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42-455: The station is currently managed by Rete Ferroviaria Italiana (RFI). However, the commercial area of the passenger building is managed by Centostazioni . Train services are operated by Trenitalia . Each of these companies is a subsidiary of Ferrovie dello Stato (FS), Italy's state-owned rail company. Verbania-Pallanza railway station is situated in the Fondotoce district of Verbania. It

84-568: A 3 kV DC supply. High-speed service was introduced on the Rome-Milan line in 1988–89 with the ETR 450 Pendolino train, with a top speed of 250 km/h (160 mph) and cutting travel times from about 5 hours to 4. The prototype train ETR X 500 was the first Italian train to reach 300 km/h (190 mph) on the Direttissima on 25 May 1989. The Italian high-speed rail projects suffered from

126-517: A joint-stock company, albeit remaining fully state-owned. Six years later, in order to comply with recently-issued railway legislation by the European Union , the Italian government planned the company's vertical separation between its infrastructure and services; while management of passenger service was to be handled by Trenitalia , the management of the lines themselves and general infrastructure lines

168-520: A major new multi-level high speed station at Belfiore designed by British architect Norman Foster . The Florence–Rome segment consists of the older " Direttissima " (literally: most direct ) line between the two cities, with a length of 240 km (150 mi). The first high-speed line in Europe, the " Direttissima " was completed in between 1977 and 1992. This segment is being upgraded by Rete Ferroviaria Italiana . Entering Rome, high-speed trains have

210-423: A maximum of 200 km/h (125 mph) on mainline tracks only. Service on the high speed lines is provided by Trenitalia and the privately owned NTV . Several types of high-speed trains carry out the service: Current limitations on the tracks set the maximum operating speed of the trains at 300 km/h (190 mph) after plans for 360 km/h (220 mph) operations were cancelled. Development of

252-500: A number of cost overruns and delays. Corruption and unethical behaviour played a key role. In November 2018, the first high-speed freight rail in the world commenced service in Italy. The ETR 500 Mercitalia Fast train carries freight between Caserta and Bologna in 3 hours and 30 minutes, at an average speed of 180 km/h (110 mph). The main public operator of high-speed trains ( alta velocità AV , formerly Eurostar Italia )

294-425: A result of Ministerial Decree n.330 being issued in 10 September 2013. Following the 2009 Viareggio train derailment, which caused the death of 32 people, a criminal proceeding was initiated. As a result of the investigation, former RFI CEOs Mauro Moretti and Michele Mario Elia were convicted for their roles in causing the accident. The Supreme Court later annulled the sentence of the appeal judge, referring

336-568: A state-owned monopoly. 25 million passengers traveled on the network in 2011. In 2015, ridership increased to 55 million for Trenitalia and 9.1 million for NTV, for a combined 64 million passengers. The Direttissima opened in 1977 as the first high-speed rail route in Italy and Europe , connecting Rome with Florence . The top speed on the line was 250 km/h (160 mph), giving an end-to-end journey time of about 90 minutes with an average speed of 200 km/h (120 mph). This line used

378-402: Is Trenitalia , part of FSI . Trains are divided into three categories (called " Le Frecce "): Frecciarossa ("Red arrow") trains operate at a maximum of 300 km/h (185 mph) on dedicated high-speed tracks; Frecciargento (Silver arrow) trains operate at a maximum of 250 km/h (155 mph) on both high-speed and mainline tracks; Frecciabianca (White arrow) trains operate at

420-463: Is co-financed in equal measure by Italy and Austria and 50% by the European Union. As of 2020, half of the tunnel's length has been excavated and it is due to be opened in 2032. A new high speed line between Verona and Fortezza is constructed on the Italian side and is about 180 km (110 mi) long. The line will have a design speed of 200–250 km/h (120–160 mph) and will quadruple

462-553: Is sandwiched between Lake Mergozzo and the river Toce , just upstream from where the Toce flows into Lake Maggiore . The station was opened on 16 January 1905, together with the rest of the Arona – Domodossola section of the Milan–Domodossola railway. The composite name Verbania-Pallanza denotes the station's location within the borders of the former town of Pallanza , which, in 1939,

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504-524: Is the Italian railway infrastructure manager , subsidiary of Ferrovie dello Stato (FS), a state-owned holding company . RFI is the owner of Italy's railway network , it provides signalling, maintenance and other services for the railway network. It also operates train ferries between the Italian Peninsula and Sicily . RFI's origins can be traced back to a series of railway sector reforms enacted by

546-520: Is the major north–south corridor of the high-speed network. The Milan–Bologna segment opened on 13 December 2008. Its construction cost was about 6.9 billion euro. The 182 km (113 mi) line runs parallel to the Autostrada del Sole , crossing seven provinces and 32 municipalities . There are eight connections with historic lines. At the Reggio Emilia interconnection a new station designed by

588-470: The ETR 1000 by AnsaldoBreda and Bombardier Transportation (which is designed to operate commercially at 360 km/h (220 mph), with a technical top speed of over 400 km/h (250 mph), is proceeding, with Rete Ferroviaria Italiana working on the necessary updates to allow trains to speed up to 360 km/h (220 mph). On 28 May 2018, the Ministry for Infrastructures and Transportation and

630-538: The EuroCity trains travelling between Milan and Domodossola. The station is interchange with the suburban bus line linking Verbania with Omegna , operated by VCO Trasporti . As of the December 2023 timetable change, the following services stop at Verbania-Pallanza: [REDACTED] Media related to Verbania-Pallanza train station at Wikimedia Commons Rete Ferroviaria Italiana Rete Ferroviaria Italiana (RFI)

672-434: The Italian high-speed rail network . This has been due to a greater rate of utilisation having been achieved, which can be in turn partially attributed to the arrival of private operators, such as Nuovo Trasporto Viaggiatori (NTV), upon the Italian rail network. Between 2009 and 2014, the revenue associated with access charges rose from €903.1 million to €1,051.2 million in spite of a 15 percent price drop in these charges as

714-616: The Turin to Trieste corridor runs for 85 km (53 mi) and opened in February 2006. The Novara to Milan segment opened on 12 December 2009, allowing a 59-minute journey between Milan Centrale and Turin Porta Nuova (45 minutes from Milan Porta Garibaldi to Turin Porta Susa ). Combined, the two segments are 125 km (78 mi) long, of which 80% (98 km [61 mi]) are in

756-548: The Valencian architect Santiago Calatrava was opened in June 2013. Calatrava has also designed a signature bridge where the line crosses the A1 motorway. The line travels through a new multi-level station at Bologna (Italy's principal railway junction) designed by Japanese architect Arata Isozaki . The Bologna–Florence segment opened on 12 December 2009, allowing a 37-minute journey between

798-468: The country's major cities . The first line connects Turin to Salerno via Milan , Bologna , Florence , Rome and Naples , the second runs from Turin to Venice via Milan and Verona , and is under construction in parts. Trains are operated with a top speed of 300 km/h (190 mph). Passenger service is provided by Trenitalia and, since April 2012, by NTV , the world's first private open-access operator of high-speed rail to compete with

840-551: The A35 motorway and opened for service on 11 December 2016. Between Brescia and Verona the new high-speed line will parallel the A4 motorway for 30 km (19 mi) of its 48 km (30 mi) total length, and a 7.4 km (4.6 mi) tunnel will be constructed at Lonato del Garda . This section was scheduled for completion in 2023. The final 75 km (47 mi) stretch between Verona and Padua will be constructed by quadrupling

882-686: The Italian and the French high speed rail networks. It would take over the role of the current Fréjus railway . The project costs €26 billion, with the Mont d'Ambin Base Tunnel , a 57.5 km (35.7 mi) trans-alpine tunnel between Italy and France, costing €18.3 billion. Although the plan was highly controversial, the Italian senate approved funding in mid-2019, with the project tentatively due to be completed in 2032. The Brenner Base Tunnel will link Verona , Innsbruck , and Munich , and thus connect

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924-511: The Italian government during the late 1980s and 1990s. The agency was founded on 1 July 2001 in accordance with a European directive on rail transport that mandated the separation of the infrastructure operator and the service operators. Prior to RFI's creation, the Italian rail network was managed directly by FS. The agency has been periodically accused of failure to be impartial, including allegations of favouring sibling company Trenitalia over independent operations. The company has been fined in

966-626: The Italian, Austrian and German railways. The tunnel is the most important link in a series of projects that will create a single connection from Berlin in Germany to Palermo in Sicily as part of the Trans-European Transport Networks . The tunnel crosses the border between Innsbruck in Austria and Franzensfeste in Italy. The total costs of the tunnel are estimated at €8.4 billion, of which 40%

1008-559: The Ministry for Infrastructures and Transportation and the National Association for Railway Safety decided not to run the 385 km/h tests required to allow commercial operation at 350 km/h, thus limiting the maximum commercial speed on the existing Italian high-speed lines to 300 km/h and cancelling the project. High-speed rail in Italy High-speed rail in Italy consists of two lines connecting most of

1050-641: The National Association for Railway Safety decided not to run the 385 km/h (240 mph) tests required to allow commercial operation at 350 km/h (220 mph), thus limiting the maximum commercial speed on the existing Italian high-speed lines to 300 km/h (190 mph) and cancelling the project. TGV trains also run on the Paris -Turin-Milan service, but do not use any high-speed line in Italy. The following high-speed rail lines are in use. 25 kV 50 Hz The table shows minimum and maximum (depending on stops) travel times. The Milan to Salerno

1092-512: The current 90 km/h (56 mph). Construction started in 2019 at a cost of €415 million. The work on both tracks is expected to finish in 2023. Eventually, further improvements as part of the entire €8 billion project will enable a maximum speed of 250 km/h (155 mph) on the line. The upgrade of the line will reduce the journey time between Palermo and Catania to one hour and 45 minutes in 2025, saving one hour. The Turin–Lyon line will connect Turin , Lyon and Chambéry , and join

1134-465: The current two tracks of the existing low speed line. It has been budgeted at approximately €5 billion and is expected to be completed by the end of the works on the Brenner Base Tunnel. A line from Salerno to Reggio Calabria is currently in the planning stage. It is expected to be operational by 2030. The new line will be 445 km (277 mi) long and cost €22.8 billion. It will reduce

1176-458: The existing national rail network at Frosinone Nord, Cassino Sud and Caserta Nord. On 13 December 2009, work was completed on the last 18 km (11 mi) of the line between Gricignano and Napoli Centrale . In the Campania region, the line passes through Afragola where a major new transfer station has been built, designed by Iraqi-born architect Zaha Hadid . The Turin to Novara segment of

1218-483: The existing railway. The contract for this was let in August 2020 with completion scheduled for 2027. The section between Verona and Vicenza is to be constructed first. A line from Milan to Genoa was approved in 2006 at €6.2 billion; construction work started in 2011. Work between Genoa and Tortona was temporarily halted due to funding problems, but restarted in 2019 and now is expected to be completed by 2026. On

1260-432: The line from Milan to Venice high speed trains still have to use the conventional line between Brescia and Padua . The remaining portion from Brescia to Padua is under construction at a cost of €9.82 billion, while the rest of the line is already in operation. The line is built for a speed of 250 km/h (160 mph). The section between Brescia and Verona will be completed in 2026 while construction should finish on

1302-455: The line is projected for 2027. Palermo and Catania , Sicily 's largest cities, are currently connected by a single-track railway which limits speed and capacity of the line. Currently works are under way to achieve higher speeds and a double-track layout, with the first section of 38 km (24 mi) being under construction between Bicocca and Catenanuova. This will enable a higher maximum speed of 200 km/h (124 mph) compared to

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1344-408: The option of stopping at either the new intermodal station at Tiburtina , developed by architects ABD Associate led by Paolo Desideri, or Termini station . The Rome-Naples segment heads south from the Italian capital. Service on the first new high speed segment of the project started in December 2005. This line runs through 61 municipalities in two regions ( Lazio and Campania ) and connects with

1386-414: The past for anti-trust breaches. Since its creation, revenue abstraction from access charges have steadily increased, primarily due to the expansion of Italy's high-speed rail network , even as access charges have been decreased. Between the late 1980s and the early 2000s, the Italian government directed major restructurion of Italy's railways. During 1992, Ferrovie dello Stato (FS) had been converted to

1428-507: The positions of the CEOs to the Florence Court of Appeal for a new judgment. The Supreme Court also pronounced a definitive sentence of acquittal of RFI from the accused responsibility. As a natural result of its dominant position in the market, RFI's policies and actions are able to play a prominent role in determining the level of fair access to Italy's railway infrastructure, particularly to

1470-564: The region of Piemonte (provinces of Turin , Vercelli and Novara ) and 20% (27 km [17 mi]) in the region of Lombardy ( province of Milan ). To minimize its environmental impact on the area, almost the entire length of the Turin to Milan high-speed line was constructed parallel to the A4 Turin-Milan motorway . The Milan to Venice segment includes stretches from Padova to Mestre (for Venice), in service since March 2007, and Milan to Brescia , which runs alongside

1512-478: The relatively large investments required to enter the market, an excessive charging scheme could deter potential new entrants to challenge incumbent operators. Italy's antitrust agency has published numerous reports pertaining to railway infrastructure issues, and performed in-depth investigations into both RFI and Trenitalia for potential anti-competitive actions, the authority typically found no evidence of any such abuses of position. However, during August 2018, RFI

1554-414: The section between Verona and Padua in 2029, including a 7.7 km (4.8 mi) tunnel between Lonato del Garda and Desenzano del Garda . The construction of the line from Naples to Bari began in 2015 and will cut Naples–Bari journeys from four to two hours. Totaling €6.2 billion for the whole project, the final €2.1 billion needed to complete the project was approved in 2019. The completion of

1596-456: The two cities. The Bologna-Florence high-speed section was particularly complex to build mainly because about 93% of its 78.5 km (48.8 mi) runs through tunnels under the Apennines mountain range. The line has nine tunnels, from 600 m (0.37 mi) to 18.5 km (11.5 mi) long, separated by short surface stretches (less than 5 km (3.1 mi) in total). Florence will have

1638-432: The various terminals, depots, maintenance facilities and retail areas under its ownership. In exchange for their use, all operators are required to pay corresponding charges to RFI. During 2016, railway author Christian Desmaris observed that it was somewhat problematic for authorities to ensure that RFI is providing fair access to retail facilities, information and ticketing systems and other computer-based systems. Due to

1680-407: Was fined €620,000 for anti-competitive practices that favoured Trenitalia over the privately-operated NTV. During the 2010s, RFI, in conjunction with the development of ETR 1000 by AnsaldoBreda and Bombardier Transportation , was at one point working on the necessary infrastructure changes to allow trains to reach up to 360 km/h (220 mph) in regular operation. However, on 28 May 2018,

1722-399: Was merged with Intra to form the current comune of Verbania. The station yard consists of three tracks. Two are operating lines, used by trains coming from the direction of Milan or from Domodossola, respectively. The third is currently not used. This configuration supports a smooth flow of passengers, primarily in the direction of Milan. As at January 2010, the station was not served by

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1764-410: Was to be assigned to the newly created infrastructure management agency RFI. Since its creation, RFI has been a subsidiary of FS, and thus is a 100 percent state-owned entity with limited independence. RFI's independence and neutrality have occasionally been publicly called into question. During the 2000s and 2010s, RFI has reported a substantial growth in revenue derived from operators for access to

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