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the furtiveness of the current government and the uncertainty on the formation of the new executive induces also Assoporti to appeal to Napolitano
The association of the Harbour Authorities asks the President of the Republic a fort engagement for the next government for the portualità
March 18, 2013
The uncertainties on the formation of a new government and the certainty that the current executive and its members, now almost fugitives, difficultly will take part of the next governmental administration more and more often induce the representative organisms of woven the economic and social Italian to turn own requests to the President of the Republic being recognized to it the role of current only institutional interlocutor of the society.
Also the Association of the Italian Ports (Assoporti), only a month from the demands for attention regarding the national portualità turned to the government and the parliament ( on 13 February 2013), evidently being worried that they have fallen in the empty one has appealed now Giorgio Napolitano in order to ask a fort engagement for the next government on the topic of I throw again of the ports and, through the affirmation of their strategic role, of the entire logistic row of the Country.
In a letter addressed to the President of the Republic, that we below publish, president of Assoporti, Luigi Merlo, denunciation the lacked valorization, if the evident penalization of the ports in the action of the governments who are succeduti to the guide of the country and "does not throw again" instead the strategic centrality of the ports with two documents that assume the acknowledgment of a function guide of the entire system of logistics and mobility.
In the letter some proposals introduced last month to the government and to the parliament are detailed more precisely. Assoporti asks with force the government who will come the acknowledgment of that managerial autonomy (strongly limited - Merlon remembers - from the recent provisions) and financial institution, that they represent indispensable conditions in order to operate. And therefore to remove improper comparisons to Public Administration, beginning from those reported employee own, to strengthen the role of coordination of the various subjects private publics and in the harbour phase attributing to the Harbour Authorities the possibility to graduate some costs, at least until the overcoming of the more difficult phase of the crisis and the power of planning, programming and realization of the infrastructural participations in the ports and for the connections between the ports, the guiding ones
street and railway, the logistic nodes insides; in this optical president of the Harbour Authority or however same Harbour Autorità must effectively become the agency in charge of the efficient one and coordinated course of all the activities in port, are those which are carried out to earth are those which they carry out on the side sea, are of the activities carried out in market regime, are features of activity of Public Administration.
Assoporti restates also the necessity of a new strategic vision of the logistic which subject Harbour Authority of area (until becoming Harbour Authority to regional competences) co-star of the policies of order of the territory, that it has the effective coordination of the various subjects, that can put into effect an integration between ports practically and interpose to you; to contribute to the planning and realization of the infrastructural participations in the ports and for the connections between the ports, guiding street and the railway ones, the logistic nodes insides; to determine and to graduate the costs correspondents to it I use of the infrastructure and other costs.
In the immediate Assoporti it asks: the partial and temporary control of the social burdens of the authorized enterprises former articles. 16, 17 and 18, law 84/94; a reduction of the octrois of the used energetic produced ones from exclusively operating means in harbour areas; the fixation of sure and homogenous rules in topic of IMU on the entrusted marine state property assets in concession.
The Harbour Authorities ask also the immediate elaboration for a strategic plan of development of the logistic system, pivoted on the national portualità; that it presupposes an immediate reflection on the model of governance of the Harbour Authorities and on the necessity to make of the logistic subject Harbour Authorities of area in the within of the policies of order of the territory. This also in the optical of the new vision of net TENT-T.
Taking for granted that the "public hand" is, and it will continue to being, the main investor in the field of transport infrastructures, the president of Assoporti asks to concentrate the resources on the great investments already progettualmente and financially defined, therefore cantierabili in times breviums; supported from solid analyses adaptation costs/benefits let alone on the projects dimiglioramento//innovative maintenance, that they facilitate and they consolidate current flows.
ASSOPORTI
"Priority of the Harbour Authorities for the future Government"
Ulterior proposals
In last part of the document of Assoporti "Priority of the Harbour Authorities for future Government" 12.2.2013, was proposed to the same one to start a reflection on topics that, also constituting "second phase" regarding more punctual and immediate participations of held of the field, have strategic capacity: elaboration of a strategic plan of development of the which pivoted logistic system on the portualità; adaptation of the model of government of the ports; adaptation of the level of autonomy financial institution for the infrastructural increase.
On these arguments, than they are strongly interlaced between they and they have addentellati to European level, we indicate, below, first proposals.
Elaboration of a strategic plan of development of the which pivoted logistic system on the portualità.
This objective joins rightfully in the process of review of the transeuropee nets of transport that, evolving itself from guiding infra-EU to instrument of projection of the EU towards outside, the new markets, must necessarily be pivoted on the infrastructures that allow those projections, airports and, for that of interest, carry first of all.
Consequence of this is the requirement to aim at the adaptation and the increase of harbour infrastructures to service of flows from beyond Suez. (Far East), but also from the fronts south and east of the basin of the Mediterranean, and on the street and railway connections between guiding large ports and of those modalities, with detail with regard to the directed terrestrial nets beyond frontier.
These objectives appear first of all functional to the ports of call that would have to be characterized as nodes of the net "Core" TRY.
For other back it cannot neither be forgotten that the new vision of net TRIES that it is gone prefiguring, has also "a total" level "comprehensive" or. The realization of the net of this level, also if expectably entrusted to the responsibility of every Member States, is instrument that according to appears indispensable a balanced development of every area of the single Countries and after all of entire the EU.
Orography of the Italian peninsula, the length of its coasts, the absence of great rivers, the city dispersion and of the productive woven one, the structural deficiency of the rail shipment (and in immense areas of the highway guiding south also of worthy of this name), is all factors that impose to reserve maximum attention to the conservation and the adaptation of a patrimony of diffuse portualità (that it is also net of enterprises manufacturers of services and important occupational truths), intended which system of nodes in order to support bound marine connections with the great islands and alternative marine connections to the "all road", and crocieristici poles.
In consideration of the variety of objectives and general the economic situation, the necessary next passage is to characterize a priority graduation: between the same macros objectives and/or single specific actions.
Taking for granted that the "public hand" is, and it will continue to being, the main investor in the field of infrastructures of transport (given the low yields of the investment - also in the medium period - and being the current conjuncture of the bank system, engaged in a phase of recapitalization), seems indispensable to concentrate themselves and or to prioritarizzare:
great investments already progettualmente and financially defined, therefore cantierabili in times breviums; supported from solid analyses it costs/benefits and economic-financial plans opportunely asserted; accompanied entrepreneurial development plans such to guarantee additional flows of traffic;
improvement projects/adaptation/innovative maintenance, that they facilitate and they consolidate current flows.
The punctual choice evidently not painless in is determined areas, in particular for that it concerns the progettualità of greater relief, attended various the great elaborated projects or that they are being defined in insistent ports on same it arches coastal.
Any choice in this segment seems therefore must also be inserted in a picture of priority shared with actors of the policies of the territory and the great infrastructures that are not properly harbour (Regions, RFI, ANAS, Freeways, etc) and, as inserted in a national programming, it imposes to recognize the role of last request to the State.
Moreover, the choices (and the priorities) will have to be coherent and strongly berthed to the strategic designs of European level in transport infrastructure topic.
Adaptation of the level of autonomy financial institution for the infrastructural increase, the topic of the resources.
Al topic of the development of the logistic system, is connected that of the resources directly.
Care has already been said the prevalence, also in the medium period, of the public resources.
For other back it does not seem opportune to bring up again the choice and the demand for urgent adaptation of the level of the autonomy financial institution of the ports, than it cannot be in the currently previewed annual limit of 70 million, but it goes carried at least to 3% of the VAT on the carried out operations of import in the ports.
Neither but it can be ignored that an autonomy financial institution tied alI'VAT on the operations of import generates, for every port of call, resources that only partially correspond to its relief and the level of its total traffics. Therefore a deepened meditation also appears indispensable on systems that do not attribute to every port resources, also in the presence of traffics. It is thought to such with regard to the system of the “taxes in subscription”, whose alternative could be that (analogous to how much you happen in the Spanish ports) of taxes with progressive reductions to increasing of the number of the touched ones; or of taxes which proportioned to the dwell time of the ships to the moorings, or also to the dwell times of the goods in port.
Adaptation of the model of government of the ports.
The argument frequently is faced assuming to comparison models “European”.
Moreover, very to see, in fact European references for this aspect do not exist.
Every model frequently is different from Country to Country and (in particular in the not Mediterranean States) also inside of the same Country.
The element partially unifies and, considers itself, characterizing of some systems of the European depositor north, is the effective autonomy of the organisms of government of the single ports and their being, in the substance;
only subject of government. So that, for example, the Harbour Authority of Rotterdam incorporates to its inside also the “member” marine Authority;
subject in a position to developing logistic initiatives in collaboration with public and/or private entities in the harbour extra territories; to place in being political commercial united to the operators of own port and to activate initiatives in other ports, so that it becomes element of reference of a Network of which it is hinge.
If an European” choice is opportune “, in such sense it would seem necessary to address the model of management of our ports.
With this objective, which considered also of the understandings of the EU in topic of port policy, they would not seem but compatible returns to the commistioni between role of regolator and role of enterprise.
Vice versa it would turn out strengthened, indeed essential, in that vision of logistic subject Harbour Authority of area co-star of the policies of order of the territory, the requirement to lead back in head to AP the effective coordination of the various subjects private publics and in the harbour phase, allowing to it of: to adopt measures understandings, in concrete terms, to compensate and to place remedy to deficiencies of agencies and offices that operate offering services and administrative activities that complete the harbour phase eg. (customs, marine health, etc); to put into effect integration between ports and to interpose to you; to contribute to the planning and realization of the infrastructural participations in the ports and for the connections between the ports, guiding street and the railway ones, the logistic nodes insides; to determine and to graduate the costs correspondents to it I use of the infrastructure and other harbour costs, obviously in the respect of the principle “who uses wage” (difficultly derogabile according to addresses EU).
This new (more elevated) vision of AP is not moreover bound to the dimension of a port. AP is and remains an administration model.
The role of logistic subject of area and protagonist of the policies of order of the territory, prescinds from weights and quantitative measures, save the necessity (intransgressible) of economic self-sufficiency of structure AP.
Obviously this cannot motivate proliferating of AP. Rather, instead, it would have to induce, in a rationalization logic, to favor, whereby of ravvisi the possibility/opportunity/convenience, the attribution to AP of tasks of administration of the regional portualità and to estimate forms of aggregations between Harbour Authorities, where shared from single ports and administrations of the territory.
The Suez Canal Authority has announced that it will introduce surcharges on transit tariffs through the Egyptian canal for most major cargo vessels, effective July 15.
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The uncertainties on the formation of a new government and the certainty that the current executive and its members, now almost fugitives, difficultly will take part of the next governmental administration more and more often induce the representative organisms of woven the economic and social Italian to turn own requests to the President of the Republic being recognized to it the role of current only institutional interlocutor of the society.
- Via Raffaele Paolucci 17r/19r - 16129 Genoa - ITALY
