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04 June 2020 The on-line newspaper devoted to the world of transports 10:59 GMT+2

December 11, 2012

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Original news
A new railway trace is indispensable for the development of the port of Koper

Riccardi (Region Friuli Venice Julia) exhorts “to avoid the divisions that characterize to us and that they risk to slowly place in second the Adriatic axis regarding that of the Tyrrhenian one”

In order to develop the potentialities of the port of Koper and the entire section of the logistics of Slovenia it is necessary to realize a new railway connection between the only Slovenian port and the modern shod line of Divaccia. It emphasizes a study commissioned from Luka Koper, the society that manages the harbour port of call, to institute L.I.F.E. (Ljubljanski Institut za Finance in Ekonomijo) in the within of European plan INWAPO, that it sees like front man the Harbour Authority of Venice and that north-Adriatic, constituted from the ports of Venice, Trieste has the scope to activate the unexpressed potentialities of the fluvial transport in central Europe on the base of the harbour system and Koper, of the system of fluvial ports of the Danube, formed from the ports of call of Vienna, Budapest, Bratislava, Komarno and Sturovo, and of the system of the Czech and Polish fluvial ways constituted by the systems of Elba, the Vistola and the Oder, with extension to i Baltic Sea ports.

The study, lead from the Joze P. Damijan, university professor of Economy to the University of Ljubljana, anticipates three scenes: a pessimistic one, optimistic and a scene of realistic development. This last one previews that the traffic of the goods enlivened from the port of Koper will grow in average of 4% every year in order to reach 30 million the annual tons within 2030, while the doubling of the volume of goods is attended meanwhile transported for railway way that will go up to 20 million tons. Particularly consisting it will be the increase of the containerized transport, than in 2030 it will represent 53% of the entire traffic of the goods.

The investigation explains that the previewed development of the traffic of the goods will determine the congestion of the current railway line to railroad only Koper-Divaccia within 2018 and that, if the line will not be doubled, the traffic goods in excess will be diverted towards the Slovenian roads or the Italian railroads.

The study lead from Damijan analyzes three possible versions of the development of the transport infrastructures that connect the port of Koper with continental its hinterland. The first scene comprises a new directed railway line that it connects Koper with Trieste; the second does not preview some investment in railway infrastructures, while the third scene previews the construction of according to railroad between Koper and a main line to Divaccia. The study emphasizes that, on the base of simulations, according to scene it turns out the less convenient: without the construction of a new railway trace, in fact, all the additional commercial flows necessarily would be reindirizzati on the street net, with an impact negative on the atmosphere (emissions in atmosphere, noise, incidents, jam, degradation of the roads, etc) that he is five times advanced regarding that determining from the goods transported on track and with additional costs until 1,3 billion euros. With the first scene, the eventual construction of a new Koper-Trieste line would involve a social external reindirizzamento but cost reduction, of the commercial flows through a foreign railway net (Italian) would second constitute a bad solution for Slovenia a strategic perspective in the long term: it would cause in fact to the loss of potential entrances for the Slovenian operators of the rail shipment goods comprised between 166 and 538 million euros, a loss of potential yield of 23-77 million euro for the national society that supplies the railway infrastructure let alone the loss of the opportunities offered from a new railway infrastructure (for an estimated amount of 398 million euros). The study finds the detail attention that own would have to be mail on the loss of potential economic activities developed by the increase of the volumes of goods that pass through Slovenia and on the consequent loss of potential places of work.

The study observes that, if the second railway trace Koper-Divaccia did not have to be realized, there is the concrete risk that the flows of goods are reindirizzati by the port of Koper to the port of Trieste, than will be able to be made use of the new railway line to high Pontebbana speed.

Also from triestine part, but, there is the fear not to pick the offered opportunities of development from the previewed increase of the volume of goods that it will land to the ports of the Adriatic North. Yesterday taking part to the Chamber of Commerce of Udine to a convention on the Logistic topic “and local development: opportunity and challenges for the Friuli Venice Julia”, the regional city council member to the Riccardo Riccardi Infrastructures has emphasized that “for a modern and integrated logistics in a vision wider than that closely regional they go made brave choices and not more rinviabili”.

The question mark that must set itself - second the city council member of the Region Friuli Venice Julia - is “to which conditions an area, of which the Friuli Venice Julia it is part, is able to attract investments”. “Certainly - he has found Riccardi - we have of the natural conditions who helps us (barycentric geographic position, seabeds, technologically advanced the Pontebbana railroad), but - he has added - they are not sufficient: in order to allow with the enterprises to be on the market it serves also a logistics to the height and this is the effort that we must make”.

The regional city council member has moreover place the accent on the development of the Mediterranean area in its complex, on the necessity that is parity of conditions between the adjacent Italy and Countries (what that the Friuli Venice Julia regards directly) in order to avoid the escape of the enterprises, on the specialty of the region that goes seen like instrument in a wider optical and that it regards all the Italy North.

Riccardi has rimarcato that it must “avoid the divisions that characterize to us and that they risk to slowly place in second the Adriatic axis regarding that of the Tyrrhenian one where they are all joining; to avoid for the Friuli Venice Julia the tunnel effect, that is to avoid that the traffics us child's step over; it must place in being all those investments for the highway net and the railway net (but for the railroads the problem is political: it must decide what to make in order to return the railway traffic) in a position to connecting to us more efficient and less onerous in effective way with the remainder of Italy and Europe. In short - it has concluded - we must place in being all those measures useful to be profitable us competitive”.

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