The management of Italian ports must remain in public hands. This was underlined by Spediporto, the association of companies of Genoese expedition, intervening on the question of privatization of ports launched in recent days by the deputy Prime Minister Antonio Tajani and soon closed, at least within the government, by Prime Minister Giorgia Meloni who called it a non- on the agenda.

"The portualità - said the general manager by Spediporto, Giampaolo Botta - is the logistics terminal and not only at the service of the production sector of our country. It represents, therefore, a strategic asset on which, in our opinion, The public must maintain full control."

Botta specified that, however, there must not be foreclosures to the entry of private investors and cited, as already done by the Deputy Minister of Infrastructure and Transport, Edoardo Rixi, the Spanish model focused on "Puertos" of Estado". "Already in the early 90s - he Botta - the Spanish economic and political world has taken over questioned about the future of ports. The system sees, Today, a public presence on two levels, local and central, which has borne excellent fruit, thanks also to the integration with the private investors as evidenced by the growth of the port of Barcelona'.

According to the general manager of Spediporto, one of the "keys" To read this success lies in the so-called "obligation to service": "Every private entity that operates - has specified Botta - is required to ensure quality of the services offered, their correct execution. It is not about a mere abstract evaluation, but it is the same Authorities of System to supervise".

Remembering that Spediporto has already several times stressed how, to ensure the further development of a port fundamental for the country like that of Genoa, be they Investment in infrastructure is essential, but also a effective system of services to goods, especially in the phases of control and handling, Botta specified that in this About the reference model returns to be the Catalan one, with Barcelona "which - he highlighted - has opened a center Audits among the most efficient, operating 24 hours a day, 7 days out of 7'.

Botta also drew a parallel between the logistics area always operating the port of Barcelona, the ZAL, and - referring to what is happening in Italy - to what he called the waiting for Simplified Logistic Zone: "it is - it has detected - This is also a model and demonstrates how, attracting private capital that invest and offer quality services, you can increase the potential and quality of a public good'.

The comment of inforMARE Botta's words have recalled the memory of the writer a private exchange of views a few years ago with Giorgio Bucchioni on the outcome of the reform of port legislation Italian introduced in mid-2016 that the late exponent of the port of La Spezia and national agreed in considering pejorative of the original law on ports n. 84 of the 1994 and completed on the wave of a "reformist wind" an end in itself." A reformist wind that, I would tell him if I could still compare myself with Bucchioni, it seems to return to pull and moreover set in motion by the words in freedom of the Deputy Prime Minister Tajani. It would be a beneficial air current if the intent was to remedy the distortions introduced in 2016, starting from the lock up in an enclosure called the "Partnership Body" of the sea resource" the representatives of the companies in a at a time when the role of private individuals, even at national level, was considered as important today for the development of ports. So it does not seem, according to what was proposed by the deputy Minister Rixi who, being the only one in the government to have dealt with of portualità, was commissioned - so it seems from the outside - to study something about it. Rixi has more Possible creation of a ports agency has been envisaged on the model of the Spanish Puertos del Estado. Agency that - it seems to understand - it would replace the National Conference of coordination of the Port System Authorities introduced in 2016 and which was assigned the task of « coordinate and harmonize, at national level, strategic choices which relate to large infrastructure investments, the choices of urban planning in the port area, the strategies of implementation of concession policies of maritime property, and marketing and promotion strategies on international markets of the national port system, operating, also, the verification of port development plans, through specific specifications reports prepared by the individual AdSP'. Beyond the laudatory tones of the governance model of Spanish ports spent at the end of last year in Spain in Occasion of the celebration of the thirtieth anniversary of the institution of Puertos del Estado, which is a state body that has the The task of coordinating national ports in Iberian land is continues today to discuss, in heated tones, the goodness the governance model created in 1992, and in particular continued to challenge the effectiveness of a system that would leave little to be decided by the individual ports both strategically and on the economic one. And this in Spain, where the push of the autonomie has always been much stronger than in Italy where it seems that even Rixi and his minister Matteo Salvini have forgotten their past secessionists to follow the flute of patriots and try to snatch it from his hands. In Spain there are also those who complain that existence itself of the Puertos del Estado places limits on the possible further private initiative. If I could, I would tell Bucchioni that this is It can only make us fear that the reformist breeze moved by Tajani can become a fan capable of ruining what in Italy it was not broken down already in 2016. You don't You see, in fact, what the supposed integration of the private investors mentioned by Botta, to confirm the scenario foreshadowed by Rixi, in a Spanish system that is ruled by the state body Puertos del Estado and the Authorities Dockers, which are public bodies just like the Authorities of Italian Port System. And exactly as it happens in Italy, even in Spain private individuals to be able to operate in ports must conclude a public contract, however particular, with the Port Authorities, agreement that provides guarantees that the State property placed at their disposal is managed in such a way as to safeguard both the private interest and the public management of the port, also in function of the development of the port. Private individuals, with the Spanish Puertos del Estado or with an Italian Porti dello Stato, They have nothing to do with it. The wind, I would like to say to Bucchioni, in Italy seems always pull in the same direction, that is the one that to overcome difficulties and obstacles, instead of facing them, create agencies and Commissioners who are supposed to solve problems with which, apparently, Ministries and Port System Authorities are not able to grapple. Bruno Bellio