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April 26, 2011
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- Concern about the possible exclusion of the Italian section of the Adriatic-Baltic axis European network priority
- Chisso, "would be a disastrous choice as well as even incomprehensible." Two - the second Costa - the topics addressed by the revision of the port sector: financial autonomy and the revision of coordination of port activities
 Today in Venice, on the occasion of the inauguration of Maritime Port Authority held in 2011, the Councillor for Mobility and Infrastructure of the Region Veneto, Renato Chisso, stressed the need to link the infrastructure system in the Veneto region with Europe and overseas markets and has therefore stressed the need to include the Italian section of the axis in the Adriatic-Baltic European priority network.
- "From some news coming - he said who knows - it would seem that the European Commission has chosen the route between Vienna and Slovenia's Maribor and Graz, intercepting the priority project number 6 in Ljubljana, rather than the route between Italy and Austria.It would - said the commissioner - an unfortunate choice as well as incomprehensible that also exclude the economic-territorial Italian by a penetration axis transport terms is vital to the ports of Trieste, Monfalcone, Venice and Ravenna. "
- Chisso has noted that in these days, "the presidents of the Veneto, Friuli Venezia Giulia and Emilia Romagna regions have asked the Minister Matteoli urgent and resolute action against the commissioner in order to manifest the intention of putting together the section Italian Adriatic-Baltic-axis in the European network priority. " "It is fundamental - the commissioner has confirmed - to ensure the inclusion of Section Vienna-Graz-Klagenfurt-Udine-Trieste/Venezia-Bologna-Ravenna as an extension of the Baltic-Adriatic Axis project.
- This is a project that was agreed between Italy and Austria in 2006 and also shared by the ministers of the Czech Republic, Slovakia and Poland. This project is functional and Italian Adriatic ports on it, over the past three years, there have been numerous and inter-governmental initiatives that have also involved the business system. "
- The possibility of a choice in the European path instead of the Italian-Slovenian Austrian had also alarmed the Union Freight Riuniti (UIR) who recently praised the position of Mr Debora Serracchiani and three regional presidents of Veneto, Friuli Venezia Giulia and Emilia Romagna claiming strong action by the government to be confirmed in the Italian section of the corridor Adriatic Sea. "The three regions - had stressed the UIR - freight villages are home to nine of the most important international operations which would certainly be impaired through proposed excluding Italy from the axis that intersects the Adriatic-Baltic, among other things with other European routes that link to radiate throughout the continent. "
- In his speech today, the President of the Port Authority of Venice, Paolo Costa, inter alia, also emphasized the need for reform of Italian ports legislation, most importantly in the light of what is happening on the other side of the Adriatic: "It is the ongoing confrontation between the regime and conditions in the Italian ports with the Slovenes and Croats in the northern Adriatic system - he explained - which leads us to highlight the urgent need to put hand to the reform of port legislation Italian. "
- "These are two - said Costa - the general themes to be called to the ongoing debate on reform law (one that most directly affects Venice) should be right now, even here, to draw the attention of government and parliament . The first general theme is that of the final application of the principle of financial autonomy allowing ports to have a certain frame of reference for his own choices in infrastructure.The principle that would apply in this way is that for which all Port Authority would be in a position of risking their own, along with its dealers and other businesses licensed to operate in port, the more people involved the more we should assume that any investment in port - except, perhaps, than in dams and canals - Go realized only in the presence of a mandatory quota of private financing. The Port Authority made financially independent so they would see each investment subject to the double scrutiny of the success of its port - any port in a crisis of traffic and therefore revenue could destroy wealth on investments of dubious value - and the unanimous opinion of the private co-financing. It would create a virtuous cycle of competition between ports played much energy compared to handle the traffic as on the ability to make the best investments at the right time. So finally we realize that some conditions of "competition between ports" that the 84/94 was unable or unwilling to deal simply and only part of the regular "competition in ports". "
- "The second general theme of" missing ", if not contradictory with this - said the chairman of the Port Authority of Venice - is a thorough review of the coordination of port activities. Today, while embracing the entire maritime cluster port, Law 84/94 regulates only secondary aspects "sea side" of the port. In fact, under the so-called services rendered "jure gestionis" services of general interest with a very significant economic connotation, the Port Authority only deals with services rendered in the dock, not to affect also focusing on the management of the other component basic cluster of maritime and port, the technical-nautical services. The reform of '84 / 94 can not be separated from the concept that the port market for the services rendered to the ground is only part of the port market in a broad sense and therefore is inseparably connected to it.There is also another area that the current law does not regulate, and even in the current reform proposal takes into account: the coordination of services and port activities in the real sense with the services of general interest that are made in the port area state institutions (services rendered "jure imperii") and which affect the timing of forwarding of goods, one of the most important indicators to measure the efficiency of ports. The law acknowledges the Port Authority the power to coordinate the activities carried out by public administrations, did not devise any effective instrument in this regard, leaving that individual institutions should perform their school activities individually, no subject that would harmonize the 'function. To this end, it is necessary that the institution responsible for the economic management of the Port, that the Port Authority, organize and regulate the relations between individual institutions and actors port to reduce or eliminate conflicts, contradictions, inharmonies, and then scattered interventions unnecessarily duplicative and uneconomical, making it perhaps the same organic load of the shortcomings of the offices, for example in the case of Venice, the health. "
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