Here's an article on logistics last February, at the end of the working day of 12 February on the issue of logistics.
emerge from it even today the many structural deficiencies in our country, the increasing differences between north and south of the country, and the role and responsibilities of national and regional policy.
"The two speeds of the Government of logistics in an Italy Italy
two-speed is the one that moves the logistic model Italian. Companies are "crushed" on competitive dynamics rather stringent requiring flexibility and timeliness of intervention; public administration, by contrast, has been slow and confused by the political-strategic and programmatic directions intermittent and sometimes contradictory, which not infrequently add the lack of resources, both human and financial.
In a nutshell these are the main themes that emerged during the traditional meeting-debate on the annual Logistics Centre Isfort held in Rome at the headquarters of the Foundation BNC. The meeting, now in its sixth year, confirming the different timing and mode of action by which companies and administrations measured with the problems of logistics, is also launching an alarm about the lack of common ground between public and private work.
The orientation of foreign investment from the industry, but also the spatial concentration of foreign investors in Italy do not seem to be driven, nor accompanied by government (although the number of institutions and the volume of investments for this purpose). Similarly the analysis of best practices indicates a total lack of logistical factor public, and encourage the virtuous procedures for both the contrast in behavior harmful to the area. Among the so-called driver or changes of context that stimulated the adaptation or improvement of supply chains more efficient, there are only changes in business dynamics demand-driven or supply, never carry out adjustment public (and yet the modal shift is a priority policy transport certainly not recently).
The private governance of logistics systems and then proceed individually adapted to the needs of the market and not losing sight of the balance between costs and revenues. The marketing strategies developed by companies and organizational models are self-applied and ignore the public component (or rather the impact on society of such models).
Administration is mostly perceived as a drag on the developmental processes of the supply chain. For a complete and balanced deployment of the logistic model throughout the country, would be wiser use of land and facing a re-location of infrastructure and logistics services, leading to a streamlining of concentrations in the strongest and most saturated areas (North Central ) and facilitating the establishment of services in the weakest areas (South Centre) as an instrument of industrial policy. E 'therefore unnecessary to build a new airport, or a new intermodal center in weak areas, if they are not turned on scheduled services and incentives for logistics companies to the city.
In light of the considerations made about the impact of logistics (one part in a positive sense, as the flywheel of the production system, other potential negative, as an agent of pollution and land use), it is clear that the issue of governance of regional transport networks represent the key to the optimization of the national logistics system. Such governance, to be effective and above all relevant to the needs of the area (businesses, families and environment) should be guided by a strategy able to order priorities for action and adjust the mode of use of land and use the network of transport.
Without prejudice so strongly the need to resume a transport policy which seeks to optimize the network infrastructure and services dedicated to freight and logistics, it is important that this policy is accompanied by a new approach to the selection and implementation of work.
An approach based on a constant dialogue with both the businesses and with citizens' organizations, and a method of execution of the work that is focused on continuous assessment throughout the project cycle (from conception to the coming on). A new culture is essential to restart the cycle of adaptation infrastructure, to avoid having to pay the direct costs and tomorrow indirect, to having "hurt", which are more onerous than those now determined by the "don'ts".
The monitoring of the government of the regions
Monitoring - initiated by the Centre on a trial basis and with the intention to aggregate common information platform in a first staple and good practices developed by the Italian regions on theme - is based on a preliminary reconnaissance documentary about the major regulatory initiatives and plans for the sector, as well as on the collection of reviews and progress of the program by administering a questionnaire at the twenty regional governments.
Monitoring results conducted over the panorama of national planning and regional freight transport and logistics highlight, along with specific elements of success, critical aspects that relate to different scales of planning and involve different areas of nature. In these circumstances, therefore, instruments of regional transport planning does not seem to fit properly to allow the regions to carry out their duties fully in terms of decision-making, nor the subsequent organization of land management within the freight and logistics. The government, in fact, appear mostly in an embryonic stage in terms of promotion of coordination and integration skills and the introduction of modern procedures for planning and establishment of specific agencies and offices (agencies, observers, ...) and the activation of control procedures of the plan.
addition to strengthening the work on the application and the technical aspects of the process plan (analysis, evaluation, monitoring), in order to release the schedule as far as possible from the turmoil of political confrontation may seem appropriate in some reflections on a new way to approach the regional planning of transport:
One finds in the application of Strategic Environmental Assessment (SEA) - a procedure that accompanies and is contextual to the drafting Plan, but can also be applied ex ante, as a preliminary analysis of environmental compatibility (meaning the term "environment" is the strictly natural and anthropogenic) - an additional element of balance and prevention of potential and macrocriticità bottlenecks. Indeed, it is located upstream of the planning process, can aggregate and create a consensus around some convergence already elements and exclude others;
The other sees in the consensus on the choices a key component of the programming process, in order to prevent the transition from programmatic to the executive may intervene confounding factors that make it almost always uncertain timing of completion of works;
Still another, finally sees the reasoning within a framework of total order where to place a few but well defined macro-objectives - disrupted by instrumental goals (or Major campaign) each of which is constantly monitored over time - the possibility of creating a basic strategy for a sustainable transport system that holds together the common needs of all regional governments: the development and land conservation on the one hand, the government offer and
transport demand on the other.
map of the state of implementation of the PRT * * The
Lombardy after the PRT in 1982 made use of individual thematic plans including the Plan of logistics and intermodal system approved in 1999
Beyond the assessment of merit, it is interesting to note the degree of penetration of logistics in the public evolutionary dynamics of the area and the orientation of the regional administration that can provide these dynamics. The measures discussed tend, in general, often act on the offer (infrastructure and freight services and logistics), and rarely on demand (customer-service business). While the use of measures to regulate, to control the impacts and indirect costs generated by transport freight and logistics, it is quite frequent.
This allocation, which is rigidly structured, actually includes a mix of interventions. For example, many incentive policies in the freight sector is to improve the quality of services (financial bid), while adjusting the negative territory (control intervention). Similarly, a program to support regional import-export (action on demand) does not exclude the possibility of having a positive impact in the management of freight transport in urban or regional (financial bid). E 'for this reason that many regulatory action or of a more precise experimental and / or strategic planning may be the most comprehensive strategies to guide and encourage, but also to more areas of intervention. The finalization of these measures is primarily attributable to a regional strategy
The main objectives of regional logistics and freight
It is, however, still partially contained the regional intervention on externalities generated by transport freight and logistics. The impacts on the environment and social costs determined by the activity in question is an area where local governments invest in proportion, yet little in terms of resources economic or professional. This is despite the attention of administrators has grown to such issues, particularly through the work of awareness campaign in recent years by the Community institutions (Figure 2).
Guidance of the Regions of intervention in freight transport and logistics (mean score) *: *
responded to question 14 regions
