Input 2012

Cagliari, 10th-12th May 2012

Regional development

strategies: the role of

infrastructures and transport.infrastructures 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 ArchitectureUniversity of Udine

Paper contents and objectives

The 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. 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 favorable

European 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 economy

During the last decade, in spite of the remarkable developement of the maritime trade in the Mediterranean, the freight traffic in the Italian ports Sea, is increased slightly.This has been caused by: � stagnation of the national economy;� 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.gateways.

Central and Northern Europe: the

shift of the European Blu Banana

towards est

Traslazione dei sistemi produttivi e logistici verso il Centro-Est Europa (previsioni al 2030)2030)

The Blue Banana

Fenomeni di decentralizzazione produttiva da parte di imprese dei Paesi più sviluppati

North Adriatic Ports

North Tirrenian Ports

The Mediterranean sea: The ports

with potetialities of growth

Container ports that

Ogni porto europeo punterà, per crescere, ad intercettare traffici euro-asiatici, soprattutto in esportazione dall'Europa. 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

Direct call ports (structurally more stable)

Transhipment ports (subject to a strong competition even on minor variations in the port costs)

Container ports that will increase their capacities

The Strategic The Strategic rolerole of North East of North East ItalyItaly

betweenbetween Gateway and Gateway and CorridorsCorridors

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 of corridors on the south part of

Alps. It also represents not only a fundamental course to and from Eastern countries but also to the whole Mediterranean countries thanks to it’s access to the sea.

THE IMPORTANCE OF NORTH EAST ITALYTHE IMPORTANCE OF NORTH EAST ITALY

Population

(1’000)

On

total

GDP

(Million €)

On

total

Veneto 4.886 8,1% € 141.530 9,3%

Friuli VeneziaFriuli Venezia

Giulia1.231 2,1% € 34.856 2,3%

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 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 paradox

of the Logistic

Platform of

North-East

LPN, 2006

North-East

The new Logistic

National Plan of 2010

seems to be only a

partially reworking of

the 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 esiste ed ancora meno esiste da Trieste a Lubiana. E si dimenticava del Corridoio Adriatico-Baltico.

.

Even in FVG, both the Piano Territoriale Regionale (2007) and the Regional Plan for Infrastructures and Logistic (2011), are neglecting or

Why to insist on a non-existing new infrastructure

(the AC/AV new railway of the Corr.5) and

forgetting the already existing one?

PRITML, Regione Autonoma FVG, 2011

neglecting or underestimating the role of the railway already realized, with great efforts, during the Ninetines and that is beeing in operation since the 2000.

Finally…in the New TEN-T

priorities (2012), the

«forgotten» railway

becomes 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 in the so called “strategic misrepresentation” that misrepresentation” 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 the

Logistic 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 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 TIRRENO

GATEWAY ALTO ADRIATICO

Rethinking the Platforms of

the LNP and the SNF

Corridor 1 Adriatic-Baltic Corridor (N.1 in the Core Network of the new TEN-T, 2012)

Corridor 24

The Blue Banana of nowedaysThe future Blu BananaRelocation of production towards the East of Europe

Corridor V

Conclusion on the Case Study

Direct observations and implications:According to this case study, the national logisticsplanning and programming has, in the last decade, neglected important existing infrastructures. On the contrary, the post-crisis programming needs a deepcontrary, the post-crisis programming needs a deepchange prioritizing the corridor sections which are actually able to produce, in a shorter term, economic benefits (as the Adriatic-Baltic corridor).

Conclusions

Direct 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.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.

Thank you Thank you

for your attention!