“a rail doubling project to enhance regional and freight services”
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gennaio 2017 – maggio 2019
Regione del Veneto
Progettazione Definitiva ed Esecutiva
The Maerne – Castelfranco railway section to be doubled is included between the stations of Maerne di Martellago and Castelfranco Veneto for a total length of about 24.1 km. Within the scope of the first S.F.M.R. project phase, it remains the only relevant section with a single track and this fact constitutes an obstacle to the development of regional and freight services.
The railway infrastructure of central Veneto has been upgraded and modernised in recent years with the construction of the quadrupling of the Mestre-Padua line and the reorganisation of the Mestre node, in particular with the separation of flows to Trieste from those to Udine. In parallel to these interventions, the start-up of the SFMR has allowed to reduce the interference with rail-road traffic, to improve the accessibility to the stations and their usability.
The interaction between these phases leads to reconsider the function of some lines, in particular the Mestre – Castelfranco line which, in addition to its historical function as a service for regional traffic (commuters, students, ….), assumes in the regional transport framework the role of a national freight route with origin in the South and West and destination Venezia Marghera Scalo. In fact, the latter’s potential of 401 trains per day would be throttled by the obligation to cross the Padua C.le junction, which is unable to accommodate the expected combined increase in passenger and freight traffic.
Finally, with the planned complete reactivation of the belt line (Bivio Trivignano – Bivio Carpenedo and Bivio Olmo – Bivio Orgnano) a further West-East freight corridor will be created which would find a natural outlet on the line to Castelfranco, avoiding the need to involve the Treviso and Mestre stations. Therefore the future operation of the line will have two components, both significant: the regional one, estimated at 80 passenger trains, and the freight one with 30 trains a day.
The final design of the line includes the development of all the works for the realisation of the second track, the corresponding system engineering adaptations, the stop and station adaptations, the resolution of the interferences with the road network and technological networks for the suppression of the private railway crossings, which are not compatible with a two-track railway line, as indicated by RFI. The hydraulic works crossing the railway body (manholes and box culverts) are normally classified as minor works of art, but in this specific case, since there are more than 100 structures, they constitute a not secondary design aspect.
The doubling side was chosen on the basis of unmodifiable constraints by studying geometrical solutions to solve the problem of the offset of the existing subways and bridges along the line. The railway track has been designed with a track speed of 160 km/h, in order to allow trains of rank C to run at 180 km/h. The planimetric and altimetric layout allows the maximum design speed up to the entrance of Castelfranco, where the speed is reduced to 60 km/h for obvious system reasons.