The demand for a new Av station in Verona is a certification of a planning error. The Brescia-Verona TAV is one of the most controversial railway infrastructure in the country. The idea of the high-speed line Milano-Venezia was born in the early 1990s. In the early 2000s, the preliminary project was developed, which also included the so-called 'Shunt di Brescia', an external variant to the city with a connection to the Montichiari airport, a hub that never really took off and today does not play any significant role in passenger transport. That project encountered strong territorial opposition and significant environmental, urban, and transport-related criticisms. In the end, the CIPE abandoned the Shunt hypothesis, but chose not to implement the quadrupling in conjunction with the historic line Milano-Venezia. A decision that would have heavily conditioned the future of rail transport in the Garda and the entire railway corridor. In 2017, the definitive project of the Brescia Est-Verona section was approved, initially estimated at around 2.5 billion euros. In 2018, the construction sites started. The new track, about 48 kilometers long, runs mainly along the A4 highway corridor, away from the historic line and especially from the most important tourist hub in northern Italy. Today, the same political and institutional subjects who have supported this choice for decades suddenly discover that the Garda has been excluded from high-speed rail and ask for a new station in the Lower Garda. It is an evident and costly contradiction: an additional investment of around 210 million euros is being discussed. It is paradoxical that those who today denounce the absence of a stop on the Garda are the same ones who, when it was time to decide, did not support the alternative project proposals that would have allowed Desenzano and Peschiera to be served directly. Europa Verde recalls that in 2015, Legambiente Lombardia presented an alternative proposal for quadrupling in place of the historic line, supported by technicians, university professors, and professionals in the sector. The proposal provided for: the realization of two new tracks adjacent to the existing ones; speeds of 240-250 km/h, considered fully adequate for high-speed services and subsequently adopted by RFI; flexible use of the four tracks by regional, freight, and high-speed trains; maintenance of the Garda stops; a reduction of around 330 hectares of land consumption; costs lower than the project subsequently implemented. That proposal was ignored even by those who today argue that it is wrong to build the San Martino della Battaglia station and ask for a new station in the Lower Garda.