Russo and Philippi (PD): the project of the new offshore port of Venice does not go financed



The project of the new offshore port to the wide one of the Lagoon of Venice does not go financed. They support the senators Francesco Russo and Marco Filippi of the Party Democratic that has become promoters of a document, that we publish below, for a hypothesis - from they considered "realistic" - of I throw again of the Italian portualità that is signed by about fifty connects expression of groups of majority and opposition.

"We understand - Russo and Philippi have explained - the temptation of parochialisms and the particular interests but we believe that politics if wants to be serious and responsible cannot local and regional projects with an always projected look to the highest national interest. For this, today, we have introduced a propedeutico document to an amendment to the Law of Stability that leaving from an analysis of the current situation of the Italian portualità with a particular focus on Alto Adriatico, proposes to recover about 100 million previewed for the project of wide offshore port to Venice in favor of integrated projects that the logistic and harbour structures (Ravenna, Venice and Trieste upgrade all already existing firstly)".

"The collected cross-sectional consent from the document, also from territories that do not appear on Mare Adriatico - has found the two senators of the Party Democratic - it is the demonstration that this is not a bell tower battle. The future of Venice cares about us, but own for this we cannot give our assent to a project only apparently ambitious whose announced failure would hurt to the credibility of Italy and Veneto. A project sproporzionatamente expensive and, in the merit, considered unattainable and uneconomical from the same harbour operators if only for the costs deriving from the cargo breach that the new structure would presee".

"National the strategic plan of the portualità and the logistics that, as final objective, is reproposed to concentrate deep available on little the indeed necessary works - has continued Russo and Philippi - sustainable projects, integrated ask us and possibly supported from a pre-emptive availability of the private ones to load the burdens of the new works, and the offshore port of Venice sure would not re-enter in this perimeter".

Confirming to the president of the Authority of Venice Paolo Costa and to all the decisive economic politicians and of Veneto the full availability to I confront in the merit, Russo and Philippi have hoped that "it is possible to reason on shared progettualità that, in the optical of a really integrated system between the ports of Alto Adriatico, they can indeed be functional to the entire Country and not only to its, also important, part".

While the Harbour Authority of Venice has announced that during the convention Techitaly 2014, held today to the Europarlamento and dedicated to innovative infrastructures for the increase of Europe, Networks have been marked from the INEA (Innovation and Agency Executive) two history of success in the preparation of infrastructural projects to realize in public-private partnership. The first refers to the realization of the railway connection between Milan and the airport of Malpensa, the second one regards the realization of the offshore-onshore harbour system of Venice. Planned in order to exceed the constraints of nautical accessibility tax from the system of barriers you furnish of Mose, the offshore port of Venice - it is brought back in the course of the debate - allows to value the lagoon port of call and to put it in condition for cooperating with the other ports of Alto Adriatico in order to compete with success on the European harbour market within the lines of European politics designed by the review of the transeuropee nets of transport IT TRY. The solution financial institution proposed from Venice, in a period in which the public resources they are limited - is observed - an able example of PPP represents well built to create a balance between the private public funds and demanded and an able system to separate the risks between the partner. A project - moreover inserted inside of the flat Junker - that assumes detail importance for throws again of infrastructures and the competitiveness of Europe and Italy.

"Particularly we are satisfied - the president of the Venetian harbour agency has commented, Paolo Costa - of the acknowledgment that has come to an agreement to us today to Brussels, sign who the undertaken road is that right one, the support of the European institutions for us is a lot important".



A HYPOTHESIS (REALISTIC) OF I THROW AGAIN OF THE ITALIAN PORTUALITÀ

The case of Alto Adriatico

This analysis cannot that to leave from the ascertainment that, during the last few years, the economic crisis has modified radically the scene of world-wide the marine traffics.

The flows To make East - Europe that they have fed for beyond twenty years a almost uninterrupted increase of the marine traffics, is in phase of slow down: in the 2013 port of Rotterdam it has enlivened 2.1% of TEU in less regarding 2012.

It is by now from the 2003 that has interrupted that process of increase that had seen the Mediterranean ports, and in particular those Italians, to erode quotas traffic to those of northern the range.

From then you it has been a radical change of direction and the ports of the North have recovered traffic, also destined directly to our territory.

Naval gigantism, that it is born from the requirement to create economies of scale for the great companies of line, has ulteriorly modified the picture, producing some important phenomena:
A HYPOTHESIS (REALISTIC) OF I THROW AGAIN OF THE ITALIAN PORTUALITÀ

The case of Alto Adriatico

This analysis cannot that to leave from the ascertainment that, during the last few years, the economic crisis has modified radically the scene of world-wide the marine traffics.

The flows To make East - Europe that they have fed for beyond twenty years a almost uninterrupted increase of the marine traffics, is in phase of slow down: in the 2013 port of Rotterdam it has enlivened 2.1% of TEU in less regarding 2012.

It is by now from the 2003 that has interrupted that process of increase that had seen the Mediterranean ports, and in particular those Italians, to erode quotas traffic to those of northern the range.

From then you it has been a radical change of direction and the ports of the North have recovered traffic, also destined directly to our territory.

Naval gigantism, that it is born from the requirement to create economies of scale for the great companies of line, has ulteriorly modified the picture, producing some important phenomena:

commercial alliances between the greater companies (first P3, today M2), in order to try to limit the damages of the hold excess;

reduction of the number of the ports of call, congestionamento of the ports, delays in the touched ones;

oligopolistica concentration of the consequent carriers with strong worries of the European loaders;

pressure on the harbour costs date the cost-price squeeze which had to the fall of the hires;

Consequently the naval carriers unload their search of economies of scale in the marine transport on the terrestrial system, in particular on the harbour segment that, because of the pressures on the costs, it sees more and more reduced the profit margins.

According to a study of the Ocean Shipping Company, than it estimates the handling question container until 2018 in the Italian ports, rapportati to the potential ability, the forecast for 2014, in terms percentages of saturation of the terminals is of 57% for all Italy.

Always second the cited study, the increase of traffic of the terminals, in the more optimistic scene, rapportato to the potential ability, would carry, in 2018, to come down to a quota saturation of 52% (calculation elaborated based on the works under realization).

Which then, in the medium period, financial the effectively sustainable priorities under the profile and of the traffics?

The Adriatic Sea demonstrates a particularly rich area of opportunity that it goes to cross, as large via of water, important industrial Pan-European corridors and nearby find of hinterland and city mitteleuropei that can be mainly contendibili, for the Italian ports regarding the hinterland European of the tirrenico harbour front.

The analysis of the traffics container says us that in the 2013 three main ports of Adriatic North (VE-TSRA) has realized a medium increment of 7%.

Today (given to 2013) the ports NAPA (North Adriatic Port Authority), therefore included Koper and Rijeka, enliven about 1.800.000 teu.

The work under effettuazione or that they will be carried out in the short period, second the enforced town development plans, previews expansions of the ability until to reach 1,2 for Trieste, 1 mln for Venice, 600,000 for Ravenna, 1 million for Rijeka, 1,8 million for Koper however in two phases.

This means a potentiality in the ports NAPA, according to progettualità already in being or works in progress, for total 5,6 million.

For how much it concerns the backdrops, Trieste is attested on depth until 18 mt, Ravenna previews to reach the 14,5 mt, while Venice will be attested on the 12 m.

In this context the project of "the off-shore" port of Venice joins that, since a first analysis, anticipates problematic is from the point of view of the mere environmental impact, in a zone where already the activities of realization of MOSE have had important fallen back, but above all of insufficient solidity financial institution of the operation. The hypothesis currently in field, in fact, does not seem to answer adequately to the question on because the transport societies would have to prefer a solution that, in the substance, the so-called double breach would force to them to carry out two times the refuel/defuel operations (). Quite hypotheses of construction of a street viaduct from “the off-shore” port to the mainland are ventilated that, when also it exceeded the impediments of landscaped character, would have of the costs of realization and maintenance much elevating. Moreover basic hypothesis of the project was that the outer dam of affiancamento to the structure of the “Off-shore one”, by the huge costs, would be made by New the Venice Consortium in the within of the Mose project that, currently, is not still clearly as will be managed and with which perspectives.

Also the assumed costs of staff, 510 people in the phase of departure and 1,515 people operatively with a cost that, assuming a average cost of 30.000/anno/persona, can calmly be assumed over 450/500 million per year what that would be profitable “project financing” covered from the mere rates outside market sure.

The costs previewed initially were pairs to come down 4 billion euros, according to indiscretions of print more recent, to 2,5 billion: the cuts are sure sons of the doubts already expressed from BEAUTIFUL (the European Bank Investments) that it has also put in evidence the excessive exposure to the debit (about 200 million) that the Harbour Authority of Venice had already in budget 2011.

From this with of data we would want to draw some conclusions:

Geography of the traffics is in the hands of large carriers the multinational ones and is necessary political communitarian and national, besides commercial policies of the ports (concessions, joint ventures, etc.) in a position to avoiding one negative spiral between the race of naval gigantism and the dispersion of public resources in order to construct infrastructures lacking in real perspectives of traffic.

Norms of simplification for the works are necessary, and in particular the dredgings, so that the planned works effectively are realized according to compatible times with the requirements of the market of the traffics. The recent data of the State Audit Court on the works effectively realized in the ports represent a serious alarm bell for all the Italian harbour system.

The true priority of the system is the investments in the railroads. To think to manage ships from 10.000/11.000 teus with inefficient railroads means to make useless every investment in infrastructures and equipment. For this it is necessary to concentrate resources on the railroads, in particular on the last mile (connection directed with the docks in order to diminish the costs of the maneuvers) and then to invest on the railway services cargo, also, for a sure period with forms of support to the costs of the service. The serious deficit of the Italian railroads is not in fact on the infrastructural plan. If the quota container enlivened via railroad does not expand drastically, to think to a competition on the contendibili European areas appears illusory. The new harbour and logistic Authorities that could be born from the reform of law 84/1994, could play an important role under this profile.

He is indispensable to completely play the challenge of the technological innovation with investments also in immaterial infrastructures. It is necessary to follow through politics of the only doors (customs and the marine information) and to adopt every solution in order to fluidificare the transit of the goods in our ports. To increase the powers of coordination of the Harbour Authorities, for example on the timetables and the operation of the various agencies of state that operate in port, giving also the possibility to use rivenienti resources from the autonomy financial institution in order to adopt organizational and structural improvements would forward represent a great step for the competitiveness of the ports.

In last but not for importance, it must invest on the human resources. Job, formation and safety are the key of the quality and the competitiveness. For this the enterprise must be innovated and be strengthened also article 17 on the model of the most advanced European experiences north.

The current international conjuncture advices against, therefore, in the medium period, the adoption of ulteriorly expansive projects regarding those already previewed from the planning in being; in particular it appears particularly risked the hypothesis of the construction of the terminal off-shore container of Venice for a cost of financial 2,1 billion euros and a engagement of the State in such sense. Such project, on which all the operators (terminalisti and shipping) express strong perplexities, would be characterized, as saying, from a cargo breach that, for effect of the system of transfer of the container on barges in order to reach the large square to earth, would involve at least 250 additional costs in order USD in a context characterized from hires many low. There is then a evident insostenibilità financial institution is for the public finance that for an eventual private investment: calculating a destined margin to the amortization of the work 10 pairs to USD to container (decidedly optimistic esteem) the investment of beyond two billions could damp per year in 100 or 200 years depending on the fact that a similar terminal enlivened 1 million or 2 million teus. Similar forecasts of traffic, do not appear suffragate from no realistic hypothesis: “the Italian” traffic that today it journeys for the ports of the Europe north sure does not reach the million teus (many estimate in not more than 600.000). Considered, moreover, of the investments in course in the ports of Genoa (Which dropped Bettolo), Savona I go (Platform Maersk for 400 million investment) and those previewed to Livorno (Europe Dock) besides 190 million for the widening of pier VII to Trieste - where already the backdrops can afford the landing place of ships carry container beyond the 13,000 teus - evince that the project of offshore port to Venice turns out simply indefensible.