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The international section, with Lyon Turin Ferroviaire (LTF), an Italo-French company in charge, would connect St Jean de Maurienne, France, with San Didero, Italy (Figure 3) through two main tunnels of 52 and 12 km in length (Figure 4).
The Italian section, under the control of the Italian railway network company Rete Ferroviaria Italiana (RFI) will be 43 km long passing through the Garvio – Musinè tunnels, respectively 12 and 21km long, with service access points at Condove, Caprie and Almese.
As background to the TAV project, this paper presents a brief description of the infrastructure plan and its evolution through the years.
The roles of various actors and their arguments are then examined to better understand the context and dynamics of the conflict, and to identify the influence of values regarding health, environment and ecology, safety, speed, cost, territory, transport, economy and quality of The high-speed line is divided into 3 segments (Figure 2): The French one managed by Réseau Ferré de France (RFF) would go from Lyon to St Jean de Maurienne.
It is not surprising then that a conflict between national and local development plans rapidly erupted, dividing the country into Pro TAV, and No TAV groups.
The community of the Susa Valley is a historically united population, renowned for its anti-fascist resistance and struggles dating from the 1980s against big infrastructure projects (Leonardi, 2007).
Not only is it part of a national railway development plan, it is also one of the priority infrastructure projects of the European Union (EU), as the Turin–Lyon segment will form the intersection of two main axes connecting northern Europe to the south, west and east of the region.
Composed mainly of civil society committees and organisations and local institutions, their struggle is motivated by the need to protect the environment but it is also a political and cultural struggle against the development logic of globalisation all over the world.
Since World War II its economy has shifted from agriculture to industry, mainly steel, services and trade.
The Upper Valley has 12 909 inhabitants with 579 persons per km2 (ISTAT, 2001).
To boost the local economy, Susa Valley officials began to invest not only in industry and transport, but also in the development of the local territory, especially mountain tourism and skiing activities, as the area has a rich historical and cultural legacy of popular celebrations and a scenic protected area.
These local development plans based on traditional activities (handicrafts, agriculture) and nature tourism were highly incompatible with the development of industrial and transport infrastructure that threatened to transform the Valley into a transit corridor.