ALPENCORS ENG A+INTRO - Veneto...alpencors - contents part a – presentation of the alpencors...

ALPEN CORRIDOR SOUTH

ALPENALPEN

CORSCORS

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Regione Veneto

Franco Migliorini – Project Design and Coordination

Giorgio Menon – Financial Management

Sistemi Operativi S.r.l. , Italy - Technical Assistance

Gilberto Dall’Agata, Alessandro Meggiato, Antonio Rigon, FedericoZannantonio

BMVIT, Austria

Helmut Adelsberger, Ernst Lung

Slovenian Ministry of Environment, Spatial Planning andEnergy, Slovenia

Aleksandra Fatur, Mitja Pavliha

AMT Der Niederosterreichischen Landesregierung, Austria

Friedrich Zibuschka (Project manager), Wolfgang Schroll

Regione Piemonte, Italy

Aldo Manto, Gianni Rosa, Massimo Raso

Provincia Autonoma di Trento, Italy

Roberto Camagni (Project manager), Maurizio Castagnini, Ivan Pretti,Tomaso Pompili, Alessandro Rossi, Klaus Spiekermann, Claudio Tiso,Micheal Wegener

Dipartimento Interateneo Territorio (DIT) Torino, Italy

Alex Fubini (Project manager), Alessandro Chemise, Daniela Ciaffi,Giuseppe Dematteis, Maria Teresa Gabardi, Paolo Giaccaria, OscarMaroni, Attilia Peano, Paolo Riganti, Francesca Silvia Rota, ValeriaSantoro, Loris Servillo, Andrea Stanghellini, Alberto Vanolo

Università Ca’ Foscari di Venezia - Dipartimento di scienzeeconomiche, Italy

Dino Martellato (Project manager), Francesco Macaluso, StefanoMagrini

École Nationale des Travaux Publics de l'Etat (ENTPE),France

Olivier Klein

Jozef Stefan Institute, Slovenia

Branko Kontic

ARCS Austrian Research Centers, Austria

Gerhard Triebnig (Project manager), Stefan Bruntsch

Centro Ricerche Fiat, Italy

Silvia Zangherati

Centro Studi Sistemi di Trasporto, Italy

Roberto Garino (Project manager), Stefano Pagani Isnardi, CristianaBotta

GeoVille GmbH, Austria

Christian Hoffmann

HERRY Consult GmbH

Max Herry (Project manager), Markus Schuster, Martin Russ, StefanWolf, Mariella Evangelisti

Inti Studio and Partners, Italy

Dario A. Inti (Project manager), Aldo Molinari, Elisabetta Rizzoli,Michela Valsecchi

Project Leader

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AlpenCorSProject funded by European Union.Programme INTERREG IIIB - Alpine Space, 2000-2006All rights reserved. References are allowed solely under citation of the source. No reproduction of any part may take place without autorisation.Autors are responsible for reported data.

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By presenting the Alpencors AlpenCorS project, promoted by theVeneto Region with the collaboration of 15 Partners – both publicand private – from Austria, Slovenia, France and Italy, I would liketo highlight the extraordinary importance of the project and,particularly, of the cooperation obtained.

This is the real aim of the Interreg program, which interpretsperfectly the very spirit of European policy in the transport sector,one important aspect of which are the Corridors as they can beregarded as the result of a truly trans-national and Pan-Europeanvision.

I am grateful to all of the Partners for their precious collaborationand I hope that this book will meet the readers’ expectationsregarding knowledge of the subject.

Giancarlo GalanPresident of the Veneto Region

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AlpenCorS - Contents

PART A – PRESENTATION OF THE ALPENCORS PROJECT 1

1 PROFILE OF ALPENCORS 1

2 A “BOTTOM-UP” APPROACH TO CORRIDOR V 3

3 THE CORRIDOR AS AN ALLIANCE AMONG REGIONS 4

4 THE SYSTEMS INVOLVED 4

PART B – GUIDELINES FOR AN EFFICIENT POLICY OF CORRIDOR V 7

1 CORRIDOR V BETWEEN THE ENLARGEMENT OF EUROPE AND GLOBALISATION PROCESSES 8

1.1 Enlargement, Wider Europe and Globalisation: interaction between economy and transport 8

1.2 Centre and periphery in the TEN-T policy 9

1.3 Economy, Transport, Accessibility 9

1.4 Mobility demand and supply 10

1.5 Logistics for the territory 11

1.6 Corridor policies: local operators on the international scenario 11

2 THE MAIN FACTORS FOR AN EFFECTIVE IMPLEMENTATION OF CORRIDOR V 12

2.1 Economy 132.1.1 The corridor as an economic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.1.2 The corridors and European integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.1.3 The corridors and competition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132.1.4 Economic re-organisation in the corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.2 Transport 152.2.1 Strengthening the road network is not enough . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.2.2 The specific case of dangerous goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152.2.3 The role of the railway corridor between criticality and perspectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162.2.4 A “new” railway for an integrated transport system of Corridor V: single market, logistic organisation

and intermodal methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

2.3 The propellor role of logistics and intermodality 162.3.1 Logistics as a functional macro system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162.3.2 Integrating the North-South tradition with expansion to the East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.3 Investing in order to recover the infrastructural, technological and organisational gap . . . . . . . . . . . . . . . . . . . . . . . . . . 172.3.4 Developing logistics as a factor of territorial development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

2.4 Efficiency and safety in road circulation 182.4.1 Technologies of information for specific situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.2 Specific problems require specific solutions but within a common architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.4.3 Creating an efficient information network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2.5 The territorial dimension of the corridor 192.5.1 The corridor as space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.5.2 Infrastructural investments, local territory and government levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.5.3 Governance instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.5.4 Infrastructural and territory integration: principles and experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.6 Territory, corridor and economy 212.6.1 The territory as a competitive factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212.6.2 Economic-space effects of the Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

VII

CONTENTS

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2.6.3 The corridor as a strategic vision of territorial development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232.6.4 Handling the Territory-Corridor relationship in order to increase competitiveness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

PART C – THE MAIN RESULTS OF ALPENCORS 27

1 ECONOMY 28

1.1 Introduction 28

1.2 Features of the global economic context until 2015 281.2.1 Trade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281.2.2 European integration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301.2.3 European transport networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

1.3 Growth inside the AlpenCorS corridor 361.3.1 Corridor definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.3.2 Growth forecast in the AlpenCorS countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371.3.3 Potentials, accessibility and transport inside AlpenCorS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391.3.4 Growth in the AlpenCorS regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401.3.5 Convergence among AlpenCorS regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

2 TRANSPORT 49

2.1 Road transport 492.1.1 Implementation of a traffic simulation system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492.1.2 Analysis of road flows on alpine passes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 552.1.3 Scenarios simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 612.1.4 Conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

2.2 Railway transport 672.2.1 The railway system in the Alpine area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 672.2.2 The future scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

3 TECHNOLOGY INNOVATION 77

3.1 Corridor V and ITS application 77

3.2 State of the art of ITS solution 773.2.1 Overview on general ITS architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

3.3 Environment analysis and identification of main criticalities 793.3.1 Scenario 1: the tunnel area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 793.3.2 Scenario 2: Increasing traffic demand and congestion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 823.3.3 Scenario 3: Emergency call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 863.3.4 Dangerous Goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

3.4 Some examples of Intelligent Transport Systems (ITS) already provided to the drivers in the Alpine Area 89

4 LOGISTICS AND INTERMODALITY 91

4.1 The Logistics dimension of Corridor V 914.1.1 Logistics on AlpenCorS: opportunities for a new industrialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 914.1.2 Manufacturing Industry Outlook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 914.1.3 Logistics Industry Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 934.1.4 Infrastructural Implications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 944.1.5 Land Use Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 994.1.6 AlpenCorS Logistics Master Plan: Summary and Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

4.2 Intermodal transport 1004.2.1 Current status and global trends in intermodal transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1024.2.2 Trends and Future Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1044.2.3 Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1064.2.4 Terminal investment schedules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1084.2.5 Possible Solutions: Concrete Terminal – Considerations: terminals in Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1094.2.6 Summary and Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

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5 TERRITORY 116

5.1 Competitive scenarios: a regional comparison 116

5.2 Projects on infrastructure networks 1195.2.1 The Italian section of Corridor V: the main road and rail interventions to be carried out . . . . . . . . . . . . . . . . . . . . . . . . 1195.2.2 A look at the other “AlpenCorS” Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

5.3 Territorial policies and investments 1335.3.1 Investments on urban nodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1335.3.2 Defining a possible sphere of influence of corridor policies on the infrastructural and urban-planning policies

of the main urban nodes located along Corridor V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

5.4 Conclusion 1475.4.1 The Corridor concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1475.4.2 Infrastructure investments and node policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

6 LOCAL APPROACH 151

6.1 Local perceptions of Corridor V 151

6.2 The ways of the transalpine link Lyon–Turin 1516.2.1 An historical approach to the project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1526.2.2 A sociological definition of the project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1526.2.3 Project’s management issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1536.2.4 Three fields of justifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1546.2.5 Coordination and cooperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

6.3 Proposal for the organisation of a monitoring system for Corridor V at regional scale 1556.3.1 Results of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1566.3.2 Application of indicators to the intersection of Corridor V with Turin metropolitan area . . . . . . . . . . . . . . . . . . . . . . . . . 156

6.4 The Brennero Corridor: infra-structural policies and territorial impacts 1576.4.1 General characteristics of traffic of goods along the Brennero axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1576.4.2 Transport of goods on railways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1576.4.3 Infrastructures and territorial sustainability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1596.4.4 Infrastructural requirements for the Trentino territory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1606.4.5 Opportunities for the logistics development of the Trentino area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1606.4.6 Application of the SASI model in the case of Trentino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

6.5 Corridor V in Slovenia 1636.5.1 Economic impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1646.5.2 Spatial effects and environmental impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1656.5.3 Regional development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

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AlpenCorS - List of tables

LIST OF TABLES

Table 1. Goods traffic flows by macroarea – % variations 2004 – 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

Table 2. Freight traffic, Modal split – tkm in % - CH, HU, Sl data year 2000 – D, F, I, A data year 2001 . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Table 3. Real GDP annual growth rate in AlpenCorS countries in the period 2004 -2015 (percentage values) . . . . . . . . . . . . . . . . . . . . . . . .37

Table 4. Years for catching up (*) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Table 5. Positioning of the O/D data collection locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Table 6. Main characteristics of Corridor V road network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Table 7. Daily transits in both directions of the passes per vehicle type, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

Table 8. Distribution of daily transits through passes according to directions, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

Table 9. Daily transits of HGV by pass and by distance travelled, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Table 10. Traffic directions for transits of HGV through alpine passes, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Table 11. Freight traffic, Modal split – t•km in % - CH, HU, Sl data year 2000 – D, F, I, A data year 2001 (DG VII Energy and Transport) . . . . . . . . . .67

Table 12. Traffic per railway company 2002 data (UIC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Table 13. Forecasts on passenger and freight traffic to 2030 (DG VII EU-25 Energy and Transport) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Table 14. Evolution of freight traffic in the main railway Alpine passes – million t (DG VII Energy and Transport) . . . . . . . . . . . . . . . . . . . . . . .69

Table 15. Percentage distribution of the extension of the network of the graph per country (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Table 16. Development prospects of the railway services in the study area (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76

Table 17. TEN road tunnel inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79

Table 18. Accident rate per different weather condition – Italy [Istat data] (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85

Table 19. Killed person rate per different weather condition – Italy [Istat data] (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85

Table 20. Comulative FDI Inflows 1999-2002 (billion US $) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92

Table 21. Major M&A operations during 2002-2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

Table 22. Major partnership agreements during 2000-2001 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

Table 23. AlpenCorS: Planned Investments in the Italian Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

Table 24. Sources for Infrastructure’s Coherence in the AlpenCorS Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Table 25. International intermodal Transport volumes by source and destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

Table 26. Global traffic volumes of Teus by country . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103

Table 27. General solutions for intermodal transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109

Table 28. Intermodal Traffic in 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Table 29. Quadrante Europa - Intermodal Traffic in 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Table 30. Handling and equipments in all HUPAC treminals, in 2003 and 2004 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113

Table 31. Traffic development of all Hupac Terminals in 2003 and 2004 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113

Table 32. Intermodal Traffic from 2000 - 2004 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Table 33. Planned costs for the Turin–Trieste high-speed rail line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121

Table 34. Construction times for the trans-Po highway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125

Table 35. Trend of spending forecasts in millions of Euros for the Trans-Po route in the DPEF for 2003-2006 and 2004-2007 . . . . . . . . . . . .126

Table 36. Burden of financing between Italy and France for the construction of the Lyon-Turin rail link . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

Table 37. Portion of investments on the corridor in regional DPEFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

Table 38. Urban nodes – Economic-financial entity of the analysed projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133

Table 39. Verona Sud area – Coordination zones subject to urban equalization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141

Table 40. Venice - technical features of the Mestre road by-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143

Table 41. Main technical data for HSR alternatives Trieste-Ljubljana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164

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AlpenCorS - List of figures

XI

LIST OF FIGURES

Figure 1. Specialization index in high technology industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Figure 2. Population potentials (Regional averages of NUT2 potentials based on population 2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Figure 3. Real GDP and traffic Turin–Trieste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Figure 4. GDP pro-capita growth - comparison between the 10 richest regions and the 10 poorest regions . . . . . . . . . . . . . . . . . . . . . . . . . .13

Figure 5. Daily Heavy Goods Vehicle Flows > 400 km crossing Italian Alpine Borders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Figure 6. Percentage subdivision of the arcs per road criticality class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Figure 7. 2010, 2015 freight railway traffic forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Figure 8. Total capacity, volume and accumulated “gap” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

Figure 9. Logistics Outsourcing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Figure 10. Traffic management & information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Figure 11. Main nodes on the corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Figure 12. Localisation of main urban transformation areas and infrastructural projects in Turin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Figure 13. The territorial development of the logistics centre in Novara . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Figure 14. Milan - The new Rho-Pero fair pole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Figure 15. Verona - “Quadrante Europa” Freight Village project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Figure 16. Structural scheme of the urban node of Venice and Venice Mestre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Figure 17. The old and the new expected urbanisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Figure 18. Central Europe: TEN and TINA Network, Corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Figure 19. Connections of Helsinki Corridors in Hungary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Figure 20. Reactivity to growth of partners and Reactivity to distance from partners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Figure 21. Real GDP growth in macroareas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Figure 22. Northern Italy Population Density in 1961 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Figure 23. Northern Italy Population Density in 2001 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Figure 24. Hungary, urban development stages by NUTS 3, 1960-2001 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Figure 25. Trans European Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Figure 26. AlpenCorS, Population by Region (thousand inhabitants) (2001) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Figure 27. Trend growth in real per capita GDP in the AlpenCorS countries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Figure 28. Income Per Capita Potential, France, Nuts3 (2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Figure 29. Income Per Capita Potential, Austria, Nuts3 (2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Figure 30. Income Per Capita Potential, Italy, Nuts3 (2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Figure 31. Income Per Capita Potential, Hungary, NUTS3 (2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Figure 32. Regional GDP (Million 1999 US$. PPP) Year 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Figure 33. Regional GDP (Million 1999 US$. PPP) Year 2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Figure 34. Distributions of regional (relative) per capita GDP (1995 and 2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Figure 35. Relative (per capita) GDP dynamics (1995-2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Figure 36. Distributions of regional (relative) per capita GDP (2000 and 2015) Scenario 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

Figure 37. Relative (per capita) GDP dynamics (2000-2015) Scenario 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

Figure 38. Positioning of the traffic data collection locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Figure 39. Corridor V road supply network: in blue the highways, in red the main roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Figure 40. Zoom of the road network on the Milano area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

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Figure 41. The roads mostly involved in the central part of the Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51

Figure 42. Critical points in the road network at Torino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Figure 43. Critical points in the road network at Milano . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Figure 44. Critical points in the road network at Mestre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Figure 45. Critical points in the road network at Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Figure 46. Critical points in the road network at Munchen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Figure 47. Critical points in the eastern side of the road network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Figure 48. Critical points in the road network in Hungary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Figure 49. HGV by distance classes for each pass, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Figure 50. Distribution of daily transits of HGV that cover more than 400 km’s per pass, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Figure 51. Desire lines for HGV > 400km’s – WESTERN PASSES, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Figure 52. Desire lines for HGV > 400km’s – NORTHEN PASSES, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

Figure 53. Desire lines for HGV > 400km’s – EASTERN PASSES, 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

Figure 54. The road network improvement in the Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Figure 55. The Fréjus tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Figure 56. The central section of the A4 highway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Figure 57. The eastern section of the A4 highway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Figure 58. The Italian-Slovenian border . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Figure 59. The transalpine link München–Salzburg–Linz–Vienna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Figure 60. Budapest and Western Hungary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Figure 61. Slovenia and northern Croatia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Figure 62. % subdivision of the arcs per road criticality class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Figure 63. Kilometres of roads with criticality index above 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Figure 64. Modal split at 2030 (DG VII EU-25 Energy and Transport) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Figure 65. Types of traffic in crossing the Alps between Italy and the bordering countries – million t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Figure 66. Type of track of the railway lines (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Figure 67. Distribution of the type of track in the railway network of the graph (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

Figure 68. Type of traction and voltage (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

Figure 69. Saturation indexes and critical nodes (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

Figure 70. Rail passenger traffic forecasts 2010, 2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Figure 71. Network of the graph by classes of remaining potential – Year 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Figure 72. Network of the graph by classes of remaining potential – Year 2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Figure 73. Communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Figure 74. Specific scenarios within Corridor V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Figure 75. The Frejus tunnel: Traffic volume in 24h in both the direction (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Figure 76. The Frejus tunnel: traffic composition in 24h - Italy direction (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Figure 77. The Frejus tunnel: traffic composition in 24h - France direction (2003) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81

Figure 78. Actors involved in tunnel architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79

Figure 79. Wireless vehicle screening system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

Figure 80. Traffic management architecture with input and output channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

Figure 81. Traffic monitoring - Video cameras location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

Figure 82. Traffic monitoring - Service provider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

Figure 83. Traffic monitoring – Traffic informations and best route planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84

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Figure 84. Test site pilota - Guiding system in case of fog in motorway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85

Figure 85. Pan European emergency architecture block scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Figure 86a. Tunnel Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Figure 86b. Information about Critical Weather and Road Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Figure 86c. Traffic Management and Traveller Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90

Figure 87. Logistics: Project Major Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

Figure 88. Major Changing Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91

Figure 89. Logistics: Project Major Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Figure 90. Major Changing Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Figure 91. Railway Network: Projects Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

Figure 92. Highway Network: Projects Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95

Figure 93. Waterway System: Projects Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95

Figure 94. Terminals: New & Upgraded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

Figure 95. Boundary Regions: highway project review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

Figure 96. AlpenCorS : Short-Medium Term Scenario (<2010 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97

Figure 97. AlpenCorS : Long Term Scenario ( >2015 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

Figure 98. AlpenCorS : Global Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

Figure 99. Sibem: Its Location on the Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Figure 100. Sibem by Function (Intermodal and Logistics) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Figure 101. Logistics: The Method of Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100

Figure 102. Operating levels in international intermodal transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

Figure 103. Relative size of the European market for intermodal transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

Figure 104. International Intermodal Rail Transport Flows (UIRR & ICF) in Europe in TEU/year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103

Figure 105. Itermodal transport growth between 1970 and 2000 (1,000 of Teus) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

Figure 106. Shares of goods per commodity group from Italian terminals to D, B, F, DK, UK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

Figure 107. Shares of goods per commodity group from Italian terminals to A, SL, H, PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

Figure 108. Shares of goods per commodity group from Italian terminals to D, B, F, DK, UK, A, SL, H, PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

Figure 109. Prognosis of average annual growth of tonne-kms 2000/2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Figure 110. Development of the CT of HUPAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106

Figure 111. Traffic flows of selected terminal in the AlpenCorS region in 2002 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106

Figure 112. Bottlenecks on sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

Figure 113. Traffic volumes of selected terminals in the AlpenCorS region in 2002/2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

Figure 114. Traffic volumes of selected terminals in the AlpenCorS region in 2002/2015 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108

Figure 115. Visualisation of the total capacity, volume and accumulated “gap” of 34 selected areas in 2002 and 2015: . . . . . . . . . . . . . . . . .108

Figure 116. Intermodal traffic axes in Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Figure 117. Novara Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Figure 118. Freight handling in Verona Freight Village . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Figure 119. Busto Arsizio Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Figure 120. Padua Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113

Figure 121. Padova Freight Village: intermodal traffic volumes by destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Figure 122. Firm networks – interfirm shareholding across the Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

Figure 123. Knowledge networks – co-operation in research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

Figure 124. Enterprise networking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

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Figure 125. Research networking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

Figure 126. Interlink Project proposed by TAV S.p.A. for Novara . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119

Figure 127. HSR’s in northern Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Figure 128. Genoa–Novara–Sempione–(Rotterdam) Itinerary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Figure 129. The Padua–Mestre High-Speed stretch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Figure 130. The Turin underground railway link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121

Figure 131. The Turin underground railway link - enlarged area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122

Figure 132. The Milan underground railway link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122

Figure 133. The Regional Metropolitan Rail System (Mestre node) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Figure 134. Traffic flows on the road network in the Milan node . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Figure 135. The route of the Mestre road by-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124

Figure 136. The multimodal node at Lyon-Saint-Exupery airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124

Figure 137. The Novara CIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125

Figure 138. The international stretch of the Lyon-Turin rail link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

Figure 139. LVGS: existing and in project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128

Figure 140. The Railway Freight skirting of the Lyon Agglomeration: CFAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129

Figure 141. Main infrastructural projects in Slovenia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130

Figure 142. The corridors identified by the “Generalverkhrsplan Österreich 2002” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131

Figure 143. The road projects planned . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132

Figure 144. The rail projects planned . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132

Figure 145. Lyon - scheme of the public transport lines Lea and Leslys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

Figure 146. Lyon - the “international city” project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

Figure 147. The “Lyon Confluence” project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

Figure 148. Lyon - the ”High Excellence pole” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

Figure 149. Structural scheme of the urban node of Lyon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

Figure 150. The Lyon infrastructural node and connections with The high-speed Lyon-Turin line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

Figure 151. Turin - The main areas of urban transformation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Figure 152. Turin - rail stations and new underground line with respect to the areas of urban transformation . . . . . . . . . . . . . . . . . . . . . . . . .136

Figure 153. Turin - stations planned for the Rail Link and land plots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Figure 154. The Turin railway node . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Figure 155. Turin - section of the new Porta Susa Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Figure 156. Turin - the Central Backbone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Figure 157. Structural scheme of the urban node of Turin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Figure 158. Alpine transits in Switzerland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138

Figure 159. Detail of the Novara urban node rail network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138

Figure 160. Interport Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139

Figure 161. Structural scheme of the urban node of Novara . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139

Figure 162. The Milan node and Corridor V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139

Figure 163. The selected projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140

Figure 164. The new Milano–Santa Giulia district (former Rogoredo–Montecity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140

Figure 165. Structural scheme of the urban node of Milan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140

Figure 166. Diagram of the route of the high-speed/high-capacity Brenner line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141

Figure 167. Structural scheme of the urban node of Verona . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141

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Figure 168. “Quadrante Europa” Area Plan (P.A.Q.E.) connection system and points of innovation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142

Figure 169. Venice - SFMR network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143

Figure 170. Venice - Tessera airport project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144

Figure 171. Proposed route for the Venice–Trieste–Ljubljana stretch of the HS/HC railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

Figure 172. Trieste - Porto Vecchio – state of affairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

Figure 173. Trieste - the Mario Botta project for Porto Vecchio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

Figure 174. Trieste - the old free port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146

Figure 175. Trieste - “Ronchi dei Legionari” Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146

Figure 176. Structural scheme of the urban node of Trieste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146

Figure 177. Influence of corridor policies on the infrastructural and urban-planning policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147

Figure 178. Press Review “MI-TO” project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148

Figure 179. The project of the transalpine rail link Lyon–Turin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152

Figure 180. A sociological approach to the analysis of the evolution of infrastructure project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153

Figure 181. Planned investments in the French railways network with financial state support (Mio Euro at costant price 2001) . . . . . . . . . . . . .155

Figure 182. Flows of traffic of goods crossing the Brennero according to regions of origin (1999/2000; tons; %) . . . . . . . . . . . . . . . . . . . . . . .158

Figure 183. Flows of traffic of goods crossing the Brennero according to regions of destination (1999/2000; tons; %) . . . . . . . . . . . . . . . . . . .159

Figure 184. Schematic presentation of the approach to SEA for HSR Trieste-Ljubljana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163

Figure 185. HSR alternatives from Treiste to Ljubljana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164

Figure 186. Spatial distribution of freight rail transport with the quantitative indication of scope/needs of railway . . . . . . . . . . . . . . . . . . . . . .165

Figure 187. Slovenia - Surface vulnerability map (left) and subsurface vulnerability map (right) with marked sections of HSR alternatives A, I, M and the “neww” alternative through Horjul and Vipava valley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166

Figure 188. Slovenia - Schematic representation of expected changes in Novo Mesto due to the best alternative . . . . . . . . . . . . . . . . . . . . . . .167

Figure 189. Slovenia - Schematic representation of expected changes in Novo Mesto due to the worst alternative . . . . . . . . . . . . . . . . . . . . . .167

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ALPENCORS ENG A+INTRO 6-10-2005 11:12 Pagina XV

PART APRESENTATION OF THE ALPENCORS PROJECT

1 PROFILE OF ALPENCORS 2

2 A “BOTTOM-UP” APPROACH TO CORRIDOR 3

3 THE CORRIDOR AS AN ALLIANCE AMONG REGIONS 4

4 THE SYSTEMS INVOLVED 4

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2

AlpenCorS - Part A - Presentation of the AlpenCorS project

AlpenCorS is the acronym of Alpen Corridor South - thecorridor south of the Alps – which means the strip ofCorridor V classified under the Interreg III B Programme’sgeographical area, Alpine Space 2000 – 2006. It is aproject that proposes a “bottom up” interpretation ofthe meaning and use of one of the most importantEuropean corridors selected as priorities by the E.U..The funds assigned to the Interreg III B ProgrammeAlpine Space, by the DG Regio, are used to analyse thesocio-economic and spatial profile of transport corridorsand to disseminate the results mainly to the territorialcommunities (i.e. institutions, enterprises and citizens)more directly affected by what is actually a policy devel-oped by DG TREN, under the name of TEN-T (TransEurope Network – Transport).The project, which conceived in 2001 and became oper-ative at the end of 2002, was financed with 3.15 millionEuro, was developed by a group of fifteen partners fromfour different countries (Italy, Austria, France andSlovenia) and it includes Public Administrations,Universities and private technological partners.

1 - PROFILE OF ALPENCORS

The main characteristic of the project is the multi-disci-plinary method of analyzing the Corridor issue. The proj-ect attempts to give back the complexity of the relation-ship economy-infrastructure-territory using five differentdisciplinary approaches and looking at implications anddevelopment of the Corridor by 2015.

In particular the project deals with:• Economy, with the objective of assessing how

growth of the GDP affects the increase in transportdemand in the areas crossed by the corridor;

• Transport, to identify (in terms of space and time)the critical points, in terms of the demand-supplyratio, of land transport networks located along thecorridor (i.e. road and railways) highlighting the cru-cial areas in which priority intervention is required;

• Technology, to evaluate ITS and ICT applicationsaimed at increasing efficiency and safety in thetransport sector (especially in the road transport sec-tor) on the basis of the development of technologiesthat exploit the convergence policies sustained bythe EU;

• Intermodality and logistics, as vital innovations for arational and economically sustainable developmentof a mobility that is organised on a continental scalebecause of the boosting action exerted by theexpanding internal market;

• Territory, seen as the analysis of the spatial impactsof infrastructures development that combines, on

the one hand, cities and regions from differentcountries and, on the other hand, institutions, firmsand citizens from different local systems in a per-spective that overcomes individual local actors, butthat cannot be carried out without the contributionof each one of them;

• A range of case studies, on circumscribed areas foranalyzing the peculiar impact produced by theimplementation of the Corridor project.

When preparing the conclusions we must necessarilyconcentrate on the fact that the theme of the Europeancorridors, as indicated in the policy of the networksnamed “TEN-T”, has been developed for approximatelyfifteen years. In 1991 the first Pan-European Conferenceconcerned with transport matter, in Prague, defined cri-teria for the development of a unified continental net-work of infrastructures, which would have favouredmobility to support the true final objective: the creationof a unique internal European market.A range of political, regulatory and financial decisionssubsequently integrated the number of corridors includ-ed in the TEN-T design by gradually identifying severalsupporting measures, mainly financial ones, for the real-ization of the foreseen investments.

Realistically, it is important to point out that:• The inspiration that lies at the origin of peculiar

route of the Pan-European Corridor V is to strength-en connections between the East and the West ofthe continent, linking far-away regions, but with theintention of favouring the linkages among regionswhose geographic proximity seems to be penalisedby morphological or even geo-political factors;

• The original definition of the Pan-European CorridorV therefore refers to the multi-modal (i.e. road-rail-way) transport route from Lisbon to Kiev;

• In practical terms, the object of the European policyis the new High-Speed/High-Capacity (HS/HC) rail-way link Lyon-Turin-Trieste-Koper, correctly namedas the Priority Project n°6;

• With the entrance of 10 new Member Countries, in2004, the Pan-European Corridor V largely becamea Trans-European corridor since it is now almostcompletely included in the geographic space of theUnion, which had now reached the Hungarian-Ukrainian boundary;

• The European Parliament‘s decision no. 884/2004,which defined the list of projects considered as pri-ority for 2015, comprises the Project N° 6 Lyon-Koper as the backbone of Corridor V.

It is not only about considering the natural developmentof a project-idea that goes on finalising its technicalaspects, for subsequent approximations, from the pro-



posal stage to concrete project implementation. It isimportant to assess that, within a common inspirationon the general goals of the project, articulated optionson some parts of the route, as well as on the definitionof financial resources and of the time schedule of proj-ect implementation, are carried on by the various actors(i.e. the single Member States). Both these aspects havetheir roots in national investment programmes on singleinternal networks, which do not tally exactly with thepriorities defined by European documents, especially inan economic and financial situation that obstructs everykind of public investment in Europe.So far it happens that the two most critical segments ofthe Corridor (the trans-national and transalpine oneslocated to the West and to the East of the Italian“padano-veneto-friulano” plains) find, on one side, acountry (i.e. France) that intends to conclude its com-mitment towards the realization of the Frejus tunnelafter 2015, following the parallel hypothesis of a Paris-Strasbourg link that may be extended to Munich-Viennacities, to which Lyon may easily be connected creating insuch a way an E-O connection without bearing the costsof Alpine transits.On the other side, another country (i.e. Slovenia)expresses substantial objections to the crucial trans-bor-der connection between Trieste and Lubjana viaDivaccia, for reasons that are not only financial but alsoreferring to a national strategic vision of system of exter-nal connections of the country.All of this introduces a non theoretical issue that is oftenunderestimated: the process of European unificationcreates a competitive environment in which each nation-al systems, or some of their subsystems, try to get mostadvantages, by enhancing their own competitive factors(geographic, economic and so on) to the detriment ofthe others.At the same time other Member States (such as Austriaand Hungary) and other countries that are about tobecome members (such as Croatia) may take advantagefrom a partial modifications of the Corridor route, butthis would mean a backward step to the negotiationprocess on the final layout of Corridor V.It is definitely not a duty of a project such as AlpenCorSto resolve this matter, which belongs to the bilateralrelationships that single Member States hold amongthemselves and to the multilateral agreements in thefield of the convergence policies defined by theEuropean Union. The analysis of the socio-economic andrelational aspects of the Corridor are at the heart ofAlpenCorS, regardless of the conditioning and the pecu-liarities related to national boundaries.The attempt is to seize and represent the vision of a ter-ritory that tends to reorganise itself as a unit on aEuropean level, with the objective of offering useful

materials especially to local decision makers, who upuntil now have been involved in these kinds of decisionsas spectators rather than actors. If AlpenCorS succeedsin this, it will have reached its main goal, but if it wasable to foster the agreement process between the inter-ested Member States, it would go well beyond its origi-nal objectives.

2 - A “BOTTOM-UP” APPROACH TO CORRIDOR V

The choice of interpreting a Corridor project, whoseEuropean grasp comes from its inclusion in the Ten-Tpolicy, using a bottom-up multidisciplinary approach isborn from a range of complementary considerationsthat can be summarized as follow:

• To assess the perspective of an innovative trans-European E-O connection through the use of specif-ic information and methods of analysis;

• To assess, by means of quantitative methods, theeffects that corridor infrastructures can exert on theeconomic and territorial contexts of the crossedregions;

• To assess the organisational and spatial implicationsthat link infrastructures to the regional territoriesthat are directly involved;

• To analyse interactions between the various trans-port modes in the area of interest, with specialregard to the problem of freight transport;

• To identify the concrete opportunities for managingtransport demand offered by the development ofnew technologies (i.e. ITS and ICT application);

• To provide those who intend to measure up with theimplementation process of a European corridor,according to the priorities defined by the TEN-T pol-icy, with an up-to-date informative framework.

Lastly, a trans-European corridor should be consideredas an innovative opportunity of relating to the new ter-ritorial reality that emerges from the EU convergenceprocess.Abolition of the frontiers and the creation of the inter-nal market do not produce directly any physical trans-formation of space, but they drastically modify thesocio-economic framework and trade dynamics thatoccur in the new common space. In this way, however,they tend to favour those processes that can generatephysical and organisational transformations of the terri-tories that have joined the union.These transformations are directly exposed to marketdynamics, on the basis of the competitive factors thateach single Member Country as well as their respective

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local systems manage to apply in order to increaseexports of goods and services and to increase, in thesame way, foreign direct investments. Community poli-cies enter into this general framework with the aim toguide institutions and markets towards objectives ofcommon and shared interest.Tuning of the European corridors fits into this strategyperfectly, as it aims at strengthening the trade networkin those several cases in which the sole action of spon-taneous market trends may not be sufficiently con-formed to the principle of cohesion.

3 - THE CORRIDOR AS AN ALLIANCEAMONG REGIONS

In the long run, the corridors policy affects the dynam-ics of relations among territories by introducing a newfactor that modifies the traditional structure of centre-periphery relationships of national organisational logics,enhancing the geographical "proximity" component,freed from national barriers and strengthened by marketdynamics.

This leads to a dual effect:• It tends to move the concepts of centre and periph-

ery outside of the traditional national level, movingit to coincide with the continental geographic space;

• It enhances the role of local actors (economic andinstitutional) in their capability of starting relationsthat exploit geographic proximity and integrationfactors on a much higher level than in the past.

Therefore the corridor policy is a starting point forlaunching new forms of territorial alliances among sys-tems that create new connections thanks to a generalimprovement in accessibility. However, no benefit isautomatically guaranteed, but rather corridor policiesoffer new opportunities of development favouring themost dynamic, entrepreneurial and farsighted compo-nents of the areas directly involved.The design of Corridor V appears to be quite interestingon this regard since it connects - from theMediterranean side to the Danube basin and up to theplains to the east of Carpatian mountains - very distantand historically very different geographic extremities.Obviously, the relations that really count are not somuch those between the extremities, but those amongthe intermediate systems involved, especially where thenational barriers coincide with the large orographic bar-riers of the continent.In particular, the dual crossing (i.e. to the West and tothe East) of the Alpine chain, on one side, will drawnearer the large French Rhône-Alpes region, which

includes the second French city of Lyon, to the importantcities of the western padana plain: Turin, Milan, Genoa.On the other side, the same applies for the Italian North-East with respect to the large plains around the mediumcourse of the Danube (presided by the cities ofBudapest, Vienna and Bratislava). In this way, also theSlovenian dynamic reality will be included into a widersystem of trans-European and continental relations.Economic capitals, such as Italian and French cities, aremade contact with administrative capitals, such asBudapest, Lubiana but also, due to a gravity effect, withVienna, Bratislava and Zagreb. They are different eco-nomic systems, all subject to peculiar production dynam-ics, where the system of relations with their own nation-al context appears to be historically dominant.The Corridor, as a facilitator of exchanges among areacharacterised by geographic proximity (from 100 to 400km), mainly affects short-medium distance relations,that is where firms and people may find new opportuni-ties for accessing goods and services beyond the tradi-tional national markets.Furthermore, the Corridor is likely to generate newopportunities of integration for traditionally separatedlocal and regional systems thanks to the expectedincrease in accessibility and in the scale economics onthe production of goods and services.

4 - THE SYSTEMS INVOLVED

Moving from the West to the East:• Lyon and Rhône-Alpes represent the largest eco-

nomic and urban agglomeration in the South ofFrance. Located on the strong South-North axisMarseille-Paris-Dunkerque-Le Havre, as the mainconnection between the two seas and the twolargest French ports, Lyon extends its metropolitanfunction over a vast area and has decisively under-taken the path of a post-industrial developmentthat has been able to renew the structure and theimage of the whole urban region and that postu-lates strengthening of access opportunities.At the same time Lyon feels the effects of bottle-necks on the East-West axis, which indeed is char-acterised by less connections both towards theIberian peninsula and towards the Alpine area. TheCorridor option, contained within the old formula-tion of the "South Mediterranean Arch" born inthe Nineties, supports a more reticular and less axialvision of the economic development of the Lyonarea, which is anyway offered the dual possibility ofconnections along the E-O direction: to the Northof the Alps towards Strasbourg and Munich and tothe South of the Alps towards Turin and Milan. It is



to say that the first option constitutes a direct linkto European centre, while the second one designs aroute along the entire Mediterranean arch, but it isaffected by the necessity of crossing the Alpine bar-rier.

• The Western Po Valley (Turin-Milan-Genoa), thesouthern layer of the strip of relevant Europeanindustrialisation, consolidated in the traditionalimage of the "blue banana", has undertook the de-industrialisation process of its production systemand the de-materialisation of its own economy fora long time.Milan offers the most advanced experience in thissense: the largest Italian agglomeration has nowsent away production of goods and has concen-trated on production of services, without havingresolved problems related to traffic congestion.Genoa is the most important Italian sea port, one ofthe extremities of the Rotterdam-Genoa corridor,and it appears to be the ideal intermodal connec-tion with sea motorways going through the west-ern Mediterranean.Turin appears to be undergoing diversification of itsown economic structure moving away with difficul-ty from the fordist production system consolidatedduring the XX century. It is the reality that is suffer-ing the most from the obstacles imposed by theAlpine barrier to its system of relations and, aboveall, to its international accessibility.

• The central-eastern Po valley, which refers to theentire “Triveneto” area right through to the easternItalian boundaries, often aggregated in an extensive"North-East" definition, presents the characteristicsof a fragmented settlement and production system,made up of medium and small cities and a strongand diffused system of SME's organised within alarge number of specialised production districts.Industrial employment rates are much higher thanItalian and European averages. The same holds withregard to motorisation rates and congestion levelon extra-urban roadways, both caused by the dis-persed settlement structure.The dematerialisation process of the economy doesnot highlight a clear trend yet; on the other handwhile remarkable delocalisation phenomenon ofindustry sector has been registered for a long time,mainly towards Eastern European countries andalso towards areas of other continents (first of allSouth-East Asia).All of this may be referred to the beginning of astructural modification of the production system ofthese regions, which also requires a rationalisationof mobility and a decisive strengthening of inter-modality and logistics.

• Looking at settlement and production fragmenta-tion, Slovenia appears to be a kind of extension ofNorth-East Italy, even because, in a similar way, thevitality of the new SME's is enhancing the generaleconomic performance of the country. Sloveniaassociates characteristics commonly found in Alpineregions (i.e. environmental quality, low populationdensity, etc.) to a small access to the Adriatic Seathat allows the sole port of the country (i.e. Koper)to operate in advantageous conditions along aroute that is oriented North-South towards the richmarkets of Central Europe.On the other hand, the problem of East-West con-nections between the Danube plains and theAdriatic does not appear to be very important, evenif a relevant increase in traffic flows, expected fromthe development of the European internal market,is likely to be thrown on roads in the absence ofstructural intervention on the railway networkwhich has been inherited by the previous geo-polit-ical and economic organisations of the entireregion.

• The picture of the extensive plains, which from theEast of the first pre-Alpine relief extends and coversthe two sides of the mid course of the Danube,is more complicated.The political and economic capitals (Budapest,Bratislava and Vienna) of three medium sizeMember States, located within an area of 200 km,have been only recently put in a position of recon-sidering the spatial and organisation aspects of thecommon geographic member-ship created by thenew European community reality.It is one of the key areas of the new system of rela-tions within the reunified continent, where the his-torical function of flows organiser carried out bythe large river Danube along North-South directionmust be associated with the reconstruction of East-West land routes between new and old EuropeanMember Countries.Inside this plain, Budapest appears to play animportant role as a door to the East, thanks to theradio-centric system (reinforced by Corridor V) ofaxes within which it is positioned. Vienna, whilesharing with Budapest the role of door to the East,appears to naturally preside North-South relationsbetween the Baltic area and the Balkan-Danubebasin.The economic dynamics of these territories associ-ate area with a high tertiary level, such as Budapest,to new industrial areas that are no longer basedsolely on favourable labour markets conditions, butthat require investments in technology and profes-sional specialisations too.

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The subject of mobility of this large trans-nationalmacro-region has strong links with the subject ofaccessibility that currently penalises the entire regiondue to the lack of modern road and railway infra-structures.

But this is also associated with another subject ofcommunity importance. Support towards strength-ening of a European urban system of a polycentrickind, which consolidates the existing metropolitanpolarities, external compared with the thickEuropean heart, where the critical mass exists and acommon policy is required to implement opportuni-ties of access to superior services and to functions ofcompetitive excellence.

Figure 1. Specialization index in high technology industries

Source: processing Polytechnic and University of Turin – Inter-University Department


PART BGUIDELINES FOR AN EFFICIENT POLICY OF CORRIDOR V

1 CORRIDOR V BETWEEN THE ENLARGEMENT OF EUROPE AND GLOBALISATION PROCESSES 8

1.1 Enlargement, Wider Europe and Globalisation: interaction between economy and transport 8

1.2 Centre and periphery in the TEN-T policy 9

1.3 Economy, Transport, Accessibility 9

1.4 Mobility demand and supply 10

1.5 Logistics for the territory 11

1.6 Corridor policies: local operators on the international scenario 11

2 THE MAIN FACTORS FOR AN EFFECTIVE IMPLEMENTATION OF CORRIDOR V 12

2.1 Economy 13

2.2 Transport 15

2.3 The propellor role of logistics and intermodality 16

2.4 Efficiency and safety in road circulation 18

2.5 The territorial dimension of the corridor 19

2.6 Territory, corridor and economy 21

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AlpenCorS - Part B - Guidelines for an efficient policy of Corridor V

1 - CORRIDOR V BETWEEN THE ENLARGEMENT OF EUROPEAND GLOBALISATION PROCESSES

1.1 - Enlargement, Wider Europe and Globalisation: interaction between economy and transport

The European challenge can be measured with process-es of change that result both from the unification proj-ect and from external actions.In any case, the enlargement of the external boundariesof the Union affects the socio-economic organization ofthe Member Countries and the system of relationshipsamong them, but also it produces effects on the exter-nal territories bordering with the Union. Furthermore,the globalisation process comes to drastically modifyrelation between Europe and the rest of the world.The European transport network was born from astrategic vision which must now be evaluated againstcurrent economic trends and, in particular, the variationsin international trade flows. Implementation of Europeancorridors, conceived at the beginning of the Nineties,must therefore control the relevance of its initial assump-tions on the basis of three interacting scenarios: theenlargement, the Wider Europe and globalisation.We shall consider that the European community, right upto the dimension of fifteen Member Countries, has beencertainly based more on North-South than East-Westinternal trade flows due to the direct effect of commer-cial flows produced by the internal market and also as aconsequence of the forty-year division produced by con-flicting political blocks.The E-O Corridor V, just like the Paris-Berlin axis locatedfurther North, therefore constitutes a counter-trenddrawing followed by the EU with a dual meaning:favouring enlargement and European reunification onthe one hand and sustaining internal market expansionin all Member Countries on the other hand. In its partic-ular position, located to the South of the Alpine passesand to the North of the Mediterranean ports, theCorridor V used to represent and still represents anexplicit opening towards the Mediterranean Basin and itsneeds for greater integration with the European market.Recently this general intention was officialized andincluded in the concept of a “Wider Europe”: a space ofcooperation extended to the areas of geographical prox-imity, over which the Union should extend the political-economic influence exerted by its attraction power. Thespace outside of the Wider Europe is made up of twodifferent geographic contexts: the East and the South(i.e. Eastern Europe and the Mediterranean Basin).So far the issue of European transport networks is

extended beyond the territorial boundaries of the Unionalong with the necessity of creating a network of con-nections (i.e. land and sea borne) that are capable ofefficiently interconnecting the internal space of the E.U.with the external regions.From here the necessity of European transport to com-pare itself to an evolving scenario, which associates theinternal Trans-European Network with a new integratedvision - both with the Pan-European network and withthe Euro-Mediterranean network - of land and seatransport, as well as air transport. In this context theCorridor V confirms its own original function as an E-Olink that is capable of connecting the Northern side ofthe Mediterranean Sea with the middle basin of theDanube river. Indeed, this can be seen as a kind of infra-structural representation of the intention of achieving astronger European cohesion, confirmed by productionintegration processes and by the growth of trade flowsbetween the fifteen Western Member Countries and thenew ten Member Countries of Central-Western Europe.But this scenario, which was created in the Nineties, isnow called upon to face the globalisation process andthe growth of worldwide relations that use the searoutes towards Europe: from the North and from theSouth, respectively across the North Sea and theMediterranean Sea, the latter with a growing trend aftermany years of stability.This leads to an image of a reunified continent that,while it is involved in strengthening its internal cohesionbetween the West and the East, is now facing a strongerdemand for traffic mainly oriented North-South, due tothe effect of the global market. Once again we are facedwith the crucial subject of a European Transport Policythat results from a long-term economic and spatial proj-ect and not only from a short-term answer.The drawing of the multi-modal corridors, made up ofnew routes (especially trans-national ones) and ofnumerous congested urban nodes, must be combinedwith the development of new intermodal and logisticservices that are capable of coping with the growth intransport demand generated both from the internal andexternal market.The Corridor V, with its “Iberia-Danube” path has thecharacteristics of connecting the facade of MediterraneanEurope while intersecting a range of important land axes(also some of minor relevance) positioned in a North-South direction: Marseille-Dunkerque-Le Havre,Rotterdam-Genoa, Berlin-Naples, Thessaloniki-Berlin.The European objective is to organise these axes ofcommunication in a network logic, fitting out small andlarge urban nodes so that they can become platforms tooffering intermodal and logistics services, thereforeinducing new forms of development of many produc-tion, urban and industrial systems that need to redefine



their role within the largest market of the Europeancommunity.In this way the idea itself of a corridor takes on themeaning of a “set of territories” that reorganise some oftheir functions in order to strengthen the competitiveposition on an internal and international market.

1.2 - Centre and periphery in the TEN-T policy

The third report on European “economic and social cohe-sion” (2004) underlines the persistence of substantialimbalances, among the various areas of the continent,related to demography, employment, income and acces-sibility.In particular it highlights a European “heart” organisedaround the capitals of the North Sea (the central “penta-gon”) surrounded by a certain number of metropolitanareas of Central Europe that polarise income, population,economic development and accessibility thanks to a criti-cal mass and to consolidated production specialisations.Other semi-central or peripheral metropolitan realities(administrative capitals as well as economic capitals) high-light similar phenomenon of polarization, but they aresurrounded by weaker areas.Between socio-economic cohesion and spatial cohesion alegitimate correlation may be created by associating“accessibility and economic development” as a factor ofsuccess. From here the meaning that “centre” and“periphery” take on in the interpretation of the Europeanspace and the perspectives of its development aimed atreducing the distances among performance of the centralregions compared with the peripheral ones and at achiev-ing an overall increase in accessibility of the various terri-tories of the Union.The vision developed by the European Transport Policy,called TEN-T, faces this scenario when it attempts to influ-ence the radio-centric structure of flows and existinginfrastructures, proposing the introduction of a networkorganisation in which not everything passes through thecentre that, thanks to its competitiveness, attractsresources, but that, at the same time, risks congestion.A positive relationship, earlier stated in the ESDP docu-ment “Europe 2004”, exists between the strategy of TEN-T and the support to the development of semi-central andperipheral metropolises: expanding the centre in order tofavour the development of the periphery according to anetwork system in which the external metropolises arethe main economic and demographic foundations (i.e.the nodes of the network) and the new corridors (Trans-European, Pan-European and Euro-Mediterranean) are itsbackbone.It is the same drawing that proposes the definition of anew system of geopolitical relations between the EU and

the countries included in the system of the Wider Europe,where a part of these connections refer to the crucialissue of corridors and flows that constitute the main sub-ject of the TEN-T policy.The Corridor V is an integral part of this drawing and itnow appears to be included within a spatial context com-pletely defined by to the territory of the Union.Its objective is to link together the West and the East ofthe territory of the Union, without passing through the“centre”. That is to say, reducing the distances betweenEurope of the Danube area and the MediterraneanEurope as part of the new network that proposes a rebal-ance of the structure of economic and territorial elationsinherited from the past to correspond the mandate of cre-ating the new economic space of the EuropeanCommunity.

1.3 - Economy, Transport, Accessibility

From a more analytical examination of the economic sys-tems involved in Corridor V, it is clear how its centralmark (between Rhone-Alpes and the Italian-Slovenianborder), which coincides with the area of the AlpenCorSprojects, presents regional GDP trends with values thatexceed the community average while, to the East and tothe West of this course, the GDP falls below average lev-els as a function of the distance from the central richerareas.In fact, the most western regions, which are behind interms of economic development, are marking long last-ing growth dynamics, even because they have beencapable of synchronising with the regional policiesdefined by the EU more than two decades before (i.e.with special reference to the Iberian regions). On theother side, to the eastern countries that are movingtowards the market economy are highlighting sensitivegrowth dynamics thanks to a whole range of factorsthat feel the positive effects of the proximity to the rich-est markets of the European Community, the heart ofEurope.On the one hand technological endowment and finan-cial capacities and, on the other hand, the local labourmarkets and professional training have opened up aframework of opportunities, especially for investmentsand employment, that definitely benefit from improve-ments in accessibility.Equally, it is important to consider how the accessibilityfactor affects both the access to services by individualsand firms (from advanced training to rare and spe-cialised services) that tend to concentrate on centralareas, and the recreational consumption levels thatenhance the historical and environmental externalitiesof systems with easier access and higher endowment of

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resources.The large European market, which is currently being cre-ated, is directly influenced by the mobility and accessi-bility conditions offered to local and regional systems,which make up the thick and varied plot of the settle-ments and production structures located in the conti-nent, and, above all, to its more competitive large sub-areas or macro-regions either already created or beingcreated.

1.4 - Transport demand and supply

For more than a decade the transformations and varia-tions underway in European mobility represent one of themost important and less predictable aspects of thedynamics of the development of market economies on acommunity level.The mobility demand is growing at a much higher speedthan the GDP of each single country and region. At the

same time, cost of road transport services are reducingmuch more than in any other industrial sectors. This is a

process which appears to be unstoppable due to thepeculiar conditions of this specific labour market that hasno limits in terms of the reduction of labour costs and thatis also placed in conditions of externalising its own inter-nal costs thanks to a regulatory framework that is notcapable of associating efficient measures of quality to theprinciple of free circulation.The strong reduction in costs has been diffused to oldMember Countries and to new Ones. Indeed, the com-mercial exchanges between old and new MemberCountries feel most the effects of the unstoppable com-petition that road transport services exert against rail serv-ices. Old and new road transport operators stand on themarket with more competitive and more flexible servicesthan the railway operators. The last ones, bearing theburden of high fixed costs, operative rigidity and obsoles-cence of equipment (infrastructures, traction and wag-ons), are not able of facing a demand which is fragment-ed and is linked to the new routes created by the expan-sion of the internal market. In this perspective it is con-stantly chasing up only the adaptation of the road net-work, whose investment cost can be counterbalanced bythe possibility of imposing fares, while the supply of rail-way services is decreasing unforgivably in percentagesand absolute terms: ultimately, that goes reinforcing therole of road sector.In this way the short-term answer to an increase indemand tends to guide new investments towards roadtransport, while the complex planning process of railwayinvestments, especially on international routes, leads areduction of its competitive strength resulting in a moreand more unbalanced road-railway modal choice. In thenext future, it is foreseeable that road congestion willtend to extend far away from urban areas (where it canalready be seen) to the main axes of international routes,which are still preserving residual capacity but which, inthe next decade, will be saturated.The strategy of the European corridors (TEN-T) works pre-cisely in this direction. Preparing and sustaining the pro-gramming and financial framework so that the gap doesnot become structural throughout the Union, transform-ing mobility into an "unsustainable" issue, after havingforesaw and dreaded the unrelenting output for a longtime.Paradoxically, an help for a greater matching betweentransport demand and supply will occur from the pre-dictable increase in fuel prices, as an effect of the reduc-tion in growth rates of the supply of petrol (and also,according to important sources, due to the absolute levelof such a supply) faced with an international demandwhich is growing dramatically due to the effect of thearrival of new large manufacturers on the global scenario.An increase in the real cost of transport (whose down-ward trend registered in the last 30 years, also thanks to

Figure 2. Population potentials (Regional averages of NUT2 potentials based on population 2000)

Source: processing University of Venice

Figure 3. Real GDP and traffic Turin – Trieste

Source: processing University of Venice



an increase in the energetic efficiency of engines, hasbeen the most powerful cause for the application of highdensity organisational and productive methods of trans-port) will definitely generate on a medium-long term re-orientation of the localisation and logistics strategies offirms, but also of the families, towards models with alower intensity of transport.In any case, it is a condition in which the EuropeanTransport Policy cannot, in other terms, let the market tofind out a solution to the problem. This issue, which hasper sè a European nature, should be handled at a trans-national level through a number of different measures,but it must subsequently find confirmation in nationaland local policies, through different kinds of initiativesthat are coordinated and inspired by a common sharedunderstanding.Subjects such as intermodal transport, logistics and tech-nological applications (ITS-ICT) are included in this frame-work together with regulation and price measures, intro-duced with a compensatory aim, and the concrete meth-ods according to which solutions related to the layout ofthe local nodes and networks of the regions of the conti-nent are defined. In other terms, European support andreference policies require initiatives and projects thatmake those measures effective and efficient. Efficiency,safety and sustainability of European mobility must there-fore be the result of a convergent action on commonobjectives by all Member Countries.

1.5 - Logistics for the territory

The increase in circulation of goods in a market that isdeveloping and expanding, is the measure of a develop-ment process underway, inside and outside of theUnion. Born as rationalisation of firms’ productionprocesses, logistics have now become a territorial sub-ject that begins with manufacturers, reaches consumersand involves the government of the territory.The trend in dematerialisation of many traditional pro-duction sectors of the old continent, together with delo-calisation and multi-localisation processes of large world-wide production cycles, now regards wide territories,imposing the duty of managing the movement of goodsproduced. It is important to act on times and costs oftransport exploiting advantages offered by a betterorganisation of flows thanks to increasing technologicalopportunities, which allow the simultaneous circulationof all information related to goods in movement.The added value deriving from an efficient handling of theproducts directed to the market represents one of the fac-tors of success of the areas that want to be competitivedeveloping an "industry of services" capable to turn thestrength of an expanding market to their advantage.

The control of production chains spread all over the worldallows gaining part of the profits that were once accruedto individual firms.Some territories carry out this function better than oth-ers, which favours the areas located along the old andnew routes of European and worldwide trade. They arethe most accessible coast arches, the junctions of naturalland routes located nearby rivers or mountain passes, thetraditional exchange centres of industrialised plainsserved by important international axes (where industrialdecline frees spaces and recovers infrastructures andbuildings, offering alternatives to workers specialised inindustrial and tertiary functions) and finally, areas that areclose to markets.These are the conditions for the development of logisticsthat extends and organises on a territorial level, increas-ing the value of local resources and creating new oppor-tunities for development.In this dynamic, the regions located at the back of thecoast arch of the North Sea already have an acquired rel-ative advantage: direct access to the Atlantic Ocean,which is guaranteed by large ports and by the capabilityof absorbing the rich central-European market. This is thereality that Central-Southern European regions have toface nowadays, exploiting the opportunities created bythe new developing relationships with Eastern Europeand Asian countries.

1.6 - Corridor policies: local operators on theinternational scenario

The most important image of a European corridor as akind of pipeline that combines two distant geographicextremities in the most direct and fastest manner, appearsmisleading compared with the reality of a corridor seen asa permeable network at the service of the local systemscrossed.In other words, the idea of the corridor as a transit areashould be replaced with the image of the corridor as ameans for exchange which can increase linkages amongthe systems involved, even better postulates theirstrengthening through specific action undertaken on alocal level. Therefore it is down to local members to inter-pret the opportunities of an infrastructural European sys-tem by identifying the methods of interaction with theinfrastructures and, even more, with the flows that passthrough it.Therefore, the issue is the connection between the trans-port demand locally generated and the supply made upof the capability of the new infrastructures to accommo-date inward and outward freight flows.Beyond mere infrastructures, a large part of the answercan be found in knowing how to organise the inter-

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modality of transport systems through the implementa-tion of intermodal platforms, where two or more net-works are connected and can exchange growing flows inconditions of greater efficiency and competitiveness com-pared with other geographic context.The linear infrastructure - the Corridor - is strengthenedby all of the punctual infrastructures (such as ports, freightvillages and airports) that its course can reach and link,therefore increasing the degree of connectivity of thewhole system thanks to the connection of different net-works on a small and large scale.Linking continental networks with the local ones reflectsthe principle of socio-economic cohesion of territories, asit develops the issue of accessibility according to theexpansion of the internal market. But this aspect of spa-tial cohesion is achieved within a process open to marketcompetition, in which the capabilities that cities andregions have of preserving and improving their own posi-tion with regards to the production of income is meas-ured on a continental scale.The development of links among networks on a local leveland single punctual infrastructures (that is to say the inter-modal platforms) represents a measurement of the capa-bilities of operating in an innovative way in relation to theopportunities offered by the market and by communitypolicies. By definition, ports and airports are delegatedwith the function of handling medium and long distanceflows, inside and outside of the continent.On the other side, the function of efficiently organisingshort and medium distance land transport of goods isassigned to freight villages and inter-modal platforms,making use of road-railway intermodality, where it is pos-sible, integrated with inland waterways and maritimetransport.Concluding, intermodality and logistics cooperate on a ter-ritorial level, through the nodes of the networks, forenhancing the chain of value related to the productionand movement of goods, acting in a competitive waywithin the market of continental and worldwide transportservices and linking themselves to the capabilities of localsystems to accept reorganisation underway and to provideaccessibility and services to the operators in order to creat-ing employment and income for the local population.

2 - THE MAIN FACTORS FOR ANEFFECTIVE IMPLEMENTATION OFCORRIDOR V

The corridor increases and accelerates integration byfavouring the concentration of tangible and intangibleresources. This leads to the creation of two main results:

• an increase in competitiveness and the possibility ofexploiting the advantages of the economies of scaleand agglomeration. All of this allows for earnings interms of competitiveness in the European system onthe international market.

• the possibility of activating catching up processes ofthe regions that even today are very much behind.

The greatest integration has inevitable repercussions onthe demand for transport, passengers and goods, whichinsists on the regions of Corridor V. Volumes and structureare without a doubt destined to grow.The scenarios of infrastructures which can be realisticallyimagined in 2010 and 2015 clearly highlight the inade-quacy of the road network and the need to invest in therailway system in order to follow an important modaltransport. In this way the delays in the Eastern part of thecrossings of the Alpine passes and in connections with theport system of the Mediterranean, fundamental to sup-port the competitive capabilities of intermodal services,are clear.A strategy aiming in this direction must be carried outregardless of giving adequate attention to the develop-ment of the logistics industry as a decisive element tocounter balance, at least partially, de-industrialisation anto support intermodal transport. This requires interventionbacked by regulations, the reconversion of industrial sites,the recovery of financial resources and the developmentof dedicated government structures of the system.In this scenario the development of ICT and ITS technolo-gies are just as important considering that, on the onehand they can provide a decisive contribution to theincrease in efficiency and competitiveness of the railwaysystem and, on the other hand they are capable of pro-viding a decisive contribution to the increase in efficiencyand safety of the transport activities that are difficult toremove from the road. This direction has many importantdeficiencies that are realized in the lack of similar stan-dards or at least compatible standards that allow for aneffective continuity of access.The complexity of involved the relations requires the inter-pretation of the corridor as a whole range of territorialprojects that must be integrated into one common objec-tive rather than as a mere set of infrastructures. From thispoint of view a new hierarchy of control members, as wellas the definition of new instruments for territorial plan-ning, are required.Providing continuity to territorial projects and making surethat they can be integrated as much as possible in a cor-ridor idea leads to the need to overcome a strategy, whichis currently used in the majority of the cases analysed, ofacquisition of agreement on infrastructural projects thathave already been defined, leading to an increase in costsof the projects themselves (undergoing mitigation andcompensation), putting them to a feasibility risk and with-



out generating effective benefits on the territory. Alongthis logical itinerary the main points can be identified inthe following 5 subjects:

• The economy;• Transport;• The propeller role of logistics and intermodality;• The efficiency and safety of road circulation;• The territorial dimension of the corridor.

2.1 - Economy

2.1.1 The corridor as an economic system

The idea that the pan European corridors are areas ofgravitation and, therefore, something more than simplemulti-modal connections, represents the presuppositionof the entire economic analysis carried out in AlpenCorS.In this light, Corridor V should be seen as an area in whichmechanisms of competitiveness and integration cohabit.A similar area represents a factor that attracts and holdswithin physical and intangible production factors which,in its absence, would be lost. The concentration of factorscannot be instant, but it is the result of a process thatleads to an increase in the economies of scale (for exam-ple, larger transport companies) and agglomerationeconomies (the ones that are created when productionactivities belonging to different sectors fecundatebetween themselves). The process makes the economy ofthe territory even more competitive.

2.1.2 The corridors and European integration

The integration of markets that were initially separated ismuch more advantageous than their protection becauseit confers competitive advantages that protection wouldpurposely give up.The creation of the network of corridors accelerates eco-nomic integration, it increases competitiveness in internalmarkets and, therefore, simplifies the launch of catchingup processes in over due areas. They are an important fac-tor for increasing average labour productivity and theaverage growth rate of economy, which is essential in aneconomic system whose growth is limited by a weakdemographic development.

2.1.3 The corridors and competition

A corridor is a competitive factor within the EU and, at thesame time, a competitive factor which can be worldwideexploited. This is the basic challenge: in order to be morecompetitive abroad, it is important to start being compet-itive internally.The enlarged dimension of markets within the EU increas-

es incentives to restructure, to innovate and to investwithin the EU and, at the same time, it increases the num-ber of competitors on the internal market according to avirtuous growth process. It is important that the EU con-trols the effective growth of competitiveness in the inter-nal market without allowing the positions of profit ofthose who keep labour costs low to prevail.

2.1.4 Economic re-organisation in the corridor

The advantages generated by a corridor are not alwaysequally distributed because the territorial dynamism thatis produced may lead to phenomenon of economicpolarisation. It is the eternal dilemma between efficiencyand equity.The economic analysis, carried out by articulating, on aregional level, the scenarios of aggregated growth in the

eight countries that belong to the area of AlpenCorS(France, Switzerland, Italy, Austria, Slovenia, Croatia,Hungary and Slovakia), according to the hypothesis thatthe Corridor V modifies space access, highlighting theprevalence of convergence phenomenon, in terms ofGDP pro capite.However, faced with this general trend, already identifiedduring the period 1995-2000, it is interesting to pointout how during the period 2004-2015 a varied growthbetween some regions capable of increasing dramatical-ly their GDP pro capite and a group of regions with amedium and low income capable of converging betweenthem may come about.None the less, even admitting the experimental nature ofthe scenarios of macro economic growth on a medium

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Figure 4. GDP pro-capita growth – comparisonbetween the 10 richest regions and the 10poorest regions

Source: processing Sistemi Operativi


Figure 5. Daily Heavy Goods Vehicle Flows > 400 km crossing Italian Alpine Borders

Source: processing Sistemi Operativi

Figure 6. Percentage subdivision of the arcs per road criticality class

Source: processing CSST

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term and on a regional level, it is important to point outthat the new EU with 25 members is still very far fromcomplete economic and commercial integration, there-fore it is possible that earnings in terms of efficiencyachieved by following the corridor policy are much high-er than costs in terms of equity.

2.2 - Transport

2.2.1 Strengthening the road network is not enough

The model simulation, produced for the two infrastruc-tural road scenarios of corridors identified by the project(2010 and 2015), highlights how the new interventionplanned, even if an improvement on local situations,cannot solve the critical problems that currently exist,destined to deteriorate due to the increase in mobilityestimated at the two time horizons.The construction of new roads and the improvement ofexisting ones enhance service levels of road network,with a reduction in some critical factors of circulation ofthe current state. The local nature of improvementshowever leads to reduce effects on a larger scale.The redistribution of flows of vehicles, together with anincrease in demand for movement, is destined to createnew critical aspects. Together with the increase in infra-structural offer there is also an increase in circulationand in the number of kilometres covered on a generallevel of the network, with an important increase in thenumber of arches that will soon become concentratedand the number of arches in extremely critical condi-tions.In the general picture of networks the deteriorationsregistered, in both of the pictures examined, weigh

more than the improvements, even if the latter, on alocal level, can achieve important results.With regards to the corridor, the most important bottle-necks are not to be found on the Alpine passes but incity centres. The junctions of Turin, Milan, Padua,Mestre, Genoa, and, due to contiguity, also Munich andVienna, present huge crossing difficulties in each sce-nario and in some connections these cities are heavilycongested.

2.2.2 The specific case of dangerous goods

The incidence of transportation of goods is increasingday by day on the total number of European road tran-sits: this leads to the need for priority intervention withregards to transportation of dangerous goods.A clear increase in the levels of safety in transport mayonly be achieved by balancing the national regulations tothe recommendations made by the European Union andthe indications deriving from ADR international regula-tions. This appears to be even more important in the fieldof a corridor policy, for which international transportplays an important role, as it is forced to give in to regu-lations that vary from one country to another.A safety standard, related to roads and also to vehicles,must be defined in order to underline specific limits tothe performance requested by infrastructures and thebehaviours requested from users. Beyond these limits wemust assume that the conditions in which circulation iscarried out cannot be considered free from risks.Around the concept of common standards, we can iden-tify project solutions that are much more suitable tomotorway regulations of the corridor, and to all of theroads that fall within the trans European infrastructuralnetwork for the transport of goods even though they donot have the same characteristics as motorways.

Table 1. Goods traffic flows by macroarea – % variations 2004 – 2010

Source: processing CSST

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2.2.3 The role of the railway corridor betweencriticality and perspectives

The railway scenarios in 2010 and 2015 present similarcritical aspects and residual skills to the ones related to thecurrent situation, as some of the most important workscurrently underway will go well beyond 2015 in terms ofcompletion.Unlike the road network, as far as the railway network isconcerned, the most critical aspects can be found inalpine crossings, in connections with sea ports and alongthe lines of the eastern part of the corridor, where thegrowth forecast of traffic must cohabit with connectionsthat are not yet very competitive in terms of commercialpotential and speed.On a longer period, adaptation and strengthening of therailway network will lead to a higher general capacity ofthe system and to a limited presence of bottlenecks. The

development of an HS/HC parallel network will, further-more, allow for a more rational use of the conventionallines along which the shares of resources currentlyinvolved in long distance traffic will become available. Theincrease in demand expected may find a suitable answerin terms of offer.

2.2.4 A "new" railway for an integrated transportsystem of Corridor V: single market, logisticsorganisation and intermodality

The increase in flows of vehicles must be necessarilyabsorbed by a more efficient integrated network of trans-port, in terms of infrastructures and services, capable ofguaranteeing minimisation of negative effects on an envi-ronmental and functional level.The situation of road traffic congestion, the consequentcurrent high negative expressions (atmospheric pollutionand accident rate) and the state of inadequacy of compet-

itive systems (first of all the railway system) are the reasonsthat must force administrations to operate towardsstrengthening the general transport system.From this point the railway system is called upon to carryout an important role for which the following are relevant:

• The EU regulations and mutual agreements betweenvarious States must assure a real opening to the rail-way market and to the control of rules related to com-petition (especially in the field of self-transport);

• Railway services for transportation of people must beable to exploit the competitive advantage created bythe presence of stations within urban areas, especiallyin large agglomerates, putting railway transport indirect competition with air transport;

• In the field of services to goods, in order to exploit thestrong increase in the capacities generated by theavailability of the traces left free by the movement ofhigh quality passenger services on new HS/HC dedi-cated lines, the efforts of operators are aimed at dia-logue with port authorities, with the progressiveextension of the logistics chain and the intermodality

at the beginning of sea ports;Only starting with this assumption will it be possible to pre-dict, in any case beyond 2015, a real change in the modaldivision of transport of goods which would allow for thecreation of a long lasting improvement in conditions ofcongestion to the road network.

2.3 - The propeller role of logistics and intermodality

2.3.1 Logistics as a functional macro system

Logistics, as seen today and as seen in the trend ofdevelopment, must be considered as a kind of macrosystem within which different sub systems interact (such

Figure 7. 2010, 2015 freight railway traffic forecasts

Source: processing on EU data European Energy and Transport Trends to 2030

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Table 2. Freight traffic, Modal split – tkm in % - CH, HU,Sl data year 2000 – D, F, I, A data year 2001

Source: processing on EU source DG VII Energy and Transport in Figures



as: territory, infrastructures, intermodal transport, ICT,specific traditional logistics know-how etc) as compo-nents of the "services-product" that are very differentfrom what a substantially industrial request currentlytends to express.

2.3.2 Integrating the North-South tradition withexpansion to the East

The logistics scenarios of 2010 and 2015 see the corridoras an opportunity for development which must be com-pared with the obligations imposed by the trend indemand. Two basic trends are identified:

• On the one hand, the delocalisation processes andthe new trend in the international division of work,today mainly aimed at areas of the Indian Oceanand the Pacific, indicate a more complicated sce-nario than the one in which the East-West functionof the corridor could play the role of a vital factor inthe transformations underway in the sole Europeancontinent, that is to say which can be referred to thesole expansion of the internal market.

• On the other hand, the rapid and constant growthof commercial exchanges between the East and theWest, together with the perspective of an importantconvergence of eastern regions of Europe and sce-narios of a considerable increase in the "energy"cost factor, whose increase will tend to limit thecompetitive advantage deriving from low labourcosts, highlighting the potentials of East-West inte-gration in the next decades.

The European and international context appears to bedestined to provide Corridor V with a natural andunique advantage, following the possibility of integrat-ing the flows from South-East Asia and towards Central-Eastern Europe, through the Tirreno and Adriatic portswith the East-West European axis.However, so that a similar opportunity can be fulfilledalong the path of environmental sustainability, it isimportant to create a strategy of inter modal transportdevelopment which, in the presence of positive trendsand of excellent perspectives, tends to concentratemainly on the North-South axis due to infrastructural (interms of connections and networks) and organisationaldeficiencies which limit the potentials of the East-Westroute.

2.3.3 Investing in order to recover the infrastructural, technological and organisational gap

In the next ten years intermodal transport may increaseby 150% but, if this is the case, it will probably be con-centrated along the North-South axis.

The analysis and scenarios developed in AlpenCorS pointout just how the creation of a network for intermodaltransport along the axis of Corridor V is vital to invest:

• In infrastructures: important deficiencies can befound in the capacity of movement of intermodalterminals, especially in the regions of Eastern Europeand in international railway connections (Lyon-Turin,Trieste-Koper-Lubiana, Maribor-Budapest);

• In inter-operativeness: investing in the safety oftransport, the standardisation of loading units andinformation technology is a vital element to allowfor the creation of efficient and competitive door-to-door road services;

• In the market: it appears to be vital to define poli-cies that aim at the creation of a competitive marketin transport services through the adoption of meas-ures that favour the formation of signals of correctpries and develop optimisation strategies on a net-work level and not for each single operator.

Figure 8. Total capacity, volume and accumulated “gap”

Source: KombiConsult / Kessel + Partner 2004

It is clear that such an articulated and complex approachmust be carried out regardless of the adoption of aEuropean vision of the problem which leads to the defi-nition of a Trans European Network aimed specifically atintermodal transport which includes the identification ofadequate public resources that go well beyond the mar-ginal contribution estimated up until today.

2.3.4 Developing logistics as a factor of territorialdevelopment

The reciprocity correlation between the development ofthe corridor and expansion of the logistics function liesin the need to establish a system of logistics platformsaround the corridor itself: this request may however becompared with the reality of territories that are already

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strongly affected by pre-existing industrial develop-ments.From here the need to create "support regulations" isborn, which can accompany an organic approach to the"corridor logics" which must necessarily be measuredwith the following operative guidelines:

• Identification and census of areas and plants thatare eligible for the settlement of logistics industries,equipped with road and railway access as a discrim-inating requirement of selection;

• Recovery and reconversion of unused industrialareas following delocalisation processes underway;

• The activation of "territorial agencies" for logistics,organised in the form of companies, in which thepublic roles in the use of the ground are integratedwith those of private roles of real estate companiesthat invest and risk in an innovative scenario.

Figure 9. Logistics Outsourcing

Source: IntiStudio from Datamonitor

2.4 - Efficiency and safety in road circulation

2.4.1 Technologies of information for specificsituations

At the current situation, but also in medium term per-spectives, the main critical structural factors of the trans-port system that exists along the AlpenCorS area com-ply with the need to improve efficiency and safety inroad movements (as broadly shown by in the recentaccident in the Frejus tunnel).Through the analysis of "bottlenecks" which afflict theroad network and evaluating the requirementsexpressed by users and by system operators, 4 situations(scenarios) have been identified which deserve theutmost priority:

• Transits through tunnels;• Congestion in urban links;• Emergency calls in the case of an accident;• Transportation of dangerous goods.

For every scenario appropriate ITS solutions are identifiedand described which, besides creating a new addedvalue, can provide an important contribution to theimprovement of the mobility system along Corridor V.

2.4.2 Specific problems require specific solutionsbut within a common architecture

It is important to realistically acknowledge that the levelof departure as an effective use of ITS and ICT technolo-gies is very low in terms of information available andcapacity to elaborate data by the control centres.If some solutions are broadly diffused, however the stateof art on a community level highlights the presence ofsimilar solutions but they are incompatible betweenthem in the various European countries. In reality, in themajority of cases the technological solutions that exist fortransport have been developed by private providers, onthe basis of data transmission architecture which cannotbe integrated between them.For this reason continuity in access to services cannot beguaranteed to anybody that moves through the corridor.The only objective that can be achieved is support to theapplication of ITS solutions that comply with the stan-dards proposed by the European Union.

Figure 10. Traffic management & information

Source: processing CRF e ARCS

2.4.3 Creating an efficient information network

The concrete implementation of the solutions specificallyidentified for each scenario, based on a common archi-



tecture which includes the possibility of exchanginginformation between vehicles and a specific control cen-tre, requires the need to invest in order to:

• Equip vehicles with information technology devices;• Create a network of control centres with specific

skills capable of communicating with the existinginfrastructures;

• Equipping the transport infrastructures with sensorsthat can transmit information on the state of thesame (the presence of ice or fog, congestions, acci-dents etc.).

2.5 - The territorial dimension of the corridor

2.5.1 The corridor as space

A corridor, which should be seen as an organised net-work of infrastructures or as a system of functional rela-tions generated by transport activities, is a space in whichmobility acts as a link of a settlement system which canbe applied to a large geographical scale and also to asmall local scale. Two operative dimensions exist whichinteract in the organisation of this space:

• Various levels of government of the territory arecalled upon to cooperate for an efficient integrationpolicy of the infrastructural investments with territo-rial policies;

• Different and modern instruments must reconcile,on a local level, the different contents of infrastruc-tural policies and of urban policies .

Figure 11. Main nodes on the corridor

2.5.2 Infrastructural investments, local territoryand government levels

The different national systems analysed in AlpenCorSface the relationship between large infrastructural poli-cies and territorial/urban policies in a completely differ-ent way.For example, in France, programming of huge infra-structural intervention occurs in agreement with thecentral government and regional governments throughfive-year agreements. The State and Regions clearlydefine the company in charge of works, the entity andthe division of loans, the procedures for execution andthe annual programming methods through "Contracts"that implement the contents of territorial developmentdocuments. It is a more severe model than the Italianone but it is more coherent between infrastructural poli-cies and territorial policies.In Italy, in just a few areas there is a correspondencebetween territorial policies and infrastructural invest-ments in the field of programming documents.

2.5.3 Governance instruments

The territorial dimension of the corridor requires an inte-grated approach declinable according to the referencescale:

• In the case of vast areas interregional agreementspromoted by the State as a pre-condition for financ-ing infrastructural works in individual regions arenecessary;

• On a local level it is necessary to think about mech-anisms that can award (finance) territorial projectsthat are integrated with infrastructural investmentsthat interact with the territorial structure startingwith the investments underway.

The strategy for acquisition of agreement for a projectthat has already been defined leads to an increase inproject costs due to ex post mitigation and compensationworks, putting its own feasibility at risk, without gener-ating benefits on the territory and without succeeding inproducing a true territorial project that is capable of inte-grating the value of the new infrastructure.

2.5.4 Infrastructural and territory integration:principles and experience

The objective of territorial development is to:• Aggregate among them the various individuals

interested/involved in the processes of transforma-tion of land use;

• Allow public organisation to control the transforma-tions underway, coordinating public interventionand private intervention;

19

Source: processing Polytechnic and University of Turin – Inter-university Department


20


• Leading the projects towards a single strategy oflocal development which is coherent with the strate-gies on a regional, national and community scale.

In practice, the experience of integrated territorial projectspresents a strong character of dimensional adaptation tothe context, with regards to aggregation skills ofOrganisations and with regards to the level of "localisa-tion" of the project. In the cases of success, the instru-ments analysed identify three different territorial refer-ence kinds: the large urban junctions, the minor urbanjunctions and the intermediate territories that are notequipped with a strong urban structure (low density terri-tories and urban sprawl).

• The large urban junctions:- Integration between infrastructural investments

and local territorial layouts (metropolitan) is seenas an ex post adaptation to the policies underway.The medium and large urban junctions have theirown resources which can face the subject of con-vergence between new infrastructures of trans-port and urban policies;

- The large infrastructural project is welcomes as anopportunity to improve the urban critical factorsthat exist by relying on consolidated strategies andprogrammes. Development is simplified by thefact that predefined objectives and strategiesexist;

- The most important critical point refers to the nec-essary coherence between a large infrastructuralproject, an increase in accessibility and urbanstrategies of the cities. The cities analysed havenot always been capable of facing the mostimportant real estate operations in order toenhance the new infrastructures: this definitelyrepresents a loss in infrastructural-territorial inte-gration;

- The large urban junctions must be able to convertand pilot the real estate operations requested byurban development on their own: simply proceed-

ing in research into the "areas available" for theprestigious functions without considering the con-ditions of accessibility lead to a loss in the level ofefficiency and urban competitiveness;

- The public sector is called upon to promote urban

Figure 12. Localisation of main urban transformationareas and infrastructural projects in Turin


Figure 13. The territorial development of the logisticscentre in Novara


Figure 14. Milan - the new Rho-Pero fair pole




transformation projects directly involved in largeinfrastructural projects;

• The smaller urban junctions:- These are the junctions that, even though they have

their own consolidated urban structure, risk beingsubject to the large infrastructural project fordimensional reasons and due to the limited num-ber of resources in terms of strategies and projects;

- However, positive results are registered in cases inwhich the large infrastructural project has been

associated with an integrated territorial project: insome cases the latter has contributed to the newlayout of the infrastructural junction and the proj-ect itself has been perceived by the "junction" asan opportunity to reconsider pre-existing territori-al strategies.

• Intermediate territories:- They are those territories characterised by the

absence of a consolidated urban structure orwithout an urban system or identified territorialdevelopment strategies;

- Fragmentation of the territory in different adminis-trative realities leads every town to face its ownrelationship with the large infrastructural project;

- In these cases an adequate reply cannot beexpected from the territorial plans imposed by thegovernment but from shared territorial projectsthat enhance the areas involved in the new infra-structures;

- A specific form of government of the transforma-tions produced by the new infrastructures on the"marginal" areas appears to be urgent as, in theabsence of guidelines suitable to the ladder oftransformations, a territorial development will beundertaken of a purely incremental nature, with-out being able to intervene with an adequateorganisation of space to new demands.

2.6 - Territory, corridor and economy

2.6.1 The territory as a competitive factor

Today competitiveness is no longer just a macro-econom-ic (control on inflation, costs due to investments, wagedevelopment according to the dynamics of productivityetc) and micro-economic (training, research, innovation interms of processes and products etc) subject. The majori-ty of the competitive advantage originates from the terri-torial context in which companies operate, understoodand seen as the supply of factors, but also the capabilityof creating a network.These elements of a territorial nature not only enhancethe layout of the sources of competitiveness and there-fore the possible policies to improve and exploit; they notonly allow for transfer from the aggregate and macro-economic conditions to the real conditions related to theterritorial systems of production and life, but most impor-tantly they indicate just how single local communitiesmust be in charge of strategies and policies related tocompetitiveness.Therefore, the single territories and their communitiesmust look after elements of territorial efficiency which lieextensively on the availability of public goods and servic-

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Figure 16. Structural scheme of the urban node of Venice and Venice Mestre


Figure 15. Verona - “Quadrante Europa” Freight Village project

Source: www.lom.camcom.it/trasporti/trail/inter/ie001502.htm


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es; these include, first of all, the ones that have alwaysbeen considered as crucial preconditions for develop-ment, the infrastructures of accessibility.

2.6.2 Economic - space effects of the Corridor

With regards to the possible effects of polarisation andterritorial concentration of development, it is important toremember that the "tunnel effect", a polarisation ofdevelopment that acts on extremes or on the main junc-tions of the infrastructure itself, should also be consideredamong the impacts produced by the new transport infra-structures. In this sense the following must be indicated:

• As far as Eastern European countries are concerned,a territorial polarisation effect on large cities and onthe territories close to the boundaries of the previ-ous 15-members Union is very likely. But this effectwill also occur regardless of the creation of theCorridor, the Corridor itself may create the instru-ment for prudential territorial planning, aimed at thediffusion of the advantages of expansion and theintegration to a larger territory, so as to conjure thenegative effects of excessive territorial concentration

not only in terms of environmental dimension butmost of all, in terms of the dimension of competi-tiveness (therefore limiting the possibility of a rapidprice increase).

• With regards to the Italian part of the Corridor, act-ing on a territory that is already extensively devel-oped, and is fundamentally polycentric, combinedwith a close integration of the Corridor itself withthe system of North-South infrastructural connec-tions, implies a probable diffusion effect of thepotential of access to all of the Northern regions;

Today the main junctions of the corridor on Italian terri-tory (Turin, Milan, Verona, Venice) also constitute criticalareas of territorial mobility, due to the effect of the mix-ture of different uses in road infrastructures: long dis-tance mobility, metropolitan mobility, local mobility.Equally, the main infrastructure is progressively burdenedwith localisations of large urban functions which super-impose their generation of mobility with the existing one(fairs, logistics platforms, use of large disused areas, tech-nological parks etc).The results of work indicate how an integration betweenthe choices related to transport and the choices related

Figure 17. The old and the new expected urbanisation

Source: processing BMVIT



to settlements-localisation cannot be procrastinated,with separation of the passages for different objectivesand a careful assessment of the loading skills of infra-structures. The effects of congestions that may comeabout (or not resolving) constitute the equivalent of arate of competitiveness on the territories, their potentialsin terms of development and living conditions.

2.6.3 The corridor as a strategic vision of territorial development

In the case of Corridor V, and its central part, AlpenCorShas highlighted a general situation of tension, with manycritical points and most of all with an increase in demandfor incompatible long term mobility with the currentinfrastructural offer in terms of efficiency and sustainabil-ity. The risk of a big jam is expected and this would leadto a clear situation of localised diseconomy with regardsto other East-West routes, in particular to the North of theAlps; the existing activities would be penalised, the poten-

tials for the creation of new activities and the attraction offoreign operators would be drastically reduced.Therefore, strengthening of the offer of mobility mustbecome one of the components of the construction of a"strategic vision of territorial development". In thissense, Corridor V (and its branches towards the Northand towards the South) constitute one of the most pow-erful instruments of economic-territorial integration ofthe Padania area in the direction of two important geo-political areas: the New Member Countries of theEuropean Union to the East and North-East and the portsof the Adriatic and Tirreno to the South, which constitutethe main ports of the area for the new global logisticschains. In both cases, work is carried out towards infra-structures of mobility in order to start integrations of acommercial, decision making-logistics, decision making-localised and productive nature.Corridor V therefore plays a more important role than theone connected to the simple nature of the East-West cor-ridor: it becomes the supporting axis of an extensive and

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Figure 18. Central Europe: TEN and TINA Network, Corridors

Source: processing BMVIT


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Land accessibility to the EU territory (source ESPON) according to the “3rd Cohesion Report” - EU Commission(2004)

Source: ESPON Data Base (origin of data: Spiekermann & Wegener)



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Expected impact following the accessibility variations related to the regions crossed by Corridor V

Source: Veneto Region’s elaborations


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interconnected network of infrastrucutres, of economicand commercial relations, of potential investments inlogistics platforms, multi-localisation strategies of com-panies; in one word, the motor element of territorialdynamics of a strategic nature.

2.6.4 Handling the Territory-Corridor relationshipin order to increase competitiveness

If the possibility that the creation of Corridor V producespolarisation effects and territorial concentration ofdevelopment is feasible, however AlpenCorS points outhow the organisation of the corridor does not generateautomatic effects, which can be predicted mechanically,but it will fundamentally provide territories with devel-opment potential to be exploited and to be aimed atsustainability.In this sense, it is not only important for single territoriesto define a modern strategy of use of the improvedpotential of accessibility but to define specific territorialand settlement strategies. The results of AlpenCorS indi-cate how the integration between choices related totransport and choices related to settlement-localisationcannot be procrastinated, with the separation of pas-sages for different objectives and a careful assessmentof the capabilities of infrastructures. The effects of con-gestion that may be created (or may not be resolved)constitute the equivalent of a rate of competitiveness on

the territories, their potentials in terms of developmentand living conditions.Only through growing attention to this integrationbetween transport policies and territorial developmentpolicies it will be possible to make sure that the Corridor Vproject can provide all possible positive effects in terms of:

• Improving the efficiency of the greater axis, but also,in terms of complementarity of some of the onesconnected such as the Brennero and PedemontanaCorridors of the Veneto Region integrated with theValdastico project;

• A qualitative and quantitative step forward towardsaccess to the East (but also to the West) of thePadana Plain;

• A huge distribution of global flows of mobility,which enter the Italian territory through its win-dows: ports, airports, border passes, added value tothe new globalised "chains of value";

• A strategic driving factor of territorial development,that is originated by territories’ capacity of imple-menting innovation.

Figure 19. Connections of Helsinki Corridors in Hungary

Source: Hungarian Ministri of Transport’s elaborations


ALPENCORS ENG A+INTRO - Veneto...alpencors - contents part a – presentation of the alpencors...

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