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RV2178 RV2195 IC652 IC656 IC658 IC675 IC679 IC685 Analysis of movement 1 / 11 March 2011 and 2011 trend

Pain On Right Hand Side And Blood In Poop

Third Crossing and existing lines

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The future of Trenitalia Cargo

From Shippingonline

"I do not I feel a strong commitment to take on the functionality of the railways in freight transport. " Word of the Minister of Infrastructure and Transport, Matteoli, that the hearing on Wednesday in the Senate Public Works Committee added that "it is difficult to get back on rail," especially after averne parlato anche con alcuni omologhi ministri europei. Ieri l’ad di Fs, Mauro Moretti, ha provato a metterci una pezza: «Il Paese ha bisogno che le merci vengano portate in treno - ha detto - attraverso i grandi corridoi europei e grandi centri modali. Ci stiamo attrezzando con il piano di sviluppo sulle merci con una visione europea e faremo la nostra battaglia». In effetti siamo alla vigilia della presentazione del piano industriale delle Ferrovie dello Stato per il periodo 2011-2015, che secondo indiscrezioni dovrebbe portare allo scorporo di Trenitalia Cargo. Lette in questo contesto, le parole di Matteoli non sembrano incoraggianti. Specie se si considera che ormai il cargo ferroviario è ridotto al 6% del traffico merci in Italia, a fronte di una European average of 17%. The spin-off of Cargo, is the most accepted version, would include a merger with other subsidiaries of the group, and then an eventual listing, for a possible entry of private. The problem is that the debate has never been opened. Before arriving in a process similar individuals would like to see what's inside the company to Fs, which is estimated to lose every year 300 million euro. Also if this is the solution.

Meanwhile, Europe is moving: the liberalization of the sector in Germany was launched at the end of the nineties. Today, Deutsche Bahn, which is controlled by the state to 100%, is the engine that pulls the whole system cargo del Paese, dove 34 compagnie private trasportano il 21% del traffico merci nazionale. La Spagna, che fino allo scorso anno aveva uno scartamento diverso rispetto agli altri Paesi europei, ha avviato un piano da 5 miliardi, e il gruppo statale Renfe ha diviso la controllata Mercancias in 5 società diverse, che saranno privatizzate al 45%. Per non parlare della Svizzera, che ha il 55% della quota di traffico su treno, e tartassa il trasporto su gomma per sostenere il cargo e le infrastrutture, come i basistunnel  del Loetschberg e del Gottardo (35 e 56 chilometri, il secondo aprirà quest’anno e collegherà la Pianura Padana con i porti del Nord Europa, tagliando fuori Genova in eterna attesa del Terzo valico).

In Italy the sector, the operators complain, in a block is legal, regulatory, managerial. The private carriers are 11, which must be added to all operators in the logistics related to the iron. They control 20% of the market, the rest of Cargo. For this reason, the fate of society is important. So far, the government's interest was low. Just look at incentives, the Berlusconi government has allocated 750 million for the road transport 27 million for rail cargo. Funds ecobonus that the road transport sector had failed to spend. And we continue to discuss the sale of 140 to 200 calls.

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On Napoli-Bari runs

From LaVoce.Info

The feasibility study for doubling the railway line Naples-Bari was made by RFI. Regards the socio-economic feasibility because it is assumed that there are no financial returns of any kind and that the State to pay for everything. The work is feasible, with a net benefit to the community of 683 million euro. But if the calculations are based according to international practice and directions to get to a net loss of social welfare. Even more disturbing traffic forecasts made by RFI, which probably confuses the possible supply and demand.

growing number of cost-benefit analysis public investment, which is an excellent thing. Too bad that there are still three small problems to overcome: a) studies are always done by neutral parties, that is interested to always say "yes", b) the studies are not used to compare alternative projects, and finally, c) have trivial errors in calculations, in some cases "against" the feasibility of the project (but obviously never large enough to say "no").

ACCOUNTS redone

latter case, the doubling of high-capacity line Napoli-Bari, 162.3 km long and the expected cost of 4.052 billion euro. The study was done by Rfi and concerns the socio-economic feasibility of the work. Was not properly examined the financial one, since it assumes that there are no financial returns of any kind and that the state pay for everything. The study work is feasible, with a net benefit to the community of 683 million euro.
For a thesis discussed environmental engineering at the Politecnico di Milano have redone the calculations presented, with the following, which are essential, adjustments:
1. For the value residual work has been referred to the international practice (50 per cent of the initial investment after thirty-six years), not to the astronomical number proposed by RFI (1.8 times the value of the investment) .
2. For the essay social discount has used a value of 3.5 per cent, recommended by the European Commission in Italy, instead of the rather higher, used by RFI (5.5 percent), which drastically reduces the estimated future benefits of the work.
3. For the benefits derived by the displacement of the current traffic from road to rail is used the method of variation of net surplus of the users (the one used by RFI, based on net change in costs for users, it is theoretically defensible and generates paradoxical values).
4. Next environmental benefits to estimated by RFI, reduced emissions generated by following the movement of traffic over links (benefits equal to 88,957 tons of CO 2 / year), emissions are measured CO 2
from the site, taking into account the international literature on the subject, which is very controversial. Dutifully keeping us "on the safe side", they have taken the lower unit values, from which we obtained an estimate amounting to 2,975,245 tons of CO 2 total. This value, translated into economic terms, according to European standards (50 € / ton di CO ₂ ), è risultato tuttavia scarsamente rilevante per la fattibilità economica dell'opera (incide solo per il 4 per cento dei costi di costruzione).
5.      Ma la sorpresa è venuta dai confronti   quantitativi   delle emissioni: assumendo che nello studio di Rfi sia corretta la stima del traffico spostato dalla strada (vedi oltre), occorrerebbero trentaquattro anni per recuperare il CO ₂   emesso dal cantiere!
6.      Con these need to adjust the net result for the community increased from 683 million to + - 837 million euro. That is, the infrastructure would lead to a net loss of social welfare.

AS TRAFFIC ON LINE

We come now to the more disturbing: the traffic forecasts made by RFI. The new line is save, based on official figures, 1 hour and 17 minutes for passenger trains and probably a little 'less freight trains (The data for these is not specified). The rates should rise, or at most remain unchanged.
The experience and the literature show that the maximum value elasticities to journey time is around 2. Now, the traffic expected from the study arrives at quadrupled Rfi with the new line. By a trivial calculation shows that the value implicitly assumed elasticity is equal to more than 8. No explanations are given of any kind on the model used to achieve quell'inverosimile value. The feeling is that this is a slight confusion between supply and demand possible or desirable. Obviously, If in our review of the calculations presented above had taken a question "probable" on a new line, the social benefits would be further collapsed about a quarter of those estimates (and assumed by us to stay "on the safe side ", as required by international good practice in case of negative results of the analysis of economic feasibility).
The numbers seem so very eloquent. After a "slight miscalculation" of the feasibility study of the line AV Milan - Venice, already commented on lavoce.info e mai smentito dagli autori, sembra che la vicenda si ripeta. Si ricorda, per inciso, che quel "lieve errore" faceva passare il risultato da clamorosamente negativo a molto positivo…
Vale anche la pena di ripetere che nessuno attribuisce alle analisi costi-benefici significati "evangelici", soprattutto in contesti recessivi come quello attuale. Ma come strumento di confronto tra investimenti alternativi nello stesso settore, questo approccio sembra ancora senza rivali. Meglio però non continuare a chiedere all'oste se il vino è buono, perché l'uso agiografico e distorto dello  strumento (che inevitabilmente ne risulta) non sembra davvero edificante né utile ad alcuno. Quel vino diventa spesso aceto.

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The extraordinary loss of Minister Matteoli activism for the third pass

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Starts Work on the Treviglio between AV and Brescia

Starts Work on the Treviglio between High-speed and Brescia. The agreement for the opening of the yards in the first lot construction was signed on March 7 by Michele Mario Elia CEO of RFI and Pietro Franco Tali CEO of Saipem, for a total of 700 million entrusted to the General Contractor Cepav Two .
The total investment for the entire route Treviglio - India is 2,050 million euro, with the conclusion of the work planned in 2015.
The new AV / AC Treviglio - India will be 39 km long around and go through the provinces of Milan, Bergamo and Brescia. In Brescia, Brescia West interconnection will be carried out (about 12 km ) and the next stretch of 7 km across urban alongside the existing conventional line to the station in Brescia.

The project also includes construction of approximately 30 km of new roads to serve the municipalities affected by the works and environmental mitigation works. During the work will also perform all integrated operations with the new highway Bergamo - Brescia - Milan (Brebemi) currently under construction, which runs closely alongside the new railway line.
The new line, an integral part of European corridor Lisbon - Kiev, will be a further step in the realization of the HS / AC Milan - Verona (140 km total ) already in operation in 27 km from Milan to Treviglio (completed in July 2007) and in planning between Brescia and Verona.

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Verba volant, scripta manent?

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From next year the S Trenitalia / LeNord extended to Pavia, but the work of quadrupling (essential to ensure proper circulation to all trains) are not even at the design stage! The

In principle the extension of the lines in Pavia D is important for the whole basin of southern Lombardy and we can rejoice with friends from the Coordination commuters who Pavesi year asking for this service.

but I have strong doubts on the infrastructure (for which there is no short no quadrupling). The S in the Lombardy region do not interfere with other traffic, nor regional nor with the medium haul. Among Rogoredo and Pavia, which is currently running only two tracks and we would not want the profits to train S causing any problems to the movement of trains is also important for regional Voghera, Stratford, Tortona and Novi Arquata and that of IC is also important for Liguria.

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disconcerting and painful lamentations

FSNews From:

Vandals in action at night to Rapallo station . broken into the self service ticket and stolen more than 2,000 € content.
In Liguria, Rapallo, the self-service is in addition to another 28 currently out of commission for vandalism and theft.
In 2009-2010 were 55 thefts for a sustained amount of approximately € 60 thousand (only 37 thousand in 2010). To these must be added more than 20 incidents of vandalism without stealing money, but they still caused inconvenience to customers and, in many cases, a further economic loss to the Railways due to loss of revenue, especially in places where le emettitrici costituiscono l’unico canale di acquisto del biglietto.  
I colpi avvengono sempre nelle ore notturne, sia in stazioni non presenziate sia in quelle dove, anche di notte, sono presenti i capostazione o la Polizia ferroviaria.  
Dopo un furto con scasso, le self service spesso non sono riparabili e, quando è possibile aggiustarle, i tempi di lavorazione sono in media 5 volte più lunghi delle riparazioni “ordinarie”, cioè quelle che avvengono per usura e inconvenienti tecnici, con fermi macchina che variano da settimane fino ad alcuni mesi.  
The cost of repairs, depending on the damage varies from 200 to 3-4 thousand euro per car.
Incidents like this only cause economic damage and image to the FS group, causing the deterioration of a common good and obvious inconvenience to customers.

Note

is not the first time that follow this absurd lamentations of Trenitalia.

Trenitalia complains to operate in a country with high crime? Well, if you get up the tents and go to work elsewhere ...

There seems puzzling that a company the size of Trenitalia does not know or do not want to radically change its policy regarding vending machines.

If the emitting Trenitalia are regularly scassinate there will be reasons!

are old, obsolete, easy to break into!

Why Trenitalia lieu of periodic and painful lamentations will not change the vending machines and replace them with capable of withstanding the theft?

Why Trenitalia instead crying over spilled milk from the rogues do not get attached to the camera above the vending dell''ordine forces, for their protection or private security company?

The losers are honest travelers who buy tickets for Trenitalia (especially regional tickets are not always available for purchase via the Internet) are crazy.

We believe that the Liguria region should immediately require the return of all Trenitalia ticket machines at all stations in Liguria and, above all, calls to stop immediately Trenitalia to publish and bewildered painful lamentations on his online newsletter.

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Trenitalia Italy v France: integration and services or, hell and heaven, the assessor Transport of the Province of Genoa Dagnino has something to say? The ballet

ITALY

From Monday, March 7, 2011, ATP will cut 600,000 km of racing and a dozen people, including employees and staff, with an already established but not "adequately publicized ". The tough stance of the Labour Centre of Genoa: "Due to increases in rates in six months, staff cuts, doubling the contributions of ATP and is now common to cut the lines, as well as damage now comes the trick" . Another of the points already the subject of frequent discussions is the lack of integration with the ticket Amt "So the user proveniente dai comuni limitrofi, a Genova, si trova a pagare il doppio della tariffa (3 euro)”. L’intervento, secondo le stime della Camera del Lavoro, colpirà per il 60 per cento i comuni del Levante con forti ridimensionamenti nei collegamenti tra Chiavari e Sestri Levante, sull’entroterra e su Santa Margherita. Mentre il restante 40 per cento si concentrerà sull’alta Valpolcevera (gruppo E-H) con 15 corse in meno su Sant’Olcese – Campomorone – Pedemonte e le frazioni ad esse collegate che rimangono senza servizi. “Su questi atti – chiosa la segreteria – pesa enormemente l’assenza più totale di coordinamento con la Regione e ancor di più fra Provincia e Comune di Genova, proprietari di ATP e AMT”. Ma sulle conseguenze dei tagli non c’è un’unica visione: “L’impatto – spiega Filippo Gioiele, Uiltrasporti – chiaramente si sentirà di più dove già esisteva una situazione di carenza, ma in generale non sarà così evidente. Quanto all’esubero, non ci sarà nessun ricorso alla cassa integrazione, ma una riduzione delle ore di straordinario, e poi stiamo studiando un metodo per l’utilizzo del così detto fondino regionale, che per Atp ammonta a circa 600 mila euro”. Lunedì sarà comunque una giornata cruciale: oltre ai tagli Atp, a Genova i sindacati incontreranno il nuovo amministratore delegato AMT, François Dernoncourt which substitutes today, Franck Olivier Rossignolle after subentratata Transdev RATP and driving, together with the Municipality, local transport company national.

FRANCE

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thirty years of continuous third pass

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Dal rapporto AMBIENTEITALIA 2011 di Legambiente

 

Il governo e le regioni riducono i finanziamenti al trasporto pubblico che si traducono per i cittadini italiani in aumenti delle tariffe del trasporto pubblico locale e delle ferrovie in generale e in riduzione del servizio nelle città, nelle regioni, nella media e lunga percorrenza.

Secondo rumors to be confirmed, the business plan 2011-2015 FS:

• limit the regional service offered by Trenitalia for commuters and this damage will add to the mockery of the strong increases tariff that many regions have already made or are about to operate;
• FS SpA abandon any "social" role in the transport medium and long distances (or disappear all the IC currently contained in the Contract for the Universal Transport with the Ministry of Transport and Infrastructure) and will be replaced (only where it deems profitable Trenitalia) with trains billed at market prices;
• the national production system can no longer send their goods by rail (it will be dismantled Trenitalia Cargo), depriving the already congested (and polluted) of the main alternative to road transport modal can in Italy ;

All responses will increase the number of private vehicles in circulation and the rate of pollution in our cities, as well as financial impact on the pockets of us all.

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March 6 National Day of the Railways forget

will be held this domenica la quarta giornata nazionale delle Ferrovie dimenticate. L’evento, organizzato da CoMoDo, confederazione di Associazioni che si occupano di mobilità alternativa, tempo libero e attività outdoor, ha lo scopo di promuovere una rete nazionale di mobilità dolce e di riscoprire, a piedi, a cavallo o in bici, seimila chilometri di ferrovie dismesse in tutto il nostro territorio. Per l’occasione è stato organizzato anche un concorso fotografico, “Un finestrino sul paesaggio”, in cui verrà premiata la migliore e più originale foto di viaggio scattata da un finestrino del treno. Il vincitore riceverà come premio un week end con Alpine Pearls, associaizone impegnata nella promozione di un turismo sostenibile Soft mobility.

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Liguria and Piedmont against Matteoli, Moretti threatens cancellation of IC 149 and other EScity wins hands down on the rail and rubber

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IC 652: foiled robbery and arrested the thieves in Pavia, the need to filter prior to Brignole IC and Principe

This morning the "usual suspects" rogues that someday use the RV 2178, a few more days the IC 652 have agreed to act sull'IC 652, implementing the theft of a bag (containing, among other things, a PC) to a passenger who was dozing. ;

The emergency crew Trenitalia (And we thank them for their professionalism and kindness manifested) has allowed the operation of a patrol in Pavia Polfer and the arrest of the perpetrators of the theft.

In this communication we want to once again denounce the lack of security that characterizes the early morning travel on trains (RV 2178 and IC 652 in particular).

We believe that it is not worthy of a civilized country that hundreds of workers and workers who get up early every morning in Genoa to go to work in Milan are likely to be at best harassed by groups of "travelers" who scream without a ticket, listen to music, smoking and place the shoes on the seats and at worst being robbed or robbed of their tools.

therefore reiterate once again the need for a preventive filter stations in Genoa act to deter rogues and "Portuguese" to get on the RV or on 2178 'IC 652.

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Genova / Torino deleted: the disconcerting reply Trenitalia by Pontius Pilate and the position of Minister Matteoli

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Analysis of five months of Genoa / Chiavari