Input 2012 Cagliari, 10th-12th May 2012 Regional development strategies: the role ofinfrastructures and transport.The case of the Friuli Venezia Giulia region in the wider Northeastern Italian macroregion Prof. Sandro Fabbro - Ing. Marco Dean Department of Civil Engineering and Architecture University of Udine
Paper contents and objectivesThe paper analyzes the transport infrastructure planning, in the FVG region, in the context of the North Adriatic logistic system.Starting from the situation of this small but nodal region, the paper argues the necessity, for Italy, to radically restructure its policies in this sector.For achieving this aim, it seems necessary, first of all, to rethink the national planning. In particular the National Logistcs Plan (2006 and 2010) and the Strategic National Framework (2007-2013) are two frameworks which seem not anymore adequate to relaunch Italy in the context of the TEN-T networks.
Towards a new Normal?In the World: Prosecution of growth in the BRICS countries; More attention regarding the search for better models of production, consumption, transportation, redistribution.In Europe: Prosecution of the economic and financial crisis; Decline of demand and production if not recession Less public resources for big investment programs Serious difficulties in the carrying on of the European construction model.
Despite the favorableEuropean logistic scenarios… (fonte: T. Notteboom (2010) “Concentration and the formation of multi-port gateway regions in the European container port system: an update”, Journal of Transport Geography, vol. 18, no. 4).
the Italian current situation… The Italian ports serve only local markets (Isofort, 2011). While the Northern Range ports remain the only ones able to serve the whole Europe.
seems not adequate to relaunch the national economyDuring the last decade, in spite of the remarkabledevelopement of the maritime trade in the Mediterranean, thefreight traffic in the Italian ports Sea, is increased slightly.This has been caused by: stagnation of the national economy; “bottlenecks” and several other transport problems; lack of coordination among the too many ports and freight villages; inadequacy of the national planning instruments (NL, 84/94, NLP 2006, SNF 2007-2013 ecc.) to be selective concerning the identification of few priority areas and nodes on which to focus investment and allow, to the most competitive companies, to manage the logistic services.
Let’s try to think optimistically. A post-crisis scenario (2030) If the Italian gateways of the North Adriatic and the North Tyrrhenian were adequately developed, they would be able to become complementary with the Northern Range gateways.
Central and Northern Europe: theshift of the European Blu Banana towards est Traslazione dei sistemi produttivi e logistici verso il Centro-Est Europa (previsioni al 2030) North North Adriatic Tirrenian Ports The Blue Banana Ports Fenomeni di decentralizzazione produttiva da parte di imprese dei Paesi più sviluppati
The Mediterranean sea: The ports with potetialities of growthOgni porto europeo punterà, per crescere, ad intercettare traffici euro-asiatici, soprattutto in esportazione dallEuropa.Lasciare il primato ai porti del Nord Europa o ad altre rotte via terra, significa perdere una occasione storica per l’Italia North Adriatic Port System Container ports that will increase their capacities Direct call ports (structurally more stable) Transhipment ports (subject to a strong competition even on minor variations in the port costs)
The Strategic role of North East Italy between Gateway and Corridors The North East Italy system’s (Veneto, Friuli Venezia Giulia and Trentino Alto Adige) represents one of the main crossroads between the EU corridors on the south part ofAlps. It also represents not only afundamental course to and fromEastern countries but also to thewhole Mediterranean countries thanks to it’s access to the sea.
THE IMPORTANCE OF NORTH EAST ITALY Population On GDP On (1’000) total (Million €) total Veneto 4.886 8,1% € 141.530 9,3% Friuli Venezia 1.231 2,1% € 34.856 2,3% Giulia Trentino 1.019 1,7% € 33.436 2,2% North-East 7.135 11,9% € 209.822 13,8% Italy 60.045 100,0% € 1.520.871 100,0% Source: ISTAT, 2009 data
The paradox of the Logistic Platform of North-East The Friuli Venezia Giulia Region represents, due to its geographical position, a “Natural Logistic Platform”. It is in fact located at the crossroad of two fundamental European corridors: the Adriatic- Baltic Corridor along the N-S directrix (the green line) and the Corridor V on the E-W directrix (the blu line).
The paradoxof the Logistic Platform of North-East The new LogisticNational Plan of 2010 seems to be only apartially reworking of the LPN, 2006 LPN, 2006
The Strategic Territorial Platforms of the Italian Ministry of Infrastructure and Transport (2007)Ancora nel 2007 (Strategic National Framework (2007-2013) la “PL di Nord Est”si reggeva essenzialmente su un Corridoio (il C. 5) che da Venezia a Trieste non esisteed ancora meno esiste da Trieste a Lubiana. E si dimenticava del Corridoio Adriatico-Baltico..
Why to insist on a non-existing new infrastructure (the AC/AV new railway of the Corr.5) and forgetting the already existing one?Even in FVG, both the PRITML, Regione Autonoma FVG, 2011Piano TerritorialeRegionale (2007) and theRegional Plan forInfrastructures andLogistic (2011), areneglecting orunderestimating the roleof the railway alreadyrealized, with greatefforts, during theNinetines and that isbeeing in operation sincethe 2000.
Finally… in the New TEN-T priorities (2012), the «forgotten» railwaybecomes the priority n. 1
Why to give such a role to a inexistent infrastructure and to forget the already existing one? The answer can be probably looked for inthe so called “strategicmisrepresentation” that is a very serious, but not rare, disease in planning and programming.(Flyvbjerg B., Bruzelius N. and Rothengatter W. (2003), Megaprojects and Risk – An Anatomy of Ambition, Cambridge University Press). were?
Towards a new framing of theLogistic Platform of North-East The acknowledgment of the Adriatic-Baltic Corridor in the new TEN-T network and its completion, could allow to the North Adriatic ports (which today are being involved by important development programs) to play the role of an European Gateway towards the Central and Eastern European markets.
The Adriatic-Baltic Corridor as the concrete and more timely alternative to the corridor 5. GATEWAY ALTO ADRIATICO GATEWAY ALTO TIRRENO
Rethinking the Platforms of the LNP and the SNF Adriatic-Baltic Corridor 1 Corridor (N.1 in the Core Corridor 24 Network of the new TEN-T, 2012) Corridor VThe Blue Banana ofnowedaysThe future BluBananaRelocation ofproduction towardsthe East of Europe
Conclusion on the Case StudyDirect observations and implications: According to this case study, the national logistics planning and programming has, in the last decade, neglected important existing infrastructures. On the contrary, the post-crisis programming needs a deep change prioritizing the corridor sections which are actually able to produce, in a shorter term, economic benefits (as the Adriatic-Baltic corridor).
ConclusionsDirect but more general implications:This case obliges to rethink the infrastructure and logistic strategies at the regional as well as at the National level. National as well as regional Plans have to be revised introducing the «European Gateway ports” category; Infrastructural priorities are to be reconsidered in accordance with this macro-objective. Before the provision of new infrastructures, priority has to be given to: a. the optimization of the existing transport infrastructures; b. the elimination of the bottleneks; c. the connection of the already existing corridors with the secondary regional networks; Finally, in the transport and logistic sector, a real open market has to be guaranteed in order to give, to the most competitive companies, the possibility to manage ports and networks and consequently to reduce the costs.