Daunting the analysis of Unioncamere and Uniontrasporti on the state of infrastructures in Italy



Given the daunting outcome of the analysis advanced from the first Relationship on the state of infrastructures in Italy di Unioncamere and Uniontrasporti, the organized convention in order to introduce the document, than it has been carried out today to Rome, could not have had more appropriate title: "Infrastructures. The moment to change step".

The relationship only evidences as forty years ago Italy had almost four thousand a total equipment kilometers of freeways, second to Germany that of it had than more six thousand. Today Italy has 6,600 km of freeways, while Germany has some almost 13 thousand. In nine years, also slowing down a lot the investments, this last nation has constructed about thousands km of freeways while in Italy 151 km. are realized alone.

Still more discouraging the analysis on the state of the railroads. Of 16 thousand km of railroads managed from Italian Railway Net, single thousands I am to high speed and the South still travels in great part on lines to simple railroad.

As for the ports, in spite of almost the 800 you berth, the situation is paradoxical: insufficient the intermodal connections; fugitives the synergies with the other structures; bound from the vicinity of the urbanized areas and disabled to grow, those Italians forgiveness the challenge with the great ports of the Europe North.

While only three of the 18 contained strategic works in the Objective Law are realized, while the expense for infrastructures is in constant decrease. "The costs of not making - it has emphasized the president of Unioncamere, Ferruccio Dardanello - undermine the ability to our enterprises to recover the land lost in these years of economic crisis and compromise the future development of our territories. After the increase of 25% of the investments publics in infrastructures in Italy between 1997 and 2004, we have experienced a trend negative - still in existence - that has brought back the amount of the investments in absolute value to the levels of half years ‘90. Nevertheless the binomial infrastructures development is the only one on which we can play some challenge in order to open us to at the market foreign Europe and".

The relationship analyzes in the detail the Italian street net that, with exclusion of the communal roads, has a length of 183.705 km, of which 4% are freeways, 11% other roads of national interest (highways) and 86% regional and provincial roads. Highway net (6,630 km totals) has a weft much driven in one to the North, above all in the Po Plain. As it is come down towards South the shirt becomes oadstead more and more and there are entire territories that are not places setting, above all in the Center, where for example the 59 Umbria counts alone km of freeways on than little more five thousand km than total net.

Highways (19,000 km) record an extension in Southern Italy double regarding that of the other territories. The greater contribution is that of the peninsular regions with beyond 51 thousand the remaining km. divisions has a enough similar number of km between they. In general terms the regional and provincial roads exceed 80% in all the divisions. However, while North the West, East North and Center anticipate a subdivision of the street net in the various classes rather homogenous between they, in Southern Italy are entire regions, as Sardinia, Basilicata or Molise, where the freeways are completely absent or marginal.

The relationship evidences the criticalities of the street net. In the first place an idea lacks economic increase that recognizes the fundamental role of the investments in infrastructures, not only street but in their complex of nets and nodes. Moreover the modernization of the road net is firm from years, above all in the highway section. The Law Objective had programmed aimed participations to satisfy this deficit slowly through the predisposition of a specific one, but often such participations have remained arrest warrants because of the lack of deep. At last, he is obvious I use it prevailing of the street modality for the people and the goods, with serious phenomena of congestion on the road arteries: in Italy 91% of the goods travel on the road internal, while the passengers move in 82% of the cases with private means.

The managed railway net from Italian Railway Net has a total extension of 16.701 km of which about 60 km abroad. The km of complementary lines, that they represent the shirt of connection of the regional basins and connect between guiding they the main ones, is 56% of the net and is anticipates mostly in the regions of Southern Italy. The fundamental lines (characterized by a high density of traffic and an elevated quality of the infrastructure) interest guiding for the connections the Tyrrhenian and Adriatic cross-sectional north-south and between. The lines to binary double quantity are 45% of the total and turn out electrified in almost totality (7,431 km). The lines to diesel traction are all to simple railroad.

Southern Italy has the greater extension of railroads (5,730 km), but also the greater number of km to simple railroad (about the 2/3) and about 41% of the total net it is not electrified. To follow the North meets the West with 4.154 km. the division that anticipates the greater number of which electrified km is the East North with 80%, while the Center is the area that has the net to binary double quantity more which extended (2,016 km pairs to 58% of the total net of the division).

The railway net to high speed/high ability is extended for about 1.000 km. the project has involved the construction of 661 km of new lines and the modernization of "most direct" Rome-Florence (254 km). It crosses six E regions a territory in which weevers and it works beyond 65% of the population.

Between the main criticalities of the Italian railway net they figure: the not capillary distribution on the territory; in many zones of the Country the service rests on nets not which electrified and to simple railroad; in the regional transport the user complains uses it of poor, ancient and little comfortable material, perennial delays with great uncertainties on the times of arrival. Moreover in Italy the liberalization has been demonstrated little effective for the modalities with which it is put into effect and by many operators the presence is complained of strong barriers to the entrance taxes from the manager of the net in favor of Trenitalia. At last, regarding the goods, it is continued to record by the State a prevalence of investments in the field of the road haulage. According to Eurostat statistics on the Italian net only 11% of the goods travel.

Harbour Sul forehead, along the coasts of the Italian peninsula is 534 structures between commercial and tourist ports, to which they go added other structures used as private moorings or of emergency that carry the total to about 800. During the last few years an increase consisting of the number of the ports has been recorded to attribute mainly to the increase of structures dedicated to the diporto nautical. The tirrenico depositor is that where they are you anticipate the greater number of ports with about 350 structures. The division that offers a better equipment is Southern Italy with 285 ports, while 165 to the North and 84 to the Center are counted some.

This that varied is the harbour infrastructure type. In fact to the Meridione mainly polifunzionali ports are found, specialized in the offer more services that go from those commercial for the goods and passengers to those tourists. Al Nord, instead, finds a greater number of specialistic ports for the traffic from diporto (marine).

The greater ports terminus of business activities presents on the national territory altogether have a equipment of 1.674 approach, for an extension total of about 375 km, dedicated to the various types of traffic. The majority of approaches offers to services for the passengers (383) and movements ro-ro (275, they use ships on which is possible to embark truck or motor vehicles, with or without service fleeting) and for the goods in necks (245) and they are equipped of railway railroads. However only a third party of these is connected directly to national the railway net.

The main problems that interest the transport by sea are the following ones: historically the majority of the ports has been developed inglobata in tissue city of the cities, what that it has prevented (and it prevents) the expansion in the outback; the logistic activities to added value are little, contrarily to how much it happens in the greater European ports (Rotterdam, Amburgo, Barcelona); the connections with the other modalities of transport are insufficient; they are you anticipate modest synergies with other infrastructures of node and each continuous infrastructure to often operate in isolated way and in competition with others with which it would be profitable to create of integrations. At last the Italian ports suffer the competition from the Atlantic ports: between the first ten European ports for tons of goods four only enlivened appear on the Mediterranean (Marseilles, Algeciras, Valencia, Genoa, that it is tenth).

In the field of the aerial transport, the Italian airport system is based on 37 operating ports of call distributed in all the macros territorial divisions. The greater number of ports of call is found in the regions of Southern Italy with 14 airports (38%). On Italy 210 airlines between flagship companies fly altogether, European companies, low-cost and carriers charter. The European flagship companies operate all on Roma Fiumicino and in some cases also on Malpensa.

The takeover of the carriers airplane low-cost in many secondary ports of call as a result of it comes to an agreement with the societies of management of the airports and with the local authorities has determined an organization of the field that is very far from a model hub&spoke, concentrated on the two main poles of Rome and Milan. On the contrary, the national services create to a real spider web of connections.

The strategies of the airport managers and the institutions of the territory in order to return the various tourist, cultural, congressional destinations (, of businesses) easy accessible and attractive, interlace therefore with the interests and the type of offer of transport represented from the companies low-cost. To compete in a scene characterized from the dominant presence of the companies low-cost means: to develop with they agreements of commercial Co-marketings and; to program, to realize, to value and to promote the channels of transfer from the airports; to consider in the programming of the transfers the necessity to coordinate them with the flights in origin from the main basins of interest of every territory; to invest in the airports leader of market for every basin of user; to place the organization of every airport on the transport low-cost; to develop tourist proposals online with the strategies of the low-cost one.

In last the relationship it evidences the deficiency of resources destined financial institutions to strategic infrastructures. The Program of Strategic Infrastructures has allowed to program many already contained works in the objective Law. The total value of the Program is pairs to 231 billion euros. Today, but, they are completed, contracted out and/or cantierate works for 62 billion euros and are under contract works for about six billions of euro. At last, they are in existence investments for 68 billion euros.

Italy, even if interested from the realization of four of the priority projects of the trans-European net of transport (TRIES), anticipates a state of performance much low. The recorded delays partially explain with the lack of resources financial institutions for the realization of the works of European strategic interest. In order to complete, beginning from 2008, the realization of the priority projects, the requirements are estimated in more than 60 billion euros. A part of this requirements, pairs to ten billions of euro, must be covered with deep national in order affording to realize the works previewed in period 2008-2013, but up to now they are profitable available only seven billions of euro. And after 2014, they will be necessary about 50 billion euros for the completion of railway infrastructures of European interest.