by rerouting away from the initially proposed path along the Dora Riparia river, which would have required a viaduct at Venaus and a tunnel near Bussoleno.

International section

Stretching approximately 57 kilometers between Saint-Jean-de-Maurienne (Savoie) and Bussoleno (Piemonte), this cross-border portion represents the only section currently under major construction. The Mont d'Ambin base tunnel beneath Mont d'Ambin stands as the project’s centerpiece engineering achievement, featuring an underground service and rescue facility planned close to Modane.

Construction progress

Civil works commenced in 2002 with access shafts and exploratory tunnels. While tunnel excavation was initially planned for 2014–2015, formal approval arrived only in 2015 with an estimated budget of €25 billion, including €8 billion allocated for the base tunnel alone. The international treaty was ratified following a vote by the French Senate in January 2017.

Beginning in 2016, a 9 km gallery was excavated from Saint-Martin-de-la-Porte toward Italy along the South tube’s final diameter axis despite awaiting full project endorsement. Encountering fractured coal-bearing schists late that year caused delays; however, after reinforcement using resin injection, tunneling recommenced and concluded on schedule and within budget by September 2019.

Tendering for main tunnel contracts experienced setbacks due to political disputes within Italy’s coalition government. In March 2019, Prime Minister Giuseppe Conte paused contract launches but later reversed this decision to safeguard EU funding. By June 2020, contracts worth €2.8 billion were awarded; an additional €3 billion followed in September 2021 for excavation covering approximately 80% of the tunnel on the French side.

Contracts include:

  • Work Package 1 (€1.47 billion) – spanning Villarodin-Bourget/Modane to the Italian border; scheduled over 72 months using two tunnel boring machines (TBMs).
  • Work Package 2 (€1.43 billion) – covering Saint-Martin-de-la-Porte/La Praz to Villarodin-Bourget/Modane; planned for 65 months employing three TBMs (including an initial 10 km excavated during 2016–2019).
  • Work Package 3 (€228 million) – from Saint-Julien-Mont-Denis portal to Saint-Martin-de-la-Porte; characterized by difficult geology requiring jackhammering and drill/blast methods over an anticipated duration of 70 months.

Work on Work Package 3 began in December 2022 and had advanced approximately 1.7 km per tube by April 2025. Preparations are underway for deploying five Herrenknecht-manufactured TBMs—the only European supplier—with deliveries scheduled between July 2023 and February 2024, followed by assembly onsite starting July 2024. The inaugural TBM was officially launched on April 1, 2025, in a ceremony attended by Italian and French transport ministers, with tunneling operations commencing that summer.

In August 2023, TELT awarded contracts for excavation of the Italian portion and issued a €3 billion tender covering outfitting and maintenance for the first seven years of tunnel operation. By August 2024, excavation had reached a total of 14 km of main tunnels (both tubes combined) plus 23.5 km of auxiliary galleries. Completion of the international section is anticipated around mid-2033.

Opposition to the project

Since the early 1990s, numerous inhabitants across the 112 municipalities along the railway's path have voiced resistance to the development. The Italian No TAV campaign—named after the abbreviation for Treno Alta Velocità (high-speed train)—has been a significant opponent of the construction efforts. While opposition in France exists, it is comparatively less pronounced. According to a 2019 survey commissioned by TELT, resistance intensifies nearer to the tunnel location but still constitutes a minority even within the Susa and Maurienne valleys.

Local French perspectives

In Chimilin, a community of approximately 1,100 residents divided by the railway line, municipal authorities have resisted the plans since 1992; former mayor Marie Chabert highlighted economic instability as detrimental to local prosperity. In Villarodin-Bourget, both citizens and the 'Association pour la Sauvegarde du Site du Moulin' have objected to a proposed 4-kilometer exploratory tunnel since 2002, aligning their stance with that of No TAV. Mayor Gilles Margueron declared unequivocal opposition following thorough analysis.

The No TAV movement in Italy

Originating in Italy’s Susa Valley around 1990, the No TAV movement initially aimed to inform residents impacted by the project, receiving support from local mayors and the Comunità Montana. Beginning in 2000, it broadened its activities to include demonstrations, occupation of social centres, trade union alliances, and participation in social forums, often drawing parallels to partisan resistance during World War II.

Although primarily endorsing peaceful direct action, certain protests escalated into violence. The movement’s activities encompass Catholic prayer gatherings at Chiomonte construction zones and communal events such as dinners and flash mobs. Near Venaus, a land occupation known as the 'Presidio' remains established close to where the original exploratory tunnel was planned.

Arguments

The No TAV advocates challenge the project's legitimacy, financial justification, and safety by referencing studies and expert assessments from Italy, France, and Switzerland. They argue that the new railway is unnecessary and excessively costly, influenced by construction industry interests. Their principal concerns include:

  • A preference for improving existing rail infrastructure.
  • The Frejus rail tunnel’s current underutilization and steady or decreasing traffic through the Fréjus Road Tunnel, although recent research suggests rail capacity is approaching limits due to enhanced safety regulations.
  • Skepticism regarding economic viability given the substantial investment required.
  • Potential environmental catastrophes.
  • Health risks related to possible uranium and asbestos deposits near tunnel zones; however, extensive excavation has not uncovered these substances. Proponents contend that contamination fears are exaggerated or unfounded.

Opponents have compiled a comprehensive list of 150 objections against the new line in detailed reports from Pro Natura Torino and various assemblies.

Detractors often dismiss the No TAV movement as a typical NIMBY (Not In My Back Yard) reaction, emphasizing the tunnel’s role in lowering pollution and CO2 emissions. Conversely, No TAV supporters underscore concerns about LULU (Locally Unwanted Land Use).

See also

References

  • Quaderno 1: Linea storica – Tratta di valico [Volume 1: Historic line – upper segment]. Osservatorio Ministeriale per il collegamento ferroviario Torino-Lione, Rome, May 2007
  • Quaderno 2: Scenari di traffico – Arco Alpino [Volume 2: Traffic projections – Alpine passes]. Osservatorio Ministeriale per il collegamento ferroviario Torino-Lione, Rome, June 2007
  • Quaderno 3: Linea storica – Tratta di valle [Volume 3: Historic line – lower segment]. Osservatorio Ministeriale per il collegamento ferroviario Torino-Lione, Rome, December 2007


External links

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