Action 3.1: Mapping ongoing public and private investments

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

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.

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

2013-14, 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.

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.

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 2

Fase 3 Fase 3

Fase 4

Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Figure 2 Map of investments (Trieste and Venice)

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 (40.000 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

Provincia di Gorizia

Comune di Monfalcone

Provincia di Gorizia Comune di

Ronchi dei Legionari

KM

6

+5

00

B.D

.K

M 7

B.P

. K

M 7

KM

7+500

B.D

.K

M 8

Udine

B.D

.K

M 0

B.P

. KM

0

Trieste

B.D.K

M 2

KM

8+500

Venezia

Trieste HUB adduction section to Trieste (Junction Ronchi – Trieste)

Intervention for doubling the existing line Bivio S. Polo - Monfalcone

GA05 SV =553m

GN01 S

V =725m

GA02 SV =464m

GA01 SV =650m

B.D

. KM

8

B.P. K

M 8

Progetto Preliminare 2010Ottimizzazioni 2012

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

Prospected investment ( RFI- Italian Ministry of Transport)

Interventions per functional sections Costs

(Mio Euro)

Mestre - Aeroporto Marco Polo 772

Aeroporto Marco Polo - Portogruaro. 2.683

Section Portogruaro - Cervignano, interconnessione Cervignano, variante

a db tra Torviscosa e Cervignano e raccordi merci Nord e Sud 1491

2.246 Variant Palmanova e-Torviscosa and adustione to the section VE -TS in

Torviscosa 375

Section Cervignano - Ronchi and variant to the line VE -TS -Villa V. e

Ronchi 380

Section Ronchi-Bivio S.Polo 228

1.745 Doubling the existing line Bivio S.Polo-Monfalcone 175

Section Bivio S.Polo-Aurisina 698

Section Aurisina-Trieste 644

Totale 7.446

According to the above list please find the maps ( Figure 4 and 5) of interventions according to the indicated time

schedule

Fase 2

Fase 3 Fase 3

Fase 4

Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 2Fase 5 Fase 6

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Fase 1Fase 1

Figure 4 Map of investments (Trieste and Venice)

TA

RV

ISIO

VENEZIA

Casarsa

TREVISO Cantieri Porto

Aurisina

Bivio

Aurisina

Trieste C.le

Trieste C.M.

Ronchi Monfalcone

Gorizia

Udine

Portogruaro

VENEZIA

Bivio S.

Polo

DIVACA- LUBLJANA

kOPER

NU

OVA

GO

RIC

A

Villa Opicina

Palmanova

PM Vat

Cervignano2018 2019 20202020 2021 2022 2023 2024 2026 2028 20302030 2032 2034 2036 2038 20402040 2042 2044

Ipotesi realizzative

Cervignano - Udine

Ronchi - Aurisina

Mestre – Aeroporto M.P

Aeroporto - Portogruaro

Portogruaro - Cervignano

Aurisina - Trieste

Bivio S.Polo -Monfalcone

Figure 5 Interventions - Timetable