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Treni e altro sul corridoio 24 Genova-Rotterdam |
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Corridor 24: the terminals south of the Alps. Side notes of October 2 UIR Conference |
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I write this short note, as a layman and with no pretence of completeness, about the intermodal terminal system serving the southern part of the Alps of Corridor 24. Mainly, a foundation to work on. First of all, we need to distinguish the different types of terminals, according to their dimensions, services, and location. I have identified three of them:
I do not regard logistic centers as purely tied to road transport, although they may be involved in the shipments that use Rolling Highway services, it is to a very limited extent. In the North-west area of Italy, which has direct relations with Corridor 24 goods traffic, there are all the above-mentioned types of terminals, however their distribution over the entire territory gives us some interesting indications on how intermodality works in Italy. The first one confirms my impression that there is a virtual line coinciding with the Novara-Padua transverse axis, and to its North, the railway and intermodal goods traffic is not very different from the Central European traffic, whereas to its South there is an absolute predominance of road transport. Such situation is revealed both by the many more railway links existing along Gottardo/Sempione and Brennero axis compared with those continuing towards central-south Italy, and by the types of terminals. For further information about the links, please see the TCNA timetables at the top of this page. Let us see the main terminals to the North and along the upper Po Valley motorway, but I will take into consideration only those originating traffic along Corridor 24. As we can see, most of them are gateway terminals, with a strong predominance of road/railway transfer on the possible associated logistics structures. All these facilities are therefore orientated to long-distance traffic coming originally from the North Sea ports, and it is sorted out to the economic areas in Central Europe, and as far as the Po Plain. The volumes of such traffic are so large as to allow active management of yards with no need for related logistic services. Besides, these are sites located in very well equipped areas from the logistic facilities point of view, where transport is the main request. The case of terminals south of the motorway in the upper Po Valley is different, as currently they all are integrated freight villages equipped with logistics facilities and the road/railway transfer represents a minor part of their activity. In this context we can observe that much planning is being carried out and this should bring about improved services and an increase in the importance of railway transport. Currently (July 2010) the following terminals are operating: . Rivalta Scrivia, integrated freight village It is worth expanding these three facilities: Rivalta Scrivia is today a very large logistic center that can offer warehousing, storage, transformation and transfer services for many types of goods, and it is equipped with a feeder line. Its development plan intends to transform it into Genoa cargo storage area mainstay, due to the good railway link, with a Shuttle feeding system directly from the quays and a specific customs managing system for international traffic. Mortara, opened in December 2009, is a rail/road interchange center, focused on railway traffic (three service tracks, electrified entrance/exit area with direct access to the net) and it will be integrated with logistics facilities. Its geographic location will allow to develop relations with both the North, as a support for Novara terminal, and Genoa port area and South Milan. The first activated services of the operator Shuttlewise are for Rotterdam and Venlo. Alessandria is supposed to become Genoa’s main cargo storage area, thus following its historical vocation. This structure could become the junction through which Genoa port could feed central Europe from the South, but here a more complex game is played, which does not involve only railways, but first of all the ability of Genoa port system to regain competitiveness with the large northern ports. Other terminals are located along the railway line Milan-Bologna: Lodi, Piacenza, Fiorenzuola, which too are integrated with logistics structures, and are serving the industrial area along Via Emilia. Interesting is the case of CEPIM freight village in Parma, equipped with very extensive logistic structures, and located in an interesting position binding it both to corridor 24 and corridor 1 (Brennero), as well as to the northern directrix tirreno-adriatica (Genoa-La Spezia-Livorno towards Ravenna). Some structures are tied to each other by regular routes through Busto Arsizio Hupac Gateway, such as Fiorenzuola, Bologna and others, as far as the South (Maddaloni-Marcianise), or through reshipping from Novara.A second consideration leads us to acknowledging that at present the intermodal sector is rich in projects, some of which are about to be completed. This is due to the fact that prior to 2008 economic crisis, the intermodal transport growth rate was much higher than other modes. Therefore, most terminals are planning to expand their structures, either on site, or by setting up nearby support systems. It is likely that the tendency to intermodal transfer of goods will grow stronger again once the economic crisis ends, and the existing terminals system shows to have good response capabilities to the growing demand, at least for a certain period of timeThe UIRNET project is important for better exploiting of terminal net potentialities. It is a computer platform for data exchange and system management of terminal system of transport. Such project, which is being developed and implemented by UIR (Unione Interporto Riuniti), was presented at the event held on October 2nd in Rivalta Scrivia, and is supposed to produce large economies of scale and management security for freight units, but it should not be limited only to UIR freight villages.. On the other hand, we still and always are faced with the question of railway net functionality and the likelihood for it to be organized in such a way as to satisfy the requests, very explicit now, of the goods sector and especially the intermodal sector, in terms of performances, regularity of services, open access to the net, and fares. This is still the weakest link of the intermodal transport chain. It is absolutely essential that the RFI (the Italian Railways) net management be completely separated from the so-called FS Group (State Railways), as at present the RFI industrial policies seem to be favoring the operative and investment choices of Trenitalia only (not even Trenitalia Cargo), leaving little resources for the goods sector or even dismantling its structures. The last question is the cost of railway transports, which needs to become as competitive as the road transports, given the same opportunities to the two sectors (what seems to be realized through the so-called ferrobonus, which will soon be implemented) or even better, by bringing “hidden” costs of road transport to light, as required by the European Union.
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Maryam Romagnoli Sacchi |
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