The fog surrounding the construction of the Italian Terzo Valico dei Giovi project high-speed rail line has yet to lift, and the project's completion timeline seems increasingly uncertain. The delays have become a recurring feature of this endeavour, largely attributed to geological factors such as challenging rock and soil conditions that have stalled the tunnel boring machines (TBMs), as well as the discovery of anomalous gas concentrations in certain excavation zones. However, recent developments suggest that these well-known issues are not the only hurdles.
Additional challenges were disclosed during a Ligurian Regional Council session, though they garnered limited attention, being dismissed as mere fodder for political debate. Responding to an opposition query, Regional Infrastructure Councillor Giacomo Giampedrone revealed that, of the twelve planned excavation fronts, only eight remain operational. The four problematic sites are already well-documented: two at Radimero, where TBMs have been immobilised, and two at Voltaggio, where explosive firedamp gas has been detected.
Even among the eight active fronts, difficulties persist. Asbestos concentrations above the permissible threshold have been identified between the Cravasco and Castagnola construction sites, necessitating the implementation of specialised excavation and material recovery procedures. Furthermore, Giampedrone noted that slower progress is being made in zones with more demanding geomechanical profiles, particularly between Cravasco, Castagnola, and Val Lemme. A definitive solution for dealing with the significant gas presence at Voltaggio has yet to be found.
Given these substantial challenges, the Ministry of Transport has sought to clarify the situation. During a meeting chaired by Deputy Minister Edoardo Rixi, it was confirmed that halted excavation activities would resume, with particular focus on the TBM-stalled sections and gas-affected areas. However, this reassurance is partial at best, as the Ministry announced that work on the technically challenging sites would not recommence until spring or summer 2025. It's worth recalling that the first TBM stopped in June 2022, with the second following suit in October 2023. While some ancillary activities have continued at these sites, the cumulative delays significantly impact the project's overall timeline.
RFI had already addressed the revised work schedule in a November 2024 statement. The rail infrastructure operator maintained the goal of completing the project by 2026, but with two key caveats. First, this target pertains solely to the completion of infrastructure works, after which testing, trial operations, and pre-service activities will commence. Based on the current scenario, at least another year will likely elapse before the line becomes operational. Second, RFI clarified that initial rail services will operate on a single track, imposing inherent limitations until the project is fully completed—a timeframe that remains undefined. The operational model is also expected to remain provisional until 2027, when the line's full capacity and its allocation between passenger and freight trains can finally be determined.
Piermario Curti Sacchi
