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Ripensare le “Piattaforme Logistiche”: il Caso del Gateway dell’Alto Adriatico Rethinking “Logistics Platforms”: the case of the North Adriatic Gateway

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Author(s): Marco Dean | Sandro Fabbro

Journal: TeMA : Journal of Land Use, Mobility and Environment
ISSN 1970-9889

Volume: 4;
Issue: 3;
Date: 2011;
Original page

Keywords: Infrastrutture | piattaforme logistiche | trasporto intermodale | corridoi TEN-T

ABSTRACT
Nel presente paper si intende sostenere la necessità di un nuovo approccio alla pianificazione delle infrastrutture nazionali ed alla programmazione dei grandi assi multimodali, in modo da focalizzarsi maggiormente su quelle infrastrutture e quei territori che, in quanto posizionati lungo le principali direttrici di traffico europee, potrebbero caratterizzarsi, in tempi non “biblici”, come gateway europee in territorio italiano.Si sostiene che diversi strumenti programmatori che si sono alternati nell’ultimo decennio in Italia non hanno saputo individuare quei pochi veri hub portuali ed interportuali in grado di garantire effettivamente l’accesso ai grandi network internazionali e generare benefici economici già nel breve-medio termine, preferendo adottare, invece, visioni proiettate su scenari futuri, largamente incerti o mutevoli. E’ il caso del Friuli Venezia Giulia, inquadrato nella Piattaforma Logistica del Nord-Est, dove strategie infrastrutturali, logistiche ed industriali incardinate su un ipotetico Corridoio V, anziché sull’esistente (ma non ancora riconosciuto nelle mappe europee) corridoio Adriatico-Baltico, hanno finito per trascurare fondamentali infrastrutture esistenti (ferrovia Pontebbana, Interporto di Cervignano) e zone industriali.Il caso analizzato suggerisce l’ipotesi che il riaggancio del nostro paese all’intera rete europea dei trasporti e della logistica possa essere rappresentato, non tanto dal Corridoio V, quanto dagli assi che si sviluppano lungo la direttrice nord-sud (Corridoi 24, 1 ed Adriatico-Baltico) e che connettono i potenziali gateway europei del Mediterraneo settentrionale (Alto Adriatico e Alto Tirreno) alle aree più produttive d’EuropaThe objective of this paper is to explore more realistic and sustainable territorial and logistics strategies (see Fabbro, Mesolella, 2010) in order to reconnect the Italian infrastructural system to the wider network of European corridors.Until this moment, the logistics and strategic national plans have not been selective concerning the identification, along the TEN-T Corridors, of a few ports and freight villages which are able to become effective European gateways within the Italian territory and attract private investments. Moreover, these planning instruments, instead of basing their strategies on the most concrete corridors have preferred to conceive their policies on entirely “imaginary” ones. This is, for instance, the case of the Logistics Platform in the Nord-East area of Italy. This Platform has been organized around the uncertain Corridor V, rather than the more concrete (but not yet recognized in the European maps) Adriatic-Baltic corridor. As a consequence, in this Region, several existing national infrastructures appear, at the moment, largely underused: a freight village of considerable size and European standards such as the Interporto Alpe Adria in Cervignano del Friuli, and an international double railway such as the “Pontebbana” that links the North-East area of Italy with Austria, through the Alpine pass of Tarvisio, and which is already the southern segment of the Adriatic-Baltic corridor. On the other hand, these infrastructures might play a significant role in light of the positive estimates about the new trends of maritime trades, which would realize a renewed centrality to the Mediterranean Sea (Drewry Shipping Consultants, 2010), and important development programs regarding the Adriatic ports, involving both public (Venice, Rijeka) and private (Monfalcone-Triest, Koper) stakeholders. The aim of these projects is to increase the competitive capacity of the North Adriatic port system and establish a more effective connection between it and the central and eastern parts of Europe, through the Baltic-Adriatic Corridor, so as to constitute the so-called North Adriatic Gateway.Similarly it would be possible to use the same strategies even for the the Nord-West territories which could depict the second important Italian gateway, the so-called North Tyrrhenian Gateway (based on the Two Seas Corridor 24 Genova-Rotterdam).The paper concludes its argumentations supporting the necessity of putting more emphasis on the Corridor 1, the Two Seas Corridor 24 and the Adriatic-Baltic corridor instead of the Corridor V. In fact only these North-South Corridors, linking Italy to the most productive European regions, could allow to produce economic benefits in a shorter term, while in this possible scenario, the Corridor V (hierarchically subordinate to the other axis) would connect the two Italian gateways each other and these ones to the second-level national infrastructure, in order to avoid the marginalisation of entire regional areas from the major trade and economic networks.
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