On 6 March there was a conference in Trento organized by the Province of Trento on “Proposals for a route for the use of the new Brenner railway”. The topic was proposed as an aspect of transport and mobility issues in mountain areas. Politicians and experts talked about the state of the works and the design, the collaboration between the transalpine states to carry out the work, the traffic forecasts along the Scandinavian-Mediterranean axis, the way to make the construction sites digest the part of the population opposes.
No doubt he must have gone through the conference on the fact that the project will serve something as long as the promoters actually manage to complete it.
That the Province of Trento necessarily wants to build the thirty part of the new high-speed / high-speed Brenner railway – pretending to ignore its devastating effects in terms of environment and costs – has been known since it welcomed the first feasibility studies of the tunnel. base at the beginning of the 1990s and then approved at the end of 2008 the preliminary design of the bypass of Trento and Rovereto.
After years of silence but not of inactivity – interspersed with the 2010 variant of the ring road project, by the intertwining with the hypothesis of the Valdastico motorway, by the events of the financing that is not there and by the continuous biased information on the works in South Tyrol – from the second half of 2014 the Province pushes hard on the accelerator again: the seven cores planned in agreement with ITALFERR SpA in September-October last, interrupted by popular opposition; other inconspicuous geophysical investigations that proceed secretly in this period; the real start of the work on the “Observatory for the development of the Brenner corridor and the related provincial infrastructures” createdformally in 2013; the announcements on the renovation of the preliminary project of 2008 (it was by 2014) reopened in theory in comparison with the municipalities and the population concerned by territory.
This conference – with the representatives of the provincial, national and European institutions – wanted to propagate the alleged benefits of the Brenner base tunnel and the southern access sections within the completely invented prospects of increasing commercial traffic in the European transport infrastructure network and in the Scandinavian / Mediterranean corridor in particular.
The main objective of the provincial promoters – in the prila row to push on the project with the blank expression “Europe wants it” covered – is to slowly consolidate in the perception of Trentino residents the idea that the work is decided, irrevocable, indisputable in its characteristics, modifiable only in detail at the price of uncritical consent on the underlying strategy.
Even the provincial Observatory, clearly born for that work of advertising and insidious persuasion that some opening on the facade just fails to conceal, will move with the same logic: everything is established, it is only a matter of convincing oneself, of adjusting, of compensating .
And how clear are the intentions of the promoters regarding the “contributions” requested to the territories is shown by the declarations of the technical designers in Dolcé (VR) on 16.12.2014, before men of the institutions, various politicians and the Government Commissioner for the works of access to the basic tunnel: “The comparison and consultation, even if legitimate, must not in any case slow down the design and construction process. There is no time to waste, even if the population will not agree ”.
In the face of the new zeal of the provincial promoters, the usual reasons for no TAV resistance to this project remain firm: its belonging to a development model that always produces new forms of poverty for the weakest; its clamorous uselessness with respect to the declared objectives of reducing freight traffic on the A22 and noise pollution on the historic railway; its unacceptable impacts on the territory and on settlements; its crazy costs, always carefully masked by the promoters and indicated at over 60 billion by cautious independent estimates that consider all the real final financial charges. All reasons that the most recent data reinforce.