Fear for the possible exclusion of the Italian section from the axis Baltic Sea-Adriatic of the European priority net



Today to Venice, in occasion of the inauguration of held Anno Portuale 2011 to Marine, the city council member to Mobility and Infrastructures of the Venetian Region, Renato Chisso, has emphasized the requirement to connect the infrastructural system of Veneto with Europe and the markets overseas and therefore has restated the necessity to insert the Italian section of the axis Baltic Sea-Adriatic in the European priority net.

"From some news that arrives - Chisso has said - it would seem that the EU commission has chosen the Slovenian tracing that connects Vienna to Graz and Maribor, intercepting the priority project number 6 to Ljubljana, rather than the tracing Italian-Austrian. It would be - it has evidenced the city council member - incomprehensible a wretched choice as well as also that would turn out the Italian economic-territorial system from an axis of vital trasportistica penetration for the ports of Trieste, Monfalcone, Venice and Ravenna".

Chisso has remembered that own in these days "the presidents of Veneto, the Friuli Venice Julia and Emilia Romagna have asked minister Matteoli a urgent participation and unflinching in confronts of the European commissioner to the aim to express intention the intention jointly to insert the Italian section of the axis Baltic Sea-Adriatic in the European priority net". "He is fundamental - the city council member has confirmed - to make sure the insertion of the section Vienna-Graz-Klagenfurt-Udine-Trieste/Venice-Bologna-Ravenna as extension of the current project of the Axis Baltic Sea-Adriatic.
Draft of a project that was agreed between Italy and shared Austria in 2006 and also from the ministers of Czech Republic, Slovakia and Poland. This project is functional to the ports of Italian Alto Adriatico and on it, in last the three years, intergovernmental and interregional initiatives are numerous estates that have involved also the system of the enterprises".

The hypothesis of a choice in European center of the Slovenian tracing rather than of that Italian-Austrian had alarmed also the Union To interpose to you Reunited (UIR) that in recent days it had praised the position of the member of parliament Debora Serracchiani and the three regional presidents of Veneto, Friuli Venice Julia and Emilia Romagna who claim a strong action by the government so that the Italian section along the Adriatic-Baltic Sea corridor is confirmed. "The three regions - it had emphasized the UIR - are nine center to interpose to you between the more important to international level whose operativity would come sure conditioned negatively from the shown exclusion of Italy from the Adriatic-Baltic Sea axis that is intersected, among other things, with other European aces that head for aureole for all the continent".

In its today's participation the president of the Harbour Authority of Venice, Paolo Costa, has among other things restated also the requirement of a reform of the Italian harbour legislation, moreover in the light of how much he happens on the other side of the Adriatic: "it is the continuous one I confront between the regime and the operating conditions of the Italian ports with those Slovenes and Croatians in the within of the Alto Adriatico system - he has explained - than induces to us to put in evidence with urgency the necessity to set to the reform of the Italian harbour legislation".

"They are the two - it has specified Coast - general topics to recall for the debate in course on the reform law (more one that regards Venice directly) that it is necessary beginning right now, also in this center, to recall to the attention of government and parliament. The first general topic is that of the definitive application of the autonomy principle financial institution that allows with the ports to have of a picture of sure reference for own infrastructural choices. The principle that would in this way be come to apply is that for which every Harbour Authority would be put in a position to risking free lance, with own concessionaires and to the other authorized enterprises to operate in port, involved subjects as well as more how much the more it had to be assumed that every harbour investment - except, perhaps, that in dams and channels - goes only in the presence of realized an obligatory quota private co-financing. The Harbour Authorities financially independent yields would see so subordinate every investment to the double quantity sieve of the success of own port - no port in traffic crisis and therefore of entrances it could destroy wealth in investments of dubbia usefullness - and of the Concorde opinion of the private cofinanziatore. A vituous mechanism of competition between ports would be established played as well as on the efficiency compared in managing the traffics how much on the relative ability to carry out the best investments in the more opportune moment. We would so realize finally some conditions of that "competition between the ports" that the 84/94 have not known or intentional for facing limiting itself to only partially regulate and the "competition in the ports"".

"According to general topic "lacking", if it does not anticipate with conflicting indications - it has continued the president of the Harbour Authority of Venice - is that of a deep review of the coordination of the harbour activities. Today, also embracing the entire harbour marine cluster, law 84/94 only secondarily disciplines to the aspects "side sea" of the portualità. In fact, in the within of so sayings services jure returned "gestionis", having services of general interest a detached economic connotation, the Harbour Authority take care of the single services returned in dock, not heading to record also at the management of the other fundamental member of the marine-harbour cluster, the technical-nautical services. The reform of the 84/94 cannot prescind from the concept that relative the harbour market to the services returned to earth is only a part of the harbour market in wide sense and that therefore it turns out connected indissolubly to it. An other within exists then that the current law not discipline, and of which the neither current proposal of reform holds account: that of the coordination of the services and harbour activities in sense own with the services of general interest that are returned in harbour within from the state institutions (returned services "jure imperii") and that they affect the times of I forward of the goods, one of the indicators more important in order to measure the efficiency of the ports. The law also recognizing to the Harbour Authorities a power of coordination of the activities carried out from Public Administration, does not equip them of some effective instrument with regard to, leaving in fact that the single institutions carry out own activities of institute singularly, without some subject that of it harmonizes the acts. To such fine it is necessary that the institution in charge of the economic management of the Port, that is the Harbour Authority, organizes and regulates the relationships between the single institutions and the harbour subjects in order to reduce or to eliminate dispersive and uneconomical conflicts, contradictions, disharmonies, participations uselessly duplicated to you and therefore, making even it same cargo of the organic deficiencies of the offices, for example if of Venice, those sanitary ones".