UIR, the National Plan of the Logistics cannot be a long directory of objectives, without hierarchies and effective execution ability



Emphasizing that "a plan for the indeed effective logistics, it must make chosen and indicate priority", the Union To interpose to you Reunited (UIR) has newly expressed an own appraisal domestically of the Logistics, elaborated from General Consulta for the Road haulage and the Logistics, that it is introduced in the position paper that we publish below.

"A long directory of objectives, without hierarchies and effective execution ability - the president of the Union has explained To interpose Reunited you, Alessandro Ricci - only risks to being proclaims of good intentions destined not to leave trace in the behaviors and the expectations of the market". Curls have evidenced the opportunity to define simple, but concrete policies, that they avoid to get bogged down in bureaucratic issues, lawyers, fiscal being still widened more the marginalization of Italy in the net of the international connections.

For the UIR it would be enough to concentrate itself on little measurable actions in a position to marking a direction of clear march for the subjects that are on the market and to activate the transformation of a condition of logistic minority.

In particular - to UIR warning - they are the three aces of participation on which centering the action of a plan of the logistics: coherent choices of fiscal policy for all the ways of transport; determined measures in support of the intermodalità and of the Co-modality; simplification of the customs procedures.

The Union To interpose Reunited you has concluded emphasizing that a national plan of the logistics cannot be isolated from industrial politics more general from which to extrapolate operating indications which effect of the course of the market from which all it depends.


NOTES AL DOCUMENT

SLOWLY NATIONAL OF THE LOGISTICS

The contribution of Union To interpose Reunited you
March 2011

In last the three decades the logistics has been the craftsman of a radical revolution in the production models, being the connecting woven one of the globalization.

Without the net of the marine connections, terrestrial and airplane, than strongly they have been intensified, would have been impossible the deep transformation of the productive organization on a worldwide basis.

The recent economic crisis has involved a slow down of the production and a deep reorganization of the flows, than progressively they will see, in the next decades, a greater centrality of the economies more recent industrialization. The logistics will follow, as it is unavoidable that it is, the transformations that will be dictated by industrial geography.

To the resumption of the production and the increase, the logistics, still more, will be a determining factor for the competitiveness of the international economies, and the access to the new markets will be contingent on the quality and from the efficiency of the nets of connection between the places of production and the places of consumption.

Own for these reasons, the challenge of the logistics represents for Italy one unwinds fundamental in order to throw again competitiveness and efficiency of the industrial system in together.

A plan for the logistics, if it wants to be indeed effective, must make chosen and indicate priority. A long directory of objectives, without hierarchies of priority and effective execution ability, only risks to being proclaims of good intentions destined not to leave trace in the behaviors and the expectations of the market.

Only if it is concentrated to us on little measurable actions, that they characterize a clear direction of march for the subjects that are on the market, is possible to effectively give a contribution to the transformation of a condition of logistic minority that characterizes our Country.

The risk that we have of forehead, is the possible marginalization of Italy in the net of the international connections, for effect, on one side of a slow increase of the industrial production present in our Country and from the other of a insufficient competitiveness of the logistic solutions presents in the Italian market.

If it is not succeeded to operate in this direction, the concrete risk is the loss of opportunity to advantage of other geographic areas that can constitute an alternative regarding our Country.

On the other hand, a turnabout and an improvement of the logistic quality can be instead also a factor on which to head in order to attract industrial investments in our Country.

For many industrial fields, the cost of the logistics is by now advanced to the same costs of labor, in connection with the total turnover, and therefore, own for this reason, the same thickness of the industrial woven one of every Nation will depend also from the competitiveness of the offered logistic services from the market.

In short, we are indeed in the middle of the ford, and the logistics is a hinge that can ricucire the industrial competitiveness of Italy or to by now determine an increase of the gap of productivity that today characterizes us accompanied, from two decades over the last, from a structural slow down of the increase of our Country regarding the competitor.

To UIR warning they are the three aces of participation on which centering the action of a plan of the logistics that is proposed to change the dominant guideline that in the last few decades has slowed down the national competitiveness:
NOTES AL DOCUMENT

SLOWLY NATIONAL OF THE LOGISTICS

The contribution of Union To interpose Reunited you
March 2011


In last the three decades the logistics has been the craftsman of a radical revolution in the production models, being the connecting woven one of the globalization.

Without the net of the marine connections, terrestrial and airplane, than strongly they have been intensified, would have been impossible the deep transformation of the productive organization on a worldwide basis.

The recent economic crisis has involved a slow down of the production and a deep reorganization of the flows, than progressively they will see, in the next decades, a greater centrality of the economies more recent industrialization. The logistics will follow, as it is unavoidable that it is, the transformations that will be dictated by industrial geography.

To the resumption of the production and the increase, the logistics, still more, will be a determining factor for the competitiveness of the international economies, and the access to the new markets will be contingent on the quality and from the efficiency of the nets of connection between the places of production and the places of consumption.

Own for these reasons, the challenge of the logistics represents for Italy one unwinds fundamental in order to throw again competitiveness and efficiency of the industrial system in together.

A plan for the logistics, if it wants to be indeed effective, must make chosen and indicate priority. A long directory of objectives, without hierarchies of priority and effective execution ability, only risks to being proclaims of good intentions destined not to leave trace in the behaviors and the expectations of the market.

Only if it is concentrated to us on little measurable actions, that they characterize a clear direction of march for the subjects that are on the market, is possible to effectively give a contribution to the transformation of a condition of logistic minority that characterizes our Country.

The risk that we have of forehead, is the possible marginalization of Italy in the net of the international connections, for effect, on one side of a slow increase of the industrial production present in our Country and from the other of a insufficient competitiveness of the logistic solutions presents in the Italian market.

If it is not succeeded to operate in this direction, the concrete risk is the loss of opportunity to advantage of other geographic areas that can constitute an alternative regarding our Country.

On the other hand, a turnabout and an improvement of the logistic quality can be instead also a factor on which to head in order to attract industrial investments in our Country.

For many industrial fields, the cost of the logistics is by now advanced to the same costs of labor, in connection with the total turnover, and therefore, own for this reason, the same thickness of the industrial woven one of every Nation will depend also from the competitiveness of the offered logistic services from the market.

In short, we are indeed in the middle of the ford, and the logistics is a hinge that can ricucire the industrial competitiveness of Italy or to by now determine an increase of the gap of productivity that today characterizes us accompanied, from two decades over the last, from a structural slow down of the increase of our Country regarding the competitor.

To UIR warning they are the three aces of participation on which centering the action of a plan of the logistics that is proposed to change the dominant guideline that in the last few decades has slowed down the national competitiveness:

coherent choices of fiscal policy for all the ways of transport;

determined measures in support of the intermodalità and of the Co-modality;

simplification of the customs procedures.

We see separately as three aces of participation, that unavoidably they are interconnected, considered can be declined these that the strategic point of logistic weakness of Italy is determined:

- from the strong modal imbalance to advantage of the rubber, I yield of the structural weakness of the other modalities;

- from the choices of politics of the transports, that they have up to now privileged an exclusively national logic, sometimes quite local, losing sight of the chessboards logistic international, and operating more in order to preserve the existing order that in order not to transform it.


1. The choices of fiscal policy in transport

The fiscal policy in transport, so as it has happened also in other fields, is more yields than a temporal stratification of provisions that are succeduti in the time, than an aware choice time to giving signs at the market in order to orient the behaviors of the operators.

Against a meaningful weight of the fiscal cargo for the traffic on rubber determined from the indirect taxes on fuels, by the other part a series of decisions of fiscal boosting to the road haulage to partial compensation own of the cargo as above supported from the enterprises is assumed blessing the principle of: with a hand it is removed and with the other it is compensated.

The guideline that fortunately is delineated in the European norm and that it is worth for all the ways of transport is that based on which who pollutes wage, "polluter pays".

This principle, inspirational of the Eurovignette Directive that will have to be understood also in the which dropped Italian ordering in reality of the logistic system, imposes a reflection.

In the first instance he is fundamental to establish who is the manager of the programming of the movement of the goods, activity that encloses setting up of all in itself a series of parameters from which the choice of the modality of transfer of the assets derives. The carrier, is famous, does not have choice possibility, receives relative data to the transfer of the goods which the constraints of yield of the same one, amounts for shipment, etc that predefine the transport modality in fact. The street carrier does not pollute for its deliberated purpose, but it becomes subject to penalize as polluting. The world of the production cannot be considered watching since is absolute protagonist.

It is fundamental that the world of the production and the commerce dilutes the currently dominant model "of the ex factory and the frank destiny" in the management of the flows of goods. Measures of boosting for the enterprises that develop the outsourcing in the management of mobility of the goods would constitute a concrete element of fight in order to increase the domestic market of the logistics, being inverted a tendency that today delivery leaves of the national added value to international subjects.

Draft of an unrepeatable occasion in order to rethink to the root the fiscal approach in transport, in order to altogether analyze to the impact of the different fiscal measures in an entirety logic, that it must be finalized to favor the ways of transport to minor impact on the atmosphere. The argument on fiscal federalism offers the opportunity to start for transport to a unitary approach of fiscal policy establishing which must be the taxes to assign to the territorial agencies for the actions of politics of the transports that can be more effectively entrusted, in sussidiarietà logic, to the institutional structures decentralized.

This choice is fundamental in order to not only orient correctly the behaviors of the question, second a principle of protection of the collective good, but also in order to avoid of being endorsed, as Country, if it will not be succeeded to respect the standards of reduction of the pollution that we have engaged ourselves to respect, as a result of the Treaty of Kyoto and the next international agreements.

The instruments are various that can be activated in order to make so that the fiscal lever is a effective instrument in order to transform the market of the logistics.

Also in the strategic field of the city distribution of the goods, just whereby hung more the congestion and the pollution, measures of fiscal character, as the payment of a right of access for polluting means, can orient the behaviors of the operators and favor a more rational use of the resources.

In short, to dedicate to a module of the necessary total fiscal reform to the field of the transports, constructing an approach of with, represents a priority for the plan of the logistics.


2. Measures in support of the intermodalità and of the Co-modality

It is lacked in these decades in Italy structural politics for the intermodalità, if law 166 excepts us, whose effects but have lasted alone three years (with a bounce effect negative when they are stopped the effects of the law), the provision of the ferrobonus, still in phase of starter, and some regional laws.

A plan of the logistics must decide if to head indeed at the intermodalità and the Co-modality.
In order to make they serve it some conditions, than they are not only limited to the location of the necessary resources, in the medium term, in order to completely favor a displacement of the preferences of the operators from the dominant characteristic rubber towards modal integration. They serve, in fact, other particularly important conditions of contour:

to define a national net of the intermodalità and the Co-modality, integrated with the European net, characterizing the nodes of interchange and the platforms (terrestrial and marine) strategic for the design and the operation of the net;

the dispersion of the points of interchange, and the lacked gerarchizzazione the net, complicates the effective possibility of development of the intermodalità, as the critical mass weakens necessary in order to attract solutions characterized from the indispensable economies of scale that are functional to the competitiveness of the intermodal solution; it is necessary to avoid the proliferation of logistic takeovers that, various interposing to you, are lacking in those characteristics in a position to orienting the system of the transports towards the intermodalità and the comodalità. It could then be thought to open a table of I confront between the national, regional and communal institutions that set the objective to define rules shared for the location and the release of the town-planning permissions in order to construct new logistic takeovers.

To perfect the reform of the ports and to realize that of interposing to you in order to allow to throw again the role of the main platforms of interchange from which the primary architecture of the intermodalità depends;

the competitiveness and the thoroughness of the present services in the interchange nodes constitute one of the strategic factors for throw again of the intermodalità in our Country; railway maneuvers, above all in the ports, services of handling, availability of areas for storage and the working of the goods are fundamental factors for the quality of the intermodal cycle;

To facilitate the progress of the liberalization of the railway field

The recessive course of the railway field in Italy has had to two reasons essentially: on one side Trenitalia Cargo has not still realized an industrial restructure that returns its competitive production costs regarding the market, and from the other the new ones entering have been concentrated alone on the little competitive and profitable segments of the railway offer, realizing a classic operation of cherry peacking destined to involve an ulterior reduction of the perimeter of the services offered from the former-monopolist. The liberalization of the railway field that would have to involve an increment of the offer of railway services and the relative level of quality, in our Country has been translate in anything but effect. To this the economic crisis of the recent years has contribution sure, even if in other Countries, and in particular in Germany, has been assisted to an opposite phenomenon, with the total increase of the field. The liberalization of the railway field must be addressed to improve the competitiveness of the railway industry, to increase and to characterize the offer of the railway services. All through industrial politics that put entirety normative actions, chosen of address and participations of support to the railway industry.

To preview measures of support in order to favor the entrepreneurial aggregation between interportuali truths, own in order to stimulate that agglomeration of subjects in the carrying net of the national logistics, that it can give a positive contribution to the industrial evolution of the field in our Country.


3. Simplification of the customs procedures.

With the start of the only door a first step has been made sure ahead, but we are still too much distant from the necessities of the field in order to fight to weapons pairs with the competition of the other European states.

- Preclearning (the controls are made from the addressees or the senders because the goods must run fast),

- a harmonization of the procedures in all customs (today every customs has its procedures and its constraints),

- a drastic reduction of the demands for fideiussorie guarantees to the operators and the managers of logistic services;

they are only some of the measures that the Union To interpose Reunited considers you opportune in order to lead back confronts to the same levels for all the actors.

In short, the actions for the development of the intermodalità must be multiple and they must be framed in a choice of industrial politics that must put together normative actions, chosen of address and participations of support to the railway industry in order to favor of the competitiveness.


Conclusions

What it speeds up the UIR is, moreover, a strait coordination between the activity of programming of infrastructures connected to the logistics: ports, airports and to interpose you and relative street and railway connections, and a strong sharing of the strategic perspective that bases on times and sure costs of realization.

Having to proceed with order and criterion, the programming of infrastructures must hold account of the “territorial logistic platforms”, to also decline itself on the single territories receiving the communitarian perspectives in topic of transports and logistics that impose a reflection on the infrastructural participations to only realize on the base of the impacts that in the mean and long period will be able to generate on the territories of reference.

To proceed in such direction demands a punctual action plan that, beside the great works that by definition demand long times and important investments, scadenzi smaller works in a position to eliminating part of those “necks of bottle” that all today they prevent the maximum deployment of the current logistic potentialities.