Comparison between Italo NTV and FrecciaRossa with legal, social and economic considerations

Comparison

Academic Year 2015/16 between Italo NTV

and FrecciaRossa

HST technology,

with legal, social

and economic

considerations

Università degli studi di Palermo

Corso di Gestione

dell’Innovazione Tecnologica

Prof. Umberto La Commare

E. Liga, A. Mattaliano, C. Scimeca, R. Scimeca

Chapter 5 – Environmental impact Index

INDEX ......................................................................................................................................................... 1

TABLES OF FIGURES ............................................................................................................................... 1

1. L E R T ............................................................................ 2

IBERALIZATION OF UROPEAN AILWAYS AND RAINS

2. I ............................................................................................... 5

NTRODUCTION TO THE GENERAL SITUATION

3. W ? ......................................................................................................................... 7

HO BUILDS THESE TRAINS

4. S ................................................................................................................................ 7

TRUCTURAL FEATURES

5. R ......................................................................................................................................................... 10

OUTES

6. T ........................................................................................................................................................ 12

ARIFFS

7. O ........................................................................................................................................ 16

NLINE SERVICES

8. F .................................................................................................................................. 18

ACILITIES ON BOARD

9. C ........................................................................................................................... 21

USTOMER SATISFACTION

10. S ......................................................................................... 22

TATISTICS ABOUT DELAY AND PUNCTUALITY

11. C ............................................................................................... 25

OMPARISON BETWEEN REFUND POLICIES

12. R -M ............................................................................................................................................. 27

OME ILAN Tables of figures

F 1 ‐ NTV ..................................................................................................................................... 5

IGURA SHAREHOLDERS

F 2 – I F ................................................................................................................... 6

IGURE TALO AND RECCIAROSSA TRAINS

F 3 – F R I : – ....................................................................................... 10

IGURA RECCIA OSSA AND TALO TRAINS LEFT SIDE VIEW

F 4 – F R ...................................................................................................................... 11

IGURE RECCIA OSSA CONNECTIONS

F 5 – I ’ .................................................................................................................................. 12

IGURE TALO S DESTINATION

F 6 – F ................................................................................................................................. 15

IGURE RECCIAROSSA PRICES

F 7 – I ............................................................................................................................................. 15

IGURE TALO PRICES

F 8 – P T ..................................................................................................................... 17

IGURE RONTO RENO SCREENSHOTS

F 9 – I T S ......................................................................................................................... 17

IGURE TALO RENO CREENSHOTS

F 10 – M F ................................................................................................................ 19

IGURE ENU ON RECCIAROSSA BOARD

F 11 – P 2014 ...................................................................................................................................... 20

IGURE RICES OF

F 12 – I ........................................................................................................................................... 21

IGURE TALO DISHES

F 13 – E .................................................................................................................. 23

IGURE VOLUTION OF KEY INDICATORS

F 14 – D ............................................................................................................................ 24

IGURE ISTIBUTION OF DELAYS

F 15 – T ........................................................................................................... 25

IGURE REND OF AGGREGATE PER WEEKDAY

F 16 – B M ‐R : ..................................................................................... 28

IGURE USINESS ILAN OME ROUTE TRAINS AND FLIGHTS

F 17 – S ................................................................................................................................. 29

IGURA PEED COMPARISON

F 18 – A ................................................................................................................. 29

IGURA VERAGE COST OF TRAIN TICKET

F 19 – P M ‐R ................................................................................................................ 30

IGURA RICES ON ROUTE ILAN OME

F 20 – C A , T NTV ................................................................................ 30

IGURA OMPARISON BETWEEN LITALIA RENITALIA AND

F 21 – C ................................................................................................. 31

IGURA OMPARISON BETWEEN PLANES AND TRAINS

F 22 – R M R .................................................................................................................. 31

IGURE OUTE FROM ILAN TO OME 1

Comparison between Italo NTV and FrecciaRossa

Comparison between Italo NTV and FrecciaRossa

1. Liberalization of European Railways and Trains

In Italy, as well as in many countries in Europe, the railway systems developed as separate

privately owned companies operating regional networks with permission to construct and

operate a line being granted or instructed by government legislation. During the 20th century

the railways became organized and run through a country wide organization often through

nationalization. These entities in general had total or virtual monopolies. These national

companies were vertically integrated organizations and it was difficult or impossible for private

or regional enterprises to run their own trains on the national networks, or to compete in other

EU country's railway systems.

Thus in 1991 EU Directive 91/440 was created to make it a legal requirement for independent

companies to be able to apply for non-discriminatory track access (running powers) on a

1 .

European Union country's track

The First Railway Directive 91/440/EC is European Union Directive that sets out an EU law

framework and requirements for railways in the EU to allow open access operations on railway

lines by companies other than those that own the rail infrastructure. The legislation was further

2 .

extended by further directives to include cross border transit of freight

The aims of the directive are to create a more efficient rail network by creating greater

competition. To achieve the aim member states are required to ensure that organizations

operating the infrastructure (track, signaling etc.), and those operating services (trains) are

separate and run on a commercial basis. Additionally railway companies from all member states

are allowed to run services on any other member states rail infrastructure, both for passenger

transport and goods. The free competition provided by the mandate is optional for regional and

1 Directive 91/440/ec: also called “the first railway package”.

A. S. Bergantino, C. Capozza, M. Capurso, 2013, “L’effetto

2 della liberalizzazione ferroviaria sulle politiche di prezzo

Rivista

delle compagnie aeree e ferroviarie. Evidenze preliminari sui principali collegamenti ad alta velocità in Italia”,

di Economia e Politica dei trasporti n°3 articolo 6 2

Comparison between Italo NTV and FrecciaRossa

urban passenger trains. Though the original directive was seen by some as a law bringing about

privatization of the railways there are no requirements in the legislation requiring any level of

privatization; the main aim of the process was the "de-monopolization" of European railways,

with the aim of increasing competitiveness, a process referred to as 'liberalization'.

In addition to the 1991 Directive, other directives have been passed (the so-called Railway

Packages) which extended the liberalization train arriving at the present situation.

The intense process of liberalization of the sector begins with the first railway package (2001),

which introduces the principle of regulation of payment for access to the network and enunciate

principles on the regulation and allocation of access rights (discipline for release , extending

and amending licenses for railway undertakings; identification of a person or authority to take

charge of the allocation of rail capacity through the allocation of train paths according to the

principles of equity, non-discrimination, effectiveness and efficiency; identification of the

requirements to configure certain companies such as railway companies and the methods to be

used for the allocation of a train by the network operator). One of the major innovation is the

introduction in the European rail systems of the system of fees for access to the network. It is

what enables a wide liberalization, allowing the use of networks by a number of operators,

domestic and foreign, competing with each other.

The principle of the payment of charges for the use of the rail network is introduced not only to

allow a wide liberalization but also to allow the operator the coverage of at least a part of

management costs, giving the opportunity to the States to significantly decrease the amount by

3 .

grants given each year

In 2004, it approved the second railway package regarding interoperability, safety and

development of the European railway sector, and the establishment of a European Railway

Agency.

The third railway package, approved in 2007, brings changes in three different areas. Since the

beginning of 2010 takes place the 'opening of the market for international rail passenger

services: the company is allowed to carry out cross-border transport, but not internal to a

foreign country.

A. S. Bergantino, C. Capozza, M. Capurso, 2013, “L’effetto

3 della liberalizzazione ferroviaria sulle politiche di prezzo

Rivista

delle compagnie aeree e ferroviarie. Evidenze preliminari sui principali collegamenti ad alta velocità in Italia”,

di Economia e Politica dei trasporti n°3 articolo 6 3

Comparison between Italo NTV and FrecciaRossa

They introduce certain rights for travelers and improve other: transport companies have

obligations towards passengers and luggage as well as in case of delays and providing

assistance to persons with reduced mobility. At European level, it introduced a unified license

for train drivers, who so will not have to be changed at borders. Goods transport has been

4 .

affected by liberalization earlier than the passengers

At present the general legal scheme of railway liberalization in Italy is mainly regulated by the

5 , which transpose the European Directives 2001/12 / EC, 2001/13

Legislative Decree 188/2003

/ EC and 2001/14 / EC.

The Italian state has implemented the Directive which led to the separation of the various arms

of activity within the competence of the State Railways (FS).

For the state railway passenger service management was given in charge to Trenitalia and the

management of railway lines (already FS) has been assigned to an infrastructure manager, the

Italian Railway Network (RFI); Trenitalia and RFI are 100% owned by the State Railways, the

Holding.

RFI has among its main tasks the maintenance, traffic management, the allocation of rail

capacity (in terms of train paths or slots), the levying of circulation and supervisory activities of

the operating companies of services (businesses rail) with regard to road safety.

Trenitalia and all private companies operating on the rail routes have to pay to RFI of charges

for the use of lines and services to the infrastructure manager.

The railway services at the regional level of state network RFI remain the exclusive competence

of the regions that will rely on the basis of service contracts to railway companies (also public

and although already operators of regional routes, provided they meet the operating license and

financial coverage) through public competition (optional) with multi-year contracts limited.

Only some regions, however, have adopted the system of custody through the race, the other is

military service by Trenitalia (in-house or direct). According to Legislative Decree 422/97 the

individual regions could directly entrust rail services to railway undertakings on the market

(provided that they have the license or authorization, or the appropriate valid license issued by

nationally the procedures laid down by the same decree) or decide for the award with

A. S. Bergantino, C. Capozza, M.