Action 3.1: Mapping ongoing public and private investments

Transcription

1 Action 3.1: Mapping ongoing public and private investments

2 ACTION 3.1: MAPPING ONGOING PUBLIC AND PRIVATE INVESTMENTS 1 1 DESCRIPTION OF TRANSPORTATION SERVICES PROVIDED IN THE HUB AND OF ONGOING AND FUTURE INVESTMENTS 2

3 1 Description of transportation services provided in the hub and of ongoing and future investments Public Transport and Regional Transport Authorities in Italy As concerning busses, decision making in the Italian PT procedure is totally attributed to the Regional Councils legislation whose operational branch is attributed to the Ministry of transport of the Regional Executive Committee, expressed by the political majority of the Regional Council, which provides to share funds and, in several cases, to tender services. Tendering happens in FVG but not in Veneto. As concerning the rail service, this is totally dependent from Trenitalia, the national public company, which provides to regional service production through its specific regional rail companies, being now funded by Regions but keeping a substantial governance on service time tables, which is a matter of current conflicts with the Regional Authority and of unsatisfaction for customers. Veneto and Friuli Venezia Giulia, the Northeast of Italy The analysis of the ongoing investments in N-E of Italy includes two regions: Veneto (4.9 millions inhabitants) and Friuli Venezia Giulia (FVG -, 1.2 million inhabitants) with similar geographic and socio-economic characters but with different demographic and urban densities. Veneto shows greater density in particular in its core area Venezia, Padova, Treviso - and wider territorial extension, with a greater mobility demand as well, also due to the high territorial settlement dispersion. Veneto, with its 7 provinces, shows a high fragmentation of its 42 PT operating companies, of which 14 are public owned and the remaining private. The public ones are traditionally shared between urban and extra urban service, covering most of PT supply in the region, where the private ones have more limited and marginal areas of service production. Bus service production is not integrated at territorial level: each single bus company provides services on a limited geographic area with a sort of monopoly and very limited coordination with the other ones. Where service overlapping occurs conflicts are possible in competing to attract customers better than agreements and coordination. The two regions may be considered at the beginning of a potential regional transport clustering process since a common vision and two specific initiatives exist: firstly, the third lane construction of the interregional congested motor road Venice Trieste due to the international flow of lorries and to the summer tourist flow to the beaches; secondly, the airport clustering strategy between the third Italian airport system Venice-Treviso Marco Polo, 9 millions pass./year, and the FVG regional airport Ronchi dei Legionari, 800 thousands pass./year. It may be interesting to note that the new Regional transport plan by Region FVG (2012) shows a clear policy addressed to organize around its airport the main intermodal regional hub, located in a central position to serve three small medium sized cities and a wide regional area. This policy concretely realizes the idea of a city-region organization. Compared to this FVG shows a greater PT management dynamic having provided to aggregate the preexisting fragmentation in only four PT companies, covering the four provinces of the region, aggregating urban and extra urban service production on province basis.

4 The regional rail service represents the other supply of PT in both regions, absorbing about 1/3 of the Public budget for PT and being totally produced by Trenitalia, the national Rail service company operating in the field of local transport, with regional companies totally belonging to the national one. As a matter of fact the PT transport production in both regions is shared on a territorial based competence through the different companies, in FVG at the Province level (Nuts 3), in Veneto at sub provincial level. Both use traditional paper ticketing; only a partial time table coordination exists among road and rail services. Due to this duplication and overlapping between road and rail PT transport production may occur, since the opposite interests of separated companies do not allow substantial service rationalization. Anyway FVG shows a much more innovative attitude then Veneto, being oriented to create one only regional bus company (instead of the existing four ones which appear the outcome of a previously realized aggregation process at provincial level) in the next future, where Veneto shows limited innovative attitude at organization level, all the innovation being in the initiative of the single (public) bus companies of the region, anyway still separated between the urban and suburban service production. Related to technology innovation, as it was said, all initiatives lay in the hands of single companies, substantially the 14 public ones, which are enabled to invest in ITS ICT within their own company efficiency interest to attract customers and save money. In Veneto the most relevant PT planned innovation (since the 90s) is the SFMR (Regional Rail Metropolitan Service), covering the urban core of Veneto Region (Venezia-Padova_Treviso) with more than 1 million inhabitants, whose implementation process has not been concluded yet, except for all the road works, where the rail road crossing points have been substituted by tunnel or bridges to improve the road traffic and increase the mobility safety. The improvement of train service has not been realized yet, since the new services- and new trains are expected for , while in the meantime the Public rail transport is worsening due to the economic crisis, with increase of demand and decrease (quantity and quality) of supply. The controversial point relates to the low cost of rail tickets, all traditional paper ticketing with no intermodal integration, which does not cover the amount of costs of rail service production, according to the rail company opinion. Venice Hub The Venice hub is the most interesting case of the area, due to the peculiarity of the water mobility in the historical town, the islands and the lagoon, which creates a real monopoly in the management of passenger mobility: inhabitants, commuters and tourists. On one side this calls for a great amount of money for service production together with a great income, on the other the opportunity to improve service production and technology innovation. Service production ticketing and time tables - is integrated between the Venice mainland and lagoon at company s level ACTV, the biggest in the region and among the big ones in Italy but not with the other companies operating in the Veneto hinterland, in the border areas of Venice s mainland. As concerning the railway station of Venice improvements are being conducted to better serve separately the national terminal and the regional one.

5 As concerning the national lines a new private HS rail company, named NTV, started recently (2012) to operate on the two main national connections (Rome and Milan) in an open competitive way with Trenitalia, the public company. Here below (Figure 1) is represented the prospected interventions on the Venice Hub. The green line represents the long term investment project fot HS/HC line Venice-Trieste. The orange line represents the section link between the Airport of Venice and the city connection with the town while the red line is the rail junction ( passenger and freight) made in order to bypass the mester node which currently is undercapacity due to high passengers demand. The two intervention represented by the Mestre bypass and the rail link Airport-Venice are the most important investment in relation to the passengers services. Figure 1 prospected interventions on the Venice Hub Innovative investments Two are the most relevant technological innovations in the recent years: - One relates to tram lines introduction in the urban mainland of Venice, the city of Mestre-Marghera, with the ongoing extension of the lines through the trans lagoon bridge until the road terminal of Venice Piazzale Roma -; - The second one relates to the introduction of the contactless ticketing technology (named I Mob) at company level (ACTV) instead of the previous paper one.

6 Venice s airport works as the hub for the Northeast of Italy (approximately Nuts 2), extending its catchment area all over Veneto Region, including FVG and also two cross border regions of Austria and Slovenia. In particular this happens for many European destinations and for the intercontinental links (USA and Orient). Institutional innovation Being the city of Venice identified as a metropolitan area institutionally substituting its Province Council, to be cancelled (a matter of these days in Italy). The next future is expected to offer relevant innovations basically in the field of PT thanks to the increased metropolitan power. In particular it must be emphasized the fact that City of Padova, whose demographic weight is equivalent to Venice and its hinterland partially overlapping with the Venice s one, propose itself to become part of one only integrated metropolitan area. This perspective allows to think that in the next future an agglomeration of more than one million inhabitants might be subject to a unified institutional decision making. Public transport innovation should become the first sector of innovation, both related to transport service integration and to ITS-ICT innovation. Here below is represented the map of investments and their project phase along the entire section Venice-Trieste encompassing both the Trieste and Venice hubs. Fase 1 Fase 3 Fase 3 Fase 1 Fase 5 Fase 2 Fase 6 Fase 4 Figure 2 Map of investments (Trieste and Venice)

7 Trieste hub Differently from Venice, Trieste has a peripheral geographic location in its region, being an geographic appendix, which does not allow strong integration with its regional administrated hinterland, limited both by morphological and national borders, where urban and extra urban areas are almost coincident. Despite of this condition Trieste represents a transnational historical socio economic and cultural pole of attraction towards its wider Slovenian-Croatian proximity hinterland, which involves a greater amount of population to be potentially served by an extended and improved PT transport system. Ongoing studies under Interreg IV A, Italy Slovenia funded project, named Adria-A, are focusing the concept and the profile of a transnational metropolitan area integrating the neighboring cross border communities surrounding Trieste (the Carst area) into one territorial unit, where public mobility might be served by a better integrated road-rail transport service to extend the access to urban services provided by Trieste and to widen the local labor market as it has historically been in the past. The key intervention would be a new railway tunnel (1,8 kms.) directly connecting Trieste with the city of Koper ( inhabitants) and its hinterland. The proposed interventions on Trieste hub regards: - Interventions on the node of Trieste: upgrading of existing city line - Adduction section to the node of Trieste: Ronchi-Trieste - International section Italy-Slovenia, PP6 Trieste-Divaca ( Slovenia) - Urban metropolitan system trieste-koper ( passenger line) The area of Trieste with the present (in black) and future (in blue the hypothesis of the high-speed railway and in red the hypothesis of the connection between Trieste and Koper) railroad network. Figure 3. Trieste Hub

8 B.D. KM 7 B.P. KM 7 KM Trieste HUB adduction section to Trieste (Junction Ronchi Trieste) Intervention for doubling the existing line Bivio S. Polo - Monfalcone Ottimizzazioni Progetto Preliminare Udine Provincia di Gorizia Comune di Ronchi dei Legionari B.D. KM 0 GA02 SV =464m B.P. KM 0 Venezia Trieste GA05 SV =553m GN01 SV =725m KM B.D. KM 8 B.D. KM 8 GA01 SV =650m B.P. KM 8 KM Provincia di Gorizia Comune di Monfalcone B.D. KM 2 Figure 4 Trieste Hub (Specific Section) Here below is represented the traffic forecasts regarding the flows saturation in the sections between Venice and Trieste. According to the analysis the red color identifies the saturation of the links according the time frame. The yellow line refers to the medium level of saturation while the greed indicates a sufficient residual capacity

9 Prospected investment ( RFI- Italian Ministry of Transport) Interventions per functional sections Costs (Mio Euro) Mestre - Aeroporto Marco Polo 772 Aeroporto Marco Polo - Portogruaro Section Portogruaro - Cervignano, interconnessione Cervignano, variante a db tra Torviscosa e Cervignano e raccordi merci Nord e Sud Variant Palmanova e-torviscosa and adustione to the section VE -TS in Torviscosa Section Cervignano - Ronchi and variant to the line VE -TS -Villa V. e Ronchi Section Ronchi-Bivio S.Polo 228 Doubling the existing line Bivio S.Polo-Monfalcone 175 Section Bivio S.Polo-Aurisina Section Aurisina-Trieste 644 Totale According to the above list please find the maps ( Figure 4 and 5) of interventions according to the indicated time schedule

10 Fase 1 Fase 3 Fase 3 Fase 1 Fase 5 Fase 2 Fase 6 Fase 4 Figure 4 Map of investments (Trieste and Venice) Ipotesi realizzative TARVISIO Udine PM Vat VENEZIA Casarsa NUOVA GORICA Palmanova Gorizia Bivio S. Polo TREVISO VENEZIA Portogruaro Bivio S.Polo -Monfalcone Cervignano - Udine Ronchi - Aurisina Mestre Aeroporto M.P Aeroporto - Portogruaro Portogruaro - Cervignano Aurisina - Trieste Ronchi Monfalcone Cervignano Cantieri Porto Bivio Aurisina Trieste C.le Trieste C.M. Aurisina DIVACA- LUBLJANA Villa Opicina koper Figure 5 Interventions - Timetable