Independent journal on economy and transport policy
18:58 GMT+2
This page has been automatically translated by Original news
the Italian ports do not have to continue to being considered a kind of optional
It emphasizes Assoporti, that a directory of the priorities of the field for the new government anticipates
February 13, 2013
Although they are used for 53% of the import-export of Italy, although they are second third party in Europe for cargo handling and for the passengers, although they realize a value of the production pairs to beyond 6,5 billion euros, the ports - for Italy - "continue to being a kind of optional and all the last financial provisions of normative type and condemn them to an inexorable decline".
The denunciation is of Assoporti, the national association that reunites the Harbour Authorities, that it asks the government and the parliament who will gush from the next elections "the immediate performance of a series of provisions of real emergency and especially - he has emphasized the association - an abrupt turnabout regarding the approach of chronic disinterestedness and guilty sottovalutazione of the importance of the field, victim of a deficiency of strategic vision, measures that total has mortified the role of the Harbour Authorities and an absence almost than programming in the allocation of the insufficient public resources available".
In the directory of the priorities subordinates from the Harbour Authorities to the future government, that we publish below, Assoporti invokes the immediate adoption of finalized provisions among other things "to give back autonomy to the Harbour Authorities, (today equiparate to mere bureaucratic organisms), rimuovendo those constraints of expense that prevent they to be the real institutional engine of the logistic and territorial development. To remove therefore the improper comparison to Public Administration beginning from those reported to the dependent (being cleared the field from risks today realize of a social conflict); to confer to the Harbour Authorities a effectively central role of coordination, simplification of the administrative processes and the services (today also of competence of other agencies and offices) and acceleration of the administrative procedures let alone of the participations of programming, planning and realization of infrastructural participations; to put into effect in the ports how much previewed in matter of project bond and to realize the coordination (previewed in Save-Italy) between ports and to interpose to you".
According to Assoporti, "solo attributing to Harbour Authorities with a real autonomy financial institution, and therefore to the president of the Harbour Authorities the effective responsibility (and the effective to be able that of it achieves) of the entire coordination (and control on the costs) of the activities in port, is on the side sea is on the side earth, can be placed the bases for throws again of the field". "I throw again - it has specified the association - that passes also through a recovery of the competitiveness of the harbour operators through the partial and temporary control of the social burdens for the authorized enterprises to operate in port (article 16,17 and 18 of law 84 of the 94), but also a reduction of the octrois on the energetic produced ones consumed from means used exclusively in port and the fixation of sure and homogenous rules in matter of Imu on the state property assets".
Moreover Assoporti, "in the light of how much it is happening in Europe in topic of transeuropee nets - it has specified the association - proposes the government who will come to elaborate a strategic plan of national the logistic system that makes hinge on the national portualità, as only subject in a position to conjugating the requirements of interchange of the European nets with those which extended of the Mediterranean (and therefore of the extra countries EU), guaranteeing among other things that specialization of the operations of transhipment in the ports that live operate competition with the ports of call of the Africa north. The unexpressed potentialities ask moreover a finalized plan the exploitation for all for the crocieristico market".
At last Assoporti asks the future ministers and parliamentarians "the start for a reflection deepened on a new harbour model of governance that make of the logistic subject Authorities Harbour of areas which extended in the within of the policies of regional planning, characterizing also the possibility of constitution or definition of multiharbour systems and multiport of call. The all conditioned to a real autonomy financial institution of the Harbour Authorities finalized to allow a constant infrastructural increase, also by means of new relationships of partnership with the private ones. Assoporti besides to propose the provisions to assume in the first months of government to cost zero - it has anticipated the association - will introduce to the new executive the lines guides of an own proposal of reform of the harbour law".
Priority of the Harbour Authorities for the future Government
The main national marine ports, than singularly considered constitute public good composite truth (, infrastructural systems, nodes of the logistic net, systems of enterprises and centers of multiple interests publics), represent for Italy, in theirs with, a complex of strategic valence from the point of view of the productive and logistic competitiveness of the Country, as well as from the economic, occupational and social point of view.
This is certain if it is had with regard to the essential carried out functions, also in various measure, from every port to service of the productive systems and of consumption of the territories, national and international, of reference.
They are worth to such care the relative data to the import/export that it uses for about 54% the marine way, turning out our Country so, also in a period of crisis, to 3° the place in Europe for harbour handlings of goods. Quite, Italy is placed to 2° the place between all fleeting the European Countries for traffic and, esteem, to first for number of economic crocieristi let alone for fallen back and places of work generated from the activities tied to the crocieristico field.
Specific studies of deepening, repeated in the years, also testify the contribution that the portualità supplies to the GDP and the national occupation, also favoring in some areas of the Country the reconversion to logistic harbour uses of industrial areas dismesse.
For services of harbour logistics and the activities auxiliaries, a value of the production for beyond € 6.500 million and almost 32,000 is estimated occupied directed.
The system of the Harbour Authorities, second the last studies, generates, making use of single 1280 occupied, a value of the advanced production to a billion of euro with a multiplying effect of about 4,7; new expenses and investments for 100 euros by the Harbour Authorities, generate that is beyond 470 euros in the total economic circuit.
To all this they go added to the production and the occupation generated from all those branches of the marine-harbour field altogether intended - industrial and terziarie marine activities (marine transports/armament, shipbuilding naval, peach, marine transport) and institutional subjects (Harbour offices and, partially, Marina Militare) - whose activities cannot prescind from the portualità.
All these data, and in particular those regarding specifically the ports, cannot but make us to forget that, if by 1997 to the 2008 - year in which they are burst the American and before then European crises that are still upsetting the world - traffic goods dealt from the Italian ports it is increased of 27% while that treaty .da the European ports is increased of 50%.
Parimenti is undeniable as from too much time the importance and the strategicità of these truths adequately is not valued. Neither politics founded on the knowledge of the opportunities and the difficulties have been materialized to which the ports are currently of forehead.
Today the Italian ports suffer the competition of the foreign ports of call that compete for the Italian markets to ours with the assistance of national logistic and railway operators also.
The event of the lacked reform the law 84/94 - however only partially adapted to the effective requirements - and that of the debilitating arm-wrestle on the autonomy financial institution, risoltosi with a widely unsatisfactory solution, are the single lands on which Government and Parliament have shown a minor negligence to the Italian portualità.
In fact politics for the Italian ports have been translate, on one side in penalizing measures objective, a phase in which, to the effects induced from the economic crisis to national and supernational scale, they add the strong competition is of Mediterranean marine ports of call is of ports of call of the Sea of the North.
From the other, neglecting to face measures understandings to face the most important and historical elements of weakness and the threats which the national ports are exposed:
deficiency of total vision in the organization dl a strategy that translate in national terms the full stop constituted from the European decisions in matter of nets Tries;
absence of a vision strategic in the allocation of the little public funds on hand for the infrastructuring also to the aims to favor the involvement dl private financings;
low level of physical connection (in particular railway) and infotelematica with the other nodes and subjects of the net;
excessive complexity of the norms, uncertainties of the decisional processes;
lack of a unitary conception of the activity that is carried out in every port, as well as to earth how much in sea, that earth needs of a twofold coordination sea/and between administrative activities and activity of market.
The Harbour Authorities, the public bodies to which for law the task is entrusted to administer these truths and to promote of the infrastructural and operating development, that is a model of subject of administration for many backs peculiar, conceived according to those objectives, indeed improperly is equiparate to mere bureaucratic organisms and has quickly, from 5 years and more, cuts than it capitulate budgetary for maintenances, promotion (than also it is one of the institutional tasks), intermediate consumption; controls of the organic ones; removal of resources whose lacked spold era turning out unsurpassable procedural obstacles; overlap of tasks of other agencies not opportunely coordinated with those of the same Harbour Authorities.
But, above all, it is restated, the Harbour Authorities and the entire system of the ports has suffered from the lack of a strategic vision, of politics that dictate priority, indispensable still more when ristrettezze of the budget return impossible resolutive answers to the expectations of all: agencies and operators.
All this neither partially balanced: from the adaptation of voices of entrances (the taxes and the admiralty laws) that, also necessary, it has come to fall in way automatic rifle in a phase in which maximum minimal increment of cost is the sensibility of the economic operators for every also; from a “autonomy financial institution” that, for dimensions, it is completely inadequate to the requirements of investment in the ports. Equally ill-timed effects are legacies to tariff increments of the technical-nautical services that reduce the competitiveness of our ports of call in a moment of contraction of the market.
The Harbour Authorities, own which subjects of the development of the ports, essential logistic knots of a system that from transport net it must be transformed in completed industrial logistic net of the depositor south of Europe, propose therefore the Government who will exit from the next electoral challenge, in a phase favorably of resumption of the Country, the immediate adoption of measures understandings to:
to give back to autonomy and specialty to the Harbour Authorities, rimuovendo expense constraints that they prevent to they to carry out the institutional function of engine of the logistic and territorial development;
to remove improper comparisons to Public Administration, beginning from those reported own employee, clearing in such a way the field from concrete (and dangerous) risks of social conflicts;
to strengthen the role of coordination of the various subjects private publics and in the harbour phase being returned it effective, that is allowing with the Harbour Authorities to adopt measures understandings in concrete terms to compensate and to place remedy to those deficiencies of agencies and offices that operate offering services and administrative activities that complete the harbour phase eg. (customs, marine health, etc);
attributing to the Harbour Authorities the possibility to graduate some costs, at least until the overcoming of the more difficult phase of the crisis, in competitive function; to simplify, to velocizzare and to give certainty of times of the administrative procedures, in particular to the processes of planning, programming 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 put into effect how much previewed with respect to the introduction of the Project Bond;
to put into effect how much content in the c.d, D.L. Italy saves, art. 46, with the greater integration between ports and to interpose to you.
The completion of the autonomy financial institution would have to then become as well as premised how much consequence of an application a regime of competition between the ports.
Competition between ports, harbour autonomy, responsibility of the harbour authorities, is three faces of the same medal that demand the identification of a last responsible for the course of the activities in a port. This places the problem of the acknowledgment in the President of the Harbour Authority or however in the same Harbour Authority, the agency effectively in charge of the efficient one and coordinated course of all the activities in port, is 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.
In the respect of the customs responsibilities, sanitary, of police, of safety in sea, etc, it is necessary in fact that a effective power of coordination - and control of the costs is recognized - of the activities in port equipping AP of powers correspondents to the responsibilities that are attributed it.
Contextually the A.P consider of being able to make own requirements and priority of competitive riallineamento of the economic operators of the field of the harbour logistics, which:
the partial and temporary control of the social burdens of the authorized enterprises former articles. 16, 17 and 18, L.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.
To follow those urgent and priority participations, the A.P consider necessary, and propose the future Government of the Country, to set to, in coherence with the design of the transeuropee nets of transport IT TRY that it is gone redefining in center EU, and with the proposals of harbour politics that are being estimated to Brussels, to:
to elaborate a strategic plan of development of the logistic system, which pivoted on the national portualità, as part of the logistic net of Europe in order to serve the Italian regional markets in the connections between they and with the Mediterranean ports; of the access to the Continent from south; of bridge and door of access for the Countries of the front south of the Mediterranean; of the strengthening and the increase of marine connections of short and having medium range characteristic of “Freeways of the sea” and their extension also to Mediterranean countries extra-EU third party; the specialization of the operations of transhipment in the ports that, in this segment of traffic they have as concurrent North African marine ports of call;
to set up a plan that supports the increase of the crocieristica valence of the Italian ports and the best valorization of the historical resources, cultural and landscaped of the territories;
the start of a deepened reflection on the adaptation of the model of Government of the ports also estimating the possibility, to attract new traffics, making of the logistic subject Harbour Authorities of area in the within of the policies of order of the territory (therefore also of policies that are regional and/or interregional) in a position to effectively affecting the costs of the harbour phase, in order to assure the economization of the system, also being adapted, possible, logical whereby competitive to the regulation (to lead back in head to the Harbour Authorities) of single necessary services in the harbour phase; of constitution/definition of systems fines harbour and multiport of call, however coordinating the policies of investment of the single ports;
to adapt to the level of the autonomy financial institution of the A.P in order to allow a effective infrastructural increase, also by means of PPP initiatives, and in order to realize the connections lacking between the ports and the nets.
- Via Raffaele Paolucci 17r/19r - 16129 Genoa - ITALY
phone: +39.010.2462122, fax: +39.010.2516768, e-mail
VAT number: 03532950106
Press Reg.: nr 33/96 Genoa Court
Editor in chief: Bruno Bellio No part may be reproduced without the express permission of the publisher
Although they are used for 53% of the import-export of Italy, although they are second third party in Europe for cargo handling and for the passengers, although they realize a value of the production pairs to beyond 6,5 billion euros, the ports - for Italy - "continue to being a kind of optional and all the last financial provisions of normative type and condemn them to an inexorable decline".
- Via Raffaele Paolucci 17r/19r - 16129 Genoa - ITALY
