3 Project Implementation Plan

Transcription

Ministero dello
Sviluppo Economico
DIPARTIMENTO PER LE
POLITICHE DI SVILUPPO E COESIONE
DIREZIONE GENERALE PER LA POLITICA
REGIONALE UNITARIA NAZIONALE
FONDO AREE SOTTOUTILIZZATE
(FAS)
Prima selezione di interventi
finanziati con le
Intese istituzionali di programma
o
Ministero dell
Economico
PER LE
ENTO E COESIONE
PPO
DIPARTIM
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POLITICH GENERALERIA NAZIONALE
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Intese finanziati co interventi
istituz
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IA NO
RD ES
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MAGGIO 2009
Ministero dello
Sviluppo Economico
DIPARTIMENTO PER LE
POLITICHE DI SVILUPPO E COESIONE
DIREZIONE GENERALE PER LA POLITICA
REGIONALE UNITARIA NAZIONALE
FONDO AREE SOTTOUTILIZZATE
(FAS)
Prima selezione di interventi
finanziati con le
Intese istituzionali di programma
O 2009
MAGGI
ITALIA SUD E ISOLE
MAGG
IO
2009
MAGGIO 2009
Selezione di interventi realizzati nelle
Regioni con il Fondo per le Aree
Sottoutilizzate (2011
Selection of
Projects
Implemented
through the Fund
for Development
and Cohesion
(ex FAS)
January 2012
1
Published by the Directorate General for National Unitary
Regional Policy – Department for Development and Economic
Cohesion – Minister for Territorial Cohesion
Editing and coordination by Sergio Parrella
Assistance by RTI Roland Berger – Accenture
Translation by Rosetta Epifani
2
Foreword
The Directorate General for National Unitary Regional Policy promotes the «Fund for
Development and Cohesion» programming, formerly «Fund for Underutilised Areas»
(FAS).
Pursuant to Article 4 of Legislative Decree n. 88/2011, the Fund ensures financial and
programming unity of overall additional interventions funded through national resources
addressed to socio-economic rebalancing of Italy’s differing areas. Consistently with EU
Structural Funds’ programming cycles and related procedures, this multi-year Fund
activates resources via unitary and complementary measures.
The Fund for Development and Cohesion resources are distributed among central and
regional Administrations via Italy’s Interministerial Committee for Economic
Programming (CIPE) Decisions.
Regional Administrations address resources to those interventions that best fulfill
territorial cohesion policy criteria and objectives by means of so-called Framework
Programme Agreements (i.e. Accordi di Programma Quadro – APQs), namely ad-hoc
instruments introduced in 1997 by Law n. 662/1996 (Article 2(203)(b)).
This publication illustrates a selection of projects – implemented or currently underway
within tailored APQs – designated by their respective Region or Autonomous Province
as being most representative of the activity implemented through the Fund.
The projects were previously illustrated in three publications (in 2009, 2010 and 2011,
respectively) and presented to citizens and enterprises on the occasion of the main
annual event of Communication, Information and debate on Italy’s Public Administration
activity (FORUM P.A.).
After three years of successful «FAS Publications», we deemed it advisable to publish
also an English version of this selection of projects, expressly selected, updated and
integrated by their respective implementing Region or Autonomous Province.
For each Region and Autonomous Province, a general section illustrates the Fund
programming activity, followed by the synthetic description of the respective two most
representative projects.
The project reports not included in this publication are available, in Italian language, at:
http://www.dps.tesoro.it/prodotti.asp.
Rome, January 2012
Vincenzo DONATO
DG for National Unitary Regional Policy
Department for Development and Economic Cohesion
3
Contents
Abruzzo
 «Completion and Extension of the New North Pier of Ortona Port»
 «Abruzzo Coast Preservation»
8
Apulia
22
Basilicata
36
Autonomous Province of Bolzano/Bozen
46
Calabria
55
Campania
66
Emilia Romagna
76
Friuli Venezia Giulia Autonomous Region
88
Lazio
99
 «Grottaglie Airport: Air-side Infrastructure Adjustment»
 «Bari: Priory Palace Restoration – St. Nicholas Citadel»
 «Rionero−Venosa−Bradanica (Oraziana) Connection –Section IV Implementation»
 «Gallitello Complex Road Junction − Restructuring»
 «Campegno Gallery − Construction»
 «Meran−Malles Railway Line − Reactivation»
 «Menta Aqueduct – Completion of Gathering Works and Power Tunnel»
 «Germaneto–Catanzaro Lido Provincial Road (SS 280)»
 «Regional Underground Railway Completion (Metrocampania Nord-Est): Piscinola
– Central Aversa Section»
 «Recovery and Enhancement of Pozzuoli’s Rione Terra»
 «Apennine Crossings in Forlì−Cesena Area»
 «Circulation and Safety Enhancement in Basso Ferrarese Area»
 «Adjustment of the Municipal Consortium Depuration System of Tolmezzo (UD) –
Project-Designing and Implementation»
 «Trieste Port: Infrastructure Enhancement for Cargo Handling»
 «Sora−Frosinone Freeway, Lot V, Sections I-II»
 «Sojuz Air Cooperation: Reaching the International Space Station»
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Contents
Liguria
113
Lombardy
128
Marche
140
Molise
155
Piedmont
166
Autonomous Region of Sardinia
180
Sicily
191
Autonomous Province of Trento
201
 «Implementation of De Ferrari−Brignole Route –Genoa Underground Railway»
 «Bordighera: Recovery of Villa Regina Margherita, and the Terruzzi Collection»
 «Restoration, Functional Upgrading and Enhancement of San Benedetto Po Abbey
(Mantua)»
 «Completion of Bergamo Sud Ringroad»
 «Marche – Enterprises & Knowledge: R&I as a Lever for Regional System
Development»
 «Marche Logistic Platform: Infrastructural Enhancement»
 «Campobasso: Purchase and Upgrading of Regional Headquarters (Former Enel
Property)»
 «Frosolone, Duronia, Civitanova del Sannio: Trigno Valley Floor – Biferno Valley
Floor Connection»
 «MOVIcentro: Enhancing Public Transport Use»
 «Recovery of La Venaria − Reggia and Gardens»
 «Carbonia: Intermodal Station for Passengers: Train-Bus Integration and
Community Support»
 «Functional Adjustment of SS 125: Terramala–Capo Boi, Lots I-II (Cagliari–Tortolì)»
 «Comiso: Civil Works, Infrastructures, and Facilities for Civil Airport (II Level)»
 «Messina−Giampilieri Underground Railway Line»
 «Romallo and Cloz (TN): Repair and widening of SS 42 − Tonale and Mendola»
 «Grigno (TN): Selva Junction (SS 47 − Valsugana), municipal road system
adjustment, and new railway underpass (FS)»
5
Contents
Tuscany
212
Umbria
222
Valle d'Aosta Autonomous Region
236
 «Tuscany: Adjustment of Regional Road Networks, Implementation of Safety
Measures to Reduce Traffic in Urban Centres»
 «Tuscany: Socio-Educational Infrastructure for Local Development»
 «Road connection: Assisana SS 147 (Ospedalicchio Junction) and Sant’Egidio
Airport»
 «Casone (PG): Depuration Plant, Gasometer, Electric Plant, Sewage System
Extension for Perugia and its Fractions»
 «Aosta: Reconversion of Former Ilva Cogne Area»
 «Aosta:
Corrado
Gex
Airport:
Runway
and Installation of Radioassistance Devices»
Veneto
Extension;
Acquisition
 «Caorle and Eraclea (VE): Coastline Adjustment/ Upgrading between Piave River
Mouth and Livenza River Mouth»
 «Venice−Padua Provinces: Structural Model of Veneto Aqueducts – Central Veneto
Scheme”
249
6
Selection of Projects Implemented
through the Fund for Development
and Cohesion (ex FAS)
January 2012
Click on Region
Go to Contents
7
Abruzzo
8
Abruzzo
Priorities
On 15 February 2000 Italy’s Government and Abruzzo’s Regional Administration signed the Institutional
Programme Understanding («Intesa Istituzionale di Programma») concretely setting up an ad-hoc policy to
address the socio-economic rebalancing of Abruzzo’s underutilised areas, identifying common interest
sectors, engagements, objectives, and resources.
The development objectives identified by the Understanding were then implemented through interventions
covered by the so-called «Accordi di Programma Quadro» (APQs) − namely, Framework Programme
Agreements − in sectors such as: Mobility, Integrated Water Cycle, Soil Protection, Local Development,
Cultural Heritage Assets, Urban Areas, Information Society, and Research.
Being negotiation instruments to execute Understandings, APQs enable implementing Administrations’ will,
identifying the interventions required to attain the objectives pursued, and ensuring their consistency with
Community, national and regional programming activities.
Being also operational instruments for negotiating, each APQ describes the ad-hoc interventions to be
implemented and identifies their respective responsible subjects, costs, implementation timing and financial
coverage.
Italy’s 2000-2006 Fund for Underutilised Areas (FAS), distributed in Abruzzo through Framework Programme
Agreements (APQs) as per CIPE Decisions, amounted to circa 726.3 million EUR. The amount included
both FAS resources assigned by annual budget laws to national/regional programmes and national
resources addressed to regional interventions, pursuant to relevant CIPE Decisions.
FAS resources addressed to regional programmes (circa 696.6 million EUR) fed the APQs under the
Institutional Programme Understanding stipulated between Italy’s Central Government and Abruzzo’s
Regional Council on 15 February 2000.
FAS national resources allocated to Abruzzo through APQs (stemming both from State programmes and
above CIPE Decisions) amounted to approximately 29.7 million EUR.
FAS resources resulted in overall 1,228 million EUR investment, including co-funding from Community,
State, regional and local entities/bodies, as well other public bodies.
To date the Abruzzo Region has underwritten 48 APQs, funding overall 1,129 interventions.
APQs were programmed and underwritten according to procedures established by CIPE, which also defined
the terms and criteria for their implementation, and initiatives aimed at accelerating FAS spending.
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Abruzzo
As follows, a synthesis of the state of the art, at 31 December 2008, of the interventions under the
Framework Programme Agreements funded by FAS over the 2000-2006 period.
Soil Protection
6 APQs were underwritten for 72 interventions in the «Soil Protection» sector, for overall 123.1 million EUR
circa (i.e. 122 million from FAS and 1.1 million from co-funding). The APQs focused on «hydrogeological
resettlement» to restore geo-morphological stability in a number of urban centres located along the foothills
(i.e. some major non-regional capital towns and municipalities within «protected areas»), historically
threatened by gravitational phenomena heavily impacting on: residents’ safety, productive and
technological facilities, network infrastructures, primary and secondary communication means, and regional
historical-cultural heritage assets.
Integrated Water Cycle
A wide programme of investments is on-going within the «Integrated Water Cycle» sector, implemented by
so-called ATOs (Italy’s Optimal Territorial Bodies) to renovate infrastructure for water distribution and
wastewater disposal. Interventions are notably aimed at enhancing the overall water supply system
reliability by finalising and adjusting the regional aqueduct system and rationalising water distribution
networks.
An Integrative Act was issued in 2004 for co-funding of 64 interventions (SMEs, drinkable water supply,
urban wastewater depuration) for overall 12.8 million EUR (7.0 million from FAS and 5.8 from co-funding).
The second Integrative Act envisages 17 civil use/irrigation water works for overall 52.2 million EUR (23.7
million from FAS and 28.5 from co-funding). The Integrative Act was born as major APQ follow-up; hence, it
falls within the same reference programming framework, aiming to regulate the complex sector addressed
by Community, national, and regional directives.
Protected Areas
The APQ, stipulated with Italy’s Ministry of the Environment for overall 5.17 million EUR, covers 38
interventions for planning instruments within protected areas. The aim is to favour «satellite tourism»
having educational and cultural standards compatible with environment conservation needs, and to
promote clean energy production through solar, micro wind and phyto-depuration power plants. The
objective was pursued in collaboration with Abruzzo’s Provinces and single Municipalities managing the
reserves concerned. The action will also be addressed to well-equipped Territorial Parks in the Region.
Cultural Heritage
In the «Cultural Heritage» sector, 5 APQs were stipulated to implement a wide programme defined by
Regional Administrations in agreement with Italy’s Ministry of Cultural Heritage.
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Abruzzo
The Programme envisages over 371 interventions for overall 142 million EUR circa (59.5 million from FAS
and 82.5 from co-funding) and involves sectors such as: cultural heritage assets, regional museum system,
civil and religious architecture monuments, State archives, historical centres, archaeological sites, and
regional relevance areas.
The thematic areas identified in the programming lines of the first three APQs are:
>Conservation, enhancement, and promotion of cultural and environmental heritage;
>Territory-related and thematic museum systems;
>Cataloguing and networking of Abruzzo’s cultural heritage assets.
Social Promotion
In line with the Regional Social Plan, the proposed projects aim to support and promote local bodies and
social/private sectors in territories mostly exposed to social unease phenomena in order to address
objectively extraordinary events and phenomena through exceptional interventions. Projects will thus:
design, develop and distribute prototypes throughout the Region; ensure quality assistance and economic
sustainability; adequately address social exclusion (and related emergencies); and satisfy both individuals
and families’ needs; enhance and adjust current assistance structures/facilities for disabled people.
System Actions
The «System Actions» APQ (overall 684,092.68 EUR) aims to: improve and speed up the draw-up of
regional programming documents, FAS resources programming and governance, and APQs
implementation and assessments.
The following objectives are pursued:
>Enhancing and accelerating the draw-up of priority regional programming documents to set up the unitary
strategy outlined in Italy’s National Strategic Reference Framework (QSN);
> Improving the programming of FAS resources assigned to Abruzzo, through identification of sectoral
priorities and interventions; definition, preliminary analysis and stipulation of new APQs, Integrative Acts
and/or new implementation instruments;
>Enhancing the governance and implementation of APQs and/or new implementation instruments
(expenditure efficiency/effectiveness) by enhancing institutional cooperation (Government−Region−
Implementing Bodies);
>Enhancing the capacity to identify funding measures alternative to traditional systems (regional technical
unit for project financing);
>Enhancing the capacity of assessing programmes/projects based on public-private economic partnership.
11
Abruzzo
Research
The APQ for «Technological Innovation and Food Quality and Safety» was signed on 22 Dec. 2005 within
the «Research» sector for overall 9,892,665.50 EUR (i.e. 6,033,992 EUR from FAS national quota,
pursuant to CIPE Decision n. 17/03 − Italy’s Ministry of Research).
The general objective is to favour, through a first set of projects, the aggregation of excellence research
centres in Abruzzo and create a Technological District for food quality enhancement and support to
competitiveness in the sectors/services connected to agri-food productions.
Productive Activities
The interventions envisaged in the sector aim to finalise the system of areas equipped to host industrial
facilities/activities. An initial APQ and three Integrative Acts were signed for investments equal to more than
82.4 million EUR (72.4 million from FAS and 10 million from co-funding, respectively), also including an
APQ Feasibility Study worth approximately 0.90 million EUR. The objective is to contribute to solve
structural problems linked to productive activities carried out in Abruzzo industrial areas.
Local Development
The interventions envisaged in the main APQ (and first Integrative Act) for local development and territorial
rebalancing are aimed at the following general objectives:
>Equipping hinterland small-sized municipalities in the with primary infrastructures to enhance their
economic activities at micro-territorial level;
>Favouring conditions for enhancing local historical/cultural resources;
>Improving life quality and residential attractiveness in small urban centres by enhancing services aimed at
citizens and environment, and by creating leisure facilities and activities.
The three APQs were funded for overall 35.3 million EUR (30.3 million from FAS and 5 million from cofunding, respectively).
Urban Areas
The first APQ for Urban Areas (23 million EUR and 11.6 million from co-funding by Private/Regional/Local
Bodies) envisages 24 interventions within three programmes, namely:
>The so-called «District Contracts» (Contratti di Quartiere) − The tender notice published in October 2003
fixed the terms for: Municipalities’ participation; proposals’ contents, regional priorities, and criteria for
project selection;
>PRUSST interventions, jointly identified by Regional Administrations and subjects/parties involved;
>Interventions within Measure 3.2.2 of Abruzzo Single Programming Document (SPD − Italy’s DOCUP)
consistently with the tender ranking.
12
Abruzzo
CIPE Decision n. 20/04 furthermore ruled the allocation of circa 9 million EUR for implementation of
localisation contracts. On 31 March 2005, the APQ for «Acceleration of Spending in Urban Areas» was
stipulated between Abruzzo Regional Administration, Italy’s Ministry of the Economy and Finance and
Ministry of Infrastructure. The objective was to programme and implement initiatives enhancing the
structural and infrastructural endowment of capital towns and the network of small/medium-sized towns.
Overall 11.7 million EUR were allocated to 13 interventions.
On 2 July 2008 the «Urban Areas Reserve» APQ (First Integrative Act) was stipulated, envisaging 10
interventions aimed at implementing one project for each Capital Town Strategic Plan and 6 Strategic Plans
for the so-called «Area Vasta » (i.e. Wide Area).
IT
The overall set of interventions proposed (through different funding lines) by Abruzzo Regional
Administration in the IT sector (so-called S.S.I.R.A., namely Sviluppo della Società dell'Informazione nella
Regione Abruzzo – Information Society Development in the Abruzzo Region) perfectly matches the
framework identified by the Region’s «Information Society Development Action Plan − E-Government»
(P.A.S.I. E-Government), approved by Regional Council Decision n. 1319 of 27 December 2001.
Through the above «P.A.S.I. E-Government» tool, the Regional Administration intends to guide the
transition of Abruzzo and its inhabitants to the Information Society and affirm Public Administration’s role
both as policy-maker and active subject capitalising on all the opportunities offered by new ICT
technologies.
The programme of interventions proposed in the first Integrative Act, funded in 2004 for 14 million EUR (7
million from FAS and 7 million from 2000-2006 SPD), encompasses seven further projects (outside the
APQ Integrative Act scope) complemented with further initiatives funded by Italy’s Ministry for Technological
Innovation and synergically implemented by Abruzzo Regional Administration, ARIT (ICT Regional Agency),
and the Ministry itself.
The Second Integrative Act signed on 27 June 2005 envisages interventions for overall 40.4 million EUR
from various sources and namely from SPD (5.3 million EUR), regional resources (CIPE Decisions n. 17/03
and n. 20/04) and national resources (CIPE Decision n. 17/03) always stemming from FAS appropriation
(12.5 million EUR).
The Third lntegrative Act signed on 25 July 2006 envisages the implementation of further interventions to
ensure follow-up to the programme set up by previous APQs.
Transport
In the field of transport infrastructures (Roads–Port–Hubs/Freight Terminals), ad-hoc APQs were signed
within each of the following sector segments:
> «Val Pescara Terminal and Marsica Freight Hub» APQ (179.2 million EUR – 18.1 million from FAS and
161.1 million from SPD co-funding and national resources) to implement eight large interventions for
enhancement of freight terminal infrastructural works.
13
Abruzzo
> The «Mobility» APQ identified some road junctions which currently prevent enhancing the inland
transversal directrices and reducing summer traffic along S.S. 16 (A-Road) by by-passing the highly
urbanised touristy areas along the coast. The APQ envisaged 5 interventions for overall 13.5 million EUR.
The «Mobility» APQ was followed by the First Integrative Act (overall 15.34 million EUR – FAS) for the
road connection between Campo Felice Plain and Rocche Plateau.
The Second Integrative Act was then signed on 22 November 2006 (overall 15.52 million EUR) to
implement the connection between Val Vibrata and Tordino Valley along the S. Anna–Fosso Faizzi road
section.
The Third Integrative Act was signed on 31 July 2007 for implementation of 3 interventions within Teramo,
Pescara and L’Aquila territories for overall 65,691,000 EUR. The final project-design tender was
envisaged for 31.12.2009.
> The «Ports» APQ envisaged 8 interventions (Ports of: Ortona, Vasto, Giulianova, Francavilla, and Pineto)
for overall 40.4 million EUR (entirely FAS) encompassed in the Regional Plan for Ports. The aim was to
address the regional infrastructural endowment, sensibly poorer than the national average, as in 1999 the
movement of ships, goods and passengers within the Ports of Vasto, Ortona and Pescara appeared
stagnating.
> Pursuant to CIPE Decision n. 3/06, the First Integrative Act to the «Ports» APQ was signed to implement
interventions for/in the Port of Ortona (23,900,000 EUR) and draw up the new Pescara Port Master Plan
(609,000 EUR), co-funded by Pescara Municipality. All interventions were contracted out.
The next few pages illustrate in detail the two most successful Projects, namely:
> «Completion and Extension of the New North Pier of Ortona Port»; and
> «Abruzzo Coast Preservation».
Their implementation was also enabled by sound collaboration between Abruzzo Regional Administration
and Italy’s Central Administration.
Thanks to this publication Abruzzo has the opportunity to inform citizens, in a transparent and direct mode,
of how public resources have been invested at regional level, highlighting the results and benefits attained.
14
Abruzzo
Province:
Chieti
Municipality:
Ortona
Implementing Subject:
Municipality of Ortona (Comune di Ortona)
Budget:
Project Title:
«Completion and
Extension of the New
North Pier of Ortona Port»
24,509,000.00 EUR (FAS)
Place-in-Service Date:
26 June 2011
1 Project Synthesis
The Project falls within the «Ports» APQ (First Integrative Act) within Abruzzo’s Institutional Programme
Understanding. The overall budget is 24,509,000 EUR, fully funded through FAS resources.
The main reasons underlying the Project and formerly set out in an ad-hoc feasibility study can be
summarised as follows:
> Limited depth at Port entrance and at inner quays;
> High wave penetration into the Port;
> Insufficient depths at the foot of current quays;
> Difficult use of external quays, due to physical contraints posed by planimetric and altimetric discontinuity
between the old quay and the new one;
> Lack of adequate ground spaces to handle goods and quay equipment;
> Need for remarkable re-organisation and specialisation of areas and physical separation of the activities
herein performed.
The APQ also encompasses two sets of interventions, and respectively:
1.«Completion and 647-metre extension of the new north pier of the Ortona Port compliantly with the Master
Plan in force»;
2.«Proposal for Pescara’s new Master Plan».
Although differing in costs, indicators and localisation, the above sets of interventions share common
elements (i.e. objectives pursued and benefits attained by the whole Project implementation) summarised
below.
The APQ aims to create an outpost to reduce waves penetration, reach bigger natural depths, and enable
feeder ships to enter the Port.
15
Abruzzo
The Project furthermore envisages ad-hoc distribution of the activities performed in the Port to avoid
interference (i.e. creation of: a modern container hub, a nautic tourism dedicated area, a quay for passengers
transit), and enable finalising Port−land connections.
The Project implementation lasted three and a half years (9 March 2007 − 29 October 2010), of which: two
months dedicated to executive project-design and two and a half years to works execution, also involving 1
ATI (Temporary Association of Enterprises) from engineering project-designing and building sectors.
The Project enabled: implementing a new dam at Port entrance (approx. 1,460-metre long); extending the
existing dam by approx. 790 metres; upgrading the current Port’s entrance; and dredging the Port access
channel.
2 Project Genesis
Abruzzo’s infrastructural endowment proved rather poor and required improvement and enlargement of
regional port infrastructures, previously insufficient to meet the higher mobility needs related to citizens and, in
particular, to goods.
To such end, the Project main objective consisted in optimising circulation by eliminating single points having
limited traffic outflow capacity (due to their proximity to urban centres) and providing services below the
standards demanded by users.
The Project aimed to functional/qualitative adjustment of the Port and, assuming other conditions, to the
creation of a new dam.
Prior to the project-designing of interventions, ad-hoc feasibility studies were carried out (co-funded by CIPE
Decision n. 70/98) aiming to the «Rationalisation and Enhancement of the Port System», including (in detail):
> Environmental Impact Study
> Meteo-Marine Study
> Hydrodynamic Study
> Morphodynamic Study
> Geological, Geotechnical, and Seismic Study
> Geognostic and Bathymetric Surveys.
The Feasibility Study focused on the rationalisation of the overall regional port system through definition of
specific port roles for mercantile-industrial, fishery and tourist sectors. The analysis also addressed the
evolution trends of maritime transport and alternative development policies.
The proposals for hub enhancement focused on works partially within the current Port basin, in order to foster
their operativeness and rationalise the distribution of functions and services along the quays and, outside the
Port, to adjust road accessibility to nearby industrial areas.
16
Abruzzo
The Project was implementated through different procedural phases, including a thorough study of the
regional territory (on-site inspections and geo-physical analyses) which enabled project-designing the
activities and estimating the timing required to complete the works.
In detail, the Project encompassed the following phases:
>Executive project-design: 9.03.2007 – 15.05.2007
>Works implementation: 08.07.2007 – 29.10.2010
>Final stress test: 26.06.2011
>Finalisation: 26.06.2011.
4 Project Implementation Criticalities
The main criticalities encountered for the Ortona Port from a maritime point of view can be summarised as:
> Limited depth at Port entrance and inner quays;
> High wave penetration into the Port;
> Insufficient depths at the foot of current quays; and
> Uneasy use of external quays, due to physical constraints posed by planimetric and altimetric discontinuity
between the old quay and the new one.
Further criticalities concern: adequate land spaces for goods handling; quays’ reorganisation, equipment and
specialiased areas; physical separation of activities herein performed.
5 Project Success
The Project enabled: creating a new dam at Port entrance (1,460 metres circa); extending the existing dam
by approx. 790 metres; upgrading the Port entrance; and dredging the Port access channel (also involving
Ortona’s Municipality).
Enlarging and modifying the Port’s structure proved essential to enhance the whole Region’s potentiality in
terms of trade, and transport of goods and passengers.
17
Abruzzo
Pre-Intervention Image
Post-Intervention Image
18
Abruzzo
Provinces:
Chieti, Pescara,
Teramo
Municipalities:
Various
Abruzzo Regional Administration,
Servizio OO.MM. − Qualità Acque Marine
Budget:
Project Title:
«Abruzzo Coast
Preservation»
24,000,000.00 EUR (FAS)
20 June 2008
1 Project Synthesis
The Project, known as «Implementation of the Organic Plan for Vulnerable Areas’ Risks − Interventions for
Coast Preservation (Phases I and II)», was implemented within the APQ stipulated on 24 July 2002 for
Abruzzo’s soil and coast preservation.
Works were funded through CIPE Decisions n. 36/2002 and n. 17/2003. As follows, the economic resources
assigned for the implementation of single interventions:
> Municipality of Martinsicuro − 7,500,000 EUR
> Municipalities of Silvi and Pineto − 1,000,000 EUR
> Municipality of Montesilvano − 2,000,000 EUR
> Municipality of Pescara − 7,500,000 EUR
> Municipality of Fossacesia − 1,500,000 EUR
> Municipality of Casalbordino − 3,500,000 EUR
> Municipality of Vasto − 1,000,000 EUR.
The overall Project interventions were implemented over four years: the first for project-designing and the
remaining three for works execution, involving an engineering project-designing/building company, two
universities, and two maritime construction firms.
19
Abruzzo
2 Project Genesis
The Project responds to the need to safeguard Abruzzo’s coastline (approx. 130 km) of low sandy beaches
(90 km) interrupted by river outlets, gritty sections and high coasts (along the remaining 40 km). The Region’s
southern coast hosts pocket beaches resulting from on-going erosion (i.e. «Trabocchi» Coast, named after
old fishing machines).
The analyses and studies carried out prior to interventions’ project-designing were gathered into a feasibility
study that divides the whole coastline (19 municipalities) into four macro-areas differentiated, in turn, into 50
coast sections (i.e. socio-economic microareas), whose morphological and socio-economic phenomena
connected to local environmental factors have been thoroughly studied.
The territory addressed by this FAS-funded project stretches over 11 km out of 90-km low coast. Ad-hoc
interventions were implemented to ensure adequate safety conditions in one pocket beach through soil bioengineering works and underwater cliffs for ground/sea protection.
The Project was implemented through various procedural phases. The feasibility study (i.e. «Implementation
of the Organic Plan for Vulnerable Areas’ Risks – Interventions for Coast Preservation (Phases I and II) –
Feasibility of interventions aimed at preservation and management of the coastline on a regional scale»),
implemented in 2002 and funded through CIPE Decision n. 106/99, led to the preliminary project-designing of
7 interventions aimed at full upgrading of specific regional sites. Interventions were based on morphological
and socio-economic risk analysis, which generated a priority scale of the risk thresholds related to the 50 sites
analysed.
The project-design relied on an accurate study of the regional territory through on-site inspections and
targeted analysis of geomorphological, geological and socio-economic factors, and enabled estimating the
interventions required, which involved both local stakeholders and administrations sharing technical-economic
choices. Works required specific resources and maritime means, and sand distribution means/equipment
(approx. 700,000 cubic metres) for beach nourishment operations, which enabled restoring and enhancing
beaches’ quality. Works were concluded in 2006.
Multiple criticalities were encountered over Project implementation: initially, due to administrative procedures
and, subsequently (over works execution), due to seasonal summer/winter breaks, which imposed
dismantling building yards and putting them up again over spring and autumn seasons.
The works timetable thus underwent natural changes, and activities were prolonged by one year.
Further criticalities were encountered to get a very rare type of self-propelling dredge (only 6-7 in the world),
which entailed long postponing the beach replenishing phase.
20
Abruzzo
5 Project Benefits (expected/attained)
The results obtained enabled stabilising the areas subject to erosion phenomena and being the focus of the
Project interventions. Thanks to tailored technical choices (groins perpendicular to beaches, underwater
barriers, and nourishing), the landscape was not modified and beaches’ accessibility was even improved, to
the benefit of tourist operators.
All the pursued objectives were successfully attained and even exceeded expectations, notably in the areas
where only nourishing interventions were implemented.
6 Project Success
The results attained proved the Project’s effectiveness so widely that further FAS allocations funded new
projects for overall 29,000,000 EUR. The choice to involve local administrations, stakeholders and universities
(Departments of Engineering and Economic Sciences; and La Sapienza University of Rome for geology
experts) proved very successful and paved the way to ensure follow-up initiatives.
21
Apulia
22
Apulia
Priorities
In February 2000 Italy’s Government and Apulia’s Regional Administrations stipulated the Institutional
address the socio-economic rebalancing of the Region’s underutilised areas, identifying common interest
Agreements − in sectors such as: Urban Areas, Cultural Activities, Cultural Heritage Assets, Towns, Soil
Preservation, Youth Policies, Marinas, Research, Water Resources, Security/Safety, Information Society,
Feasibility Studies, Local Development, Environmental Protection and Recovery, and Transports.
Being the implementation tools of the above Understanding, APQs enable implementing Administrations’ will,
identifying ad-hoc interventions to attain the objectives pursued, and ensuring their consistency with
Community, national, and regional programming.
Being an operational programming instrument, each APQ illustrates all the interventions to be performed,
identifying their responsible subjects, costs, implementation timing, and financial coverage.
Over less than a decade, Apulia Regional Administrations have programmed 6,085 million EUR (of which
3,095 million from FAS), setting up 2,104 interventions in the above sectors. In detail:
> 93 interventions in the «Urban Areas» sector to implement quality interventions in terms of strategic
relevance, added value and innovation;
> 12 interventions in the «Cultural Activities» sector to: identify strategies and interventions for sector
development; reinforce vertical and horizontal institutional cooperation, also including socio-economic
partnerships; implement cultural policies for territory’s economic development;
> 362 interventions in the «Cultural Heritage Assets» sector to: preserve, enhance and manage Apulia’s
natural, historical, cultural and artistic resources, and insert them within an economic and productive circuit
activating positive effects on the Region’s economy;
> 31 interventions in the «Towns» sector to define a multi-year programme of objectives capable of positively
impacting Apulia’s life conditions and, more generally, its socio-economic development process;
> 4 interventions in the «Localisation Contracts» sector;
23
Apulia
> 148 interventions in the «Soil Protection» sector to: reduce top hydro-geological risks; ensure safety
conditions of houses, productive activities and water outflows; curb flooding risks; and respect
environmental relevance and specificities of water flows;
> 60 interventions in the «Youth Policies» sector to counter urban degradation and neglect, also through
recovery and re-utilisation of abandoned/dismissed buildings and spaces in order to create social, cultural
and sports aggregation facilities and green urban areas, through integrated projects and participatory
approach;
> 3 interventions in the «Marinas» sector to implement a sustainable network of marinas in Apulia through
infrastructural finalisation and functional adjustment actions;
> 281 interventions in the «Research» sector to:
– Promote, organise and support the regional demand for innovation;
– Qualify supply of research, development, technological transfer, and innovation services;
– Reinforce the network of innovation services and connections between scientific system and productive
system;
– Create a permanent innovation observatory;
> 494 interventions in the «Water Resources» sector, aiming to:
– Preserve surface and underground water, improve water environment, protect and safeguard waterrelated ecosystems;
– Restore the quality of surface and underground water resources so as to make them suitable to:
drinking water supply, fish and mollusk life, and bathing;
– Drastically reduce surface and underground water pollution;
> 47 interventions in the «Safety» sector to ensure enhanced civil cohabitation and citizens’ safety, and to
favour collaboration in countering criminality at regional level;
> 22 interventions in the «Information Society» sector aiming to PA modernisation and civil society
development;
> 26 interventions in the «Feasibility Studies» sector to implement a multi-year programme of interventions
positively impacting on Apulia development and, more generally, on socio-economic development within
integrated programming of resources and more general development of institutional and operational
collaboration;
> 290 interventions in the «Local Development» sector to pursue the following regional macro-regional
objectives:
– Innovation, enhancement of the productive system competitiveness, and job opportunities;
– Promotion of socio-economic cohesion among sub-regional territorial systems;
> 77 interventions in the «Environmental Preservation and Recovery» sector to implement a multi-year
programme of interventions for regional territory reclamation, positively impacting on preservation and
recovery of Apulia’s environment and, more generally, of its socio-economic context;
> 154 interventions in the «Transport» sector to improve prioritary works for mobility in Apulia.
24
Apulia
The cohesion developed in the above sectors enabled active subjects at regional level to cooperate aiming
to a single objective: creating progress and growth for the territory and its inhabitants. To such end, several
projects were implemented, among which:
> «Restoring connections between SP 206 (A-Road) external modification (Bitetto by-pass) and the
municipal road system» (2,300,000.00 EUR) – «Transport» APQ, CIPE Decision 03/2006;
> Project SI006: «Territorial Centre for aggregation of purchasing proceedings by Apulia’s local entities
(CAT)», within the «E-government and Information Society in Apulia» APQ. Through the territorial
purchase proceeding centre (EmPULIA), Apulia Regional Administration promotes and develops a
rationalisation process for purchase of goods and services by administrations and bodies established in
the regional territory, based on the use of telematic instruments. The Project, by now concluded, was
implemented by InnovaPuglia S.p.A. The overall cost was 3.5 million EUR (of which 2 million EUR
pursuant to CIPE Decision n. 17/2003 - F.4 Quota - Mezzogiorno Regions; and 1.5 million EUR pursuant
to CIPE Decision n. 17/2003 - E.1.1.2 Quota – «For the South and not only…» Programme;
> PS 119 «Evaluation of rockfall risks for minor urban centres: Daunia» under the «Research» APQ (total
budget: 940,000.00 EUR, of which 640,000.00 EUR from FAS, and the remaining 300,000.00 EUR
funded by Research Units within the Polytechnic Institute of BARI and CNR-IRPI (Bari Unit) and
enterprises (i.e. Trevi SpA, Idrogeo Srl, Planetek Srl, Codevintec Srl and Leica SpA);
> «Historical Archives of Basilica Pontificia S. Nicola», Cultural Heritage Assets APQ, Integrative Act I Overall budget: 75,966 EUR (90%, equal to 68,369.40 EUR pursuant to CIPE Decision n. 17/03; and the
remaining 10%, 7,596.60 EUR, issued by the Beneficiary Body);
> LUC Project (Urban Cultural Laboratory) stemming from recovery and re-functionalisation of the former
fish market of Manfredonia (FG) – «Youth Policies» APQ funded through FAS pursuant to CIPE Decision
n. 35/2005;
> «N. Bernardini» Provincial Library of Lecce (Integrative Act I, Cultural Heritage Assets, Institutional
Programme Understanding) – Overall budget: 4,994,185.79 EUR (FAS: 4,444,825.35 EUR; Co-funding:
549,360.44 EUR).
The following pages will detail two of the above listed interventions, representing the most successful
cases, and namely:
> «Grottaglie Airport: Air-side Infrastructure Adjustment»; and
> «Bari: Priory Palace Restoration – St. Nicholas Citadel».
Their implementation was also made possible by sound collaboration between Apulia Regional
Administrations and Italy’s Central Administrations.
Through this publication the Region has the opportunity to inform citizens, in a transparent and direct
mode, of how public resources have been invested at regional level, highlighting the results and benefits
attained.
25
Apulia
Province:
Taranto
Municipality:
Grottaglie
Aeroporti di Puglia S.p.A.
Budget:
Project Title:
«Grottaglie Airport: Airside Infrastructure
Adjustment»
118,000,000.00 EUR (FAS)
27 January 2010
1 Project Synthesis
The Project is inserted in the «Transport: Airports and Circulation» APQ of 31.03.2003 (Integrative Act dated
30.12.2004) and is fully funded as per CIPE Decision n. 17/2003 – Quota: F.4 Mezzogiorno Regions.
The Project envisaged interventions aimed at Airport land-side and air-side enhancement for implementation
of a proper aviation logistic platform. The common objective of all interventions was to concretely develop the
Airport own vocation through specialised aircraft maintenance and all-cargo connections, in order to foster
container terminals and semi-transformation of sea-shipped goods.
The Project implementation involved engineering project-design and building companies and lasted about 5
years, namely from August 2006 (when the integrated contract was underwritten) to January 2010 (when the
final stress test was carried by ENAC, Italy’s National Civil Aviation Agency).
The Project did not encounter particular criticalities, except for the need to: ensure coordination among all
relevant territorial bodies, govern interferences deriving from the presence of a groundwater basin, and adjust
circulation/road conditions in the surroundings.
The Project successfully made available a modern airport infrastructure, thus supporting logistic and aircraft
manufacturing activities having strong potentials for developing new logistic interventions.
The Project success lies in implementing (over 16 months only) a complex programme of interventions
strongly impacting on the territory and enabling for: infrastructural development aimed at logistics and goods
handling; interaction with Taranto Port in order to enhance sea-air intermodality; development of an important
aviation/industrial district.
26
Apulia
2 Project Genesis
Within the Regional Plan for Transport – Apulia Airport System development, Grottaglie Airport was
essentially designated for air cargo traffic (exclusively through freighters).
The area vocation for logistics and freight is essentially connected to Taranto Container Terminal. Therefore,
the presence of an underutilised airport not distant from Taranto provided the opportunity to functionally
develop the Airport infrastructure and adjust it to air cargo traffic.
Aeroporti di Puglia S.p.A. carried out punctual analysis of the territory (approx. 8 months), resulting in a
territorial plan aimed at identifying interventions, procedures and actions fostering Airport development and
primarily impacting on municipalities such as Grottaglie and Monteiasi.
As follows, the key institutional passages contributing to Project set-up and implementation:
> Conferenza di Servizio (collegial meeting of all Public Administrations and other relevant parties) of
27.05.2005: final project-design approved as per Law n. 241/90;
> Italy’s Higher Council of Public Works Opinion issued on 15.06.2005;
> «VIA» Decree (Environmental Impact Assessment) issued by Italy’s Ministry for the Environment and
Territory, in agreement with the Minister for Cultural Heritage Assets and Activities (24.10.2005);
> Regional Council Resolution approving the Area/Territory Plan for Grottaglie Airport.
Interventions were project-designed to: enhance air-side infrastructure, enable take-off/landing of Boeing 747LCF air carriers, and adjust Taranto−Grottaglie Airport so as to rank it within «4E» category.
The Project entailed a wide programme of interventions (summarised below) contracted through a single
tender procedure. Essential interventions to adjust air infrastructures mainly involved:
> Expropriation and acquisition of areas necessary to extend existing air-side infrastructure;
> Extension and upgrading of Runway RWY 17/35 − Extension towards Head 35 (by 1,490 mt) of: paved
runway (by over 60 mt.), Runway Safety STRIP (by overall 240 mt.), and R.E.S.A. (Runway End Safety
Area);
> Night Flight Facilities Adjustment − Implementation of multi-pipe cable ducts underneath lateral shoulders to
house electric feeding circuits and, separately, remote/telecontrol circuits of night flight facilities;
> Installation of radio navigation devices (ILS/VOR-DME) for instrumental precision procedures on Head 35,
which could be enabled for CAT 1 instrumental precision procedures subject to installation of an Instrument
Landing System (ILS), which in turn requires a VOR (Very Hight Omnidirectional Range) radio beacon.
> Implementation of CAT.12 Luminous Visual Aids (AVL) − It required: enhancing the whole medium-voltage
circuit of the primary system; structural and legislative adjustment of low-voltage circuit and auxiliary/rescue
electric systems, and «no-break» devices for radio assistance systems (ILS – VOR/DME).
> Widening the aircraft ramp and its connections with runway − To ensure minimum stop for 1 «wide-body»
aircraft (Airbus 330/340, B 747, B 777, MD 11, etc.), it was necessary to implement a new ramp adjacent
the ATITECH ramp (overall 40,000 sqm, besides 10.5-mt shoulders on the perimeter).
27
Apulia
> Adjustment of road network and conditions − The runway extension on Head 35 prolongement implied
adjusting ordinary vehicle circulation conditions. Furthermore, in order to avoid orographic modifications
altering the territory’s urban planning structure (with obvious implications for ecological micro-system) it was
necessary to envisage a cross-section of Grottaglie−San Giorgio Jonico SP (A-Road) with part of ALS
(Approach Light System), and a round-about so as to enable comfortable and safe circulation although
roads were interrupted;
> Entombment of «Fosso Monache» − For the ditch sections underlying the runway, a reinforced concrete
structure was installed (same hydraulic scope); for the portions underlying safety area strips, the free
surface ditch was closed through a reinforced concrete structure having ad-hoc features and size/scope;
> Enviromental Impact Assessment − Compliantly with provisions in force (both general and sectoral), the
preliminary project-design envisaged a pre-feasibility study to qualitatively evaluate potential impacts on the
territory’s enviromental and anthropic components;
> Internal perimeter road − It was necessary to implement a 7-mt wide internal perimeter road (along lands
acquired to extend the runway);
> Horizontal/Vertical road signs along the perimeter − Signs were adjusted to traffic law provisions;
> A-Type customs fencing − Compliantly with post-9/11 Airport Security & Safety rules, a most impenetrable
perimeter was implemented (for air-side protection).
The final project was approved by the Conferenza dei Servizi meeting session of 27.05.2005. On 11.08.2005
an integrated tender contract was stipulated for executive project draw-up and works implementation.
Throughout works, four surveys were presented (approved by ENAC) to implement modifications/integrations
that, jointly with suspensions and prorogations, delayed the Project conclusion date by about 2 years.
Eventually, on 27.01.2010 ENAC Commission admitted all «Land-Side and Air-Side enhancement for
implementation of the aviation logistic platform of Taranto−Grottaglie Airport» works to final stress test.
Works were implemented in parallel to aircraft maintenance interventions by Atitech S.p.A. Ad-hoc
organisation was thus required in order to prevent interferences with works schedule and ensure maximum
safety.
Furthermore, the activation of the important ALENIA BOEING programme for implementation of part of new
B787 wide body required ad-hoc phasing so as to enable activating the runway as from 16.12.2006.
Effective cooperation among all relevant bodies, the Works Directorate of Aeroporti di Puglia, ENAC, and the
contracted company enabled solving all implementation criticalities promptly.
28
Apulia
The enhancement of existing infrastructures and intermodal logistic system (also for interaction with Taranto
Port) have turned the Ionic-Salentine area into an attractor within the integrated system for goods handling,
attracting new investments compatible with the aviation vocation.
The possibility to integrate transport systems connected to Taranto Port and Grottaglie Airport enabled
reducing the quantity of road-shipped goods through the Country, hence CO2 emissions.
The Project envisaged major interventions to ensure safety of natural channels of rainwater disposal, and
protect the surrounding areas from atmospheric risks.
The ALENIA BOEING programme set-up determined a further development scenario of the activities carried
out by Grottaglie Airport through further entrepreneurial initiatives.
6 Project Success
The Project can be deemed as exemplary, in light of the effective concertation and collaboration ensured by
relevant central/local actors and implementing subjects, which enabled compressing implementation timing.
As a result, industrial investments were attracted and promptly impacted on local employment, which enabled
paving the way to further entrepreneurial initiatives.
The programming activity aimed at identifying local vocations and sharing of objectives with relevant territorial
bodies enabled preventing suspensions and/or «second thoughts», which would have discouraged
entrepreneurial initiatives.
The Project success mainly relies on the following key factors:
> Available areas around the Airport enabled developing aviation infrastructures without interfering with urban
planning in municipalities such as Grottaglie and Carosino;
> Airport area accessibility from the motorway junction − Taranto Port proximity;
> Pre-existing investments in the sector of logistics and aircraft maintenance (Atitech S.p.A.);
> Delegation to Aeroporti di Puglia to act as the only implementing subject of all functions related to land
expropriation and works implementation.
29
Apulia
30
Apulia
Province:
Bari
Municipality:
Bari
Basilica Pontificia S. Nicola di Bari
Budget:
Project Title:
«Bari: Priory Palace
Restoration – St. Nicholas
Citadel»
2,500,000.00 EUR (FAS)
27 March 2009
1 Project Synthesis
The Project for recovery and restoration of the Priory Palace located within St. Nicholas Citadel – St. Nicolas
Basilica, and related Lapidarium and Library, was implemented under the «Cultural Heritage Assets and
Activities» APQ within the Institutional Programme Understanding stipulated between Italy’s Government and
Apulia Regional Administration. The overall budget was equal to € 2,500,000.00 EUR, fully funded through
FAS resources.
The Project was broken down into 2 main interventions, namely:
> Archaelogical excavations, and
> Various/Finishing works.
Although different in typology, cost and indicators, the above interventions aimed at common objectives, such
as:
> Re-functionalisation of buidlings with a view to optimisation and recovery of spaces and paths, ensuring
public access and safety;
> Full recovery and safeguard of assets.
The Project was carried out over 4 years: one year for project-designing and three for implementation,
respectively.
31
Apulia
2 Project Genesis
Describing current Apulia means identifying the pace that over the past few years has characterised its
innovative approach to the recovery and protection of own cultural, artistic and architectonic assets: a system
approach which enabled intervening on each single asset as part of a cultural value-chain. The concept of
«network», which enables enhancing (through restoration/restructuring) and making available cultural assets,
is nowadays reality in Apulia.
The Cultural Heritage Assets APQ for Apulia funded full or partial recovery of religious monuments, through
EU, national and regional funds, which made it possible to bring back cathedrals, theatres, museums and
libraries to their ancient splendor, and recover archives, archaelogical areas and monumental complexes,
creating and consolidating cultural systems.
The Project was aimed at the complex of buildings composed of the Priory Palace and annexed Library and
Historical Archives and part of the building located between Largo Abate Elia and the Catapanus Court. The
Palace currently houses the Library, Historical Archives, offices and Convent.
Besides the modest aesthetic-architectonic quality of inner premises, spaces are also poorly functional, as
premises and functions often overlap chaotically and limit public access to the Library and Archives, relevantly
interesting from historical-cultural points of view.
In particular, the following technical-architectonic elements can be identified:
> Overlapping of spaces and functions, with improper use of spaces/premises;
> Finishings to be restored, degradated plasters, traces of unaccomplished plants, damaged pavements,
widespread humidity;
> Obsolete and often overlapping electric plants;
> Poor safety conditions;
> Badly kept external features and superficial degradation.
Furthermore, the ground floor was distributed on various levels; in order to ensure rational use of spaces, it
was necessary to implement one single level of pavements, and envisage resources to ensure correct
implementation of excavations for the presence of archaelogical ruins.
The covers were partly flat and partly roof-shaped. Surveys revealed the presence of vegetation in-between
roof tiles and hollows. It was deemed necessary to envisage a maintenance intervention, with possible
replacement of degradated wooden elements.
The Project was implemented through various phases based upon accurate studies on the level of
conservation of the cultural heritage asset, though on-site inspections underlying the project-designing of
activities and related timeschedule.
32
Apulia
Archaelogical excavations
Priory Palace ground floor: ad-hoc spaces were identified to house the Library and Historical Archives. It was
necessary to endow the premises with adequate safety conditions, as well as a fire-extinguishing system
compliant with current provisions and a lifting device for disabled people.
The lower floor was levelled down and excavation works lowered the walking path. Toilets for tourists were
created on the ground floor of buildings between Largo Abate Elia and Court of Catapanus. On the first and
second floors, interventions aimed at re-functionalisation and upgrading through new cells hosting hygienic
services compliant with relevant regulations.
Various interventions and finishing works
Static interventions and recovery of buildings were relatively modest.
Reorganisation of spaces and finishing of surfaces, in particular:
> Remaking of some flights (of stairs) and re-definition of two vertical mechanised connections (one in the
Convent and the other in the Lapidarium;
> Revision of the roof and top loft (attic), whole remaking of the roof;
> Consolidation of top lofts of the building aimed at housing the Lapidarium;
> Set up of the Lapidarium Museum of St. Nicholas in the Old Tower building;
> Maintenance of flat covers and notably pavements (Cursi stone) of the building located between Largo
Abate Elia and the Court of Catapanus;
> Implementation of finishing works;
> Restoration of facades of the complex in tuff and limestone,
> Implementation of devices/plants.
In detail, the Project was broken down into the following phases:
> Study and project-design: 2005 – 2009
> Works implementation: the Project was set up in 2006 and lasted 3 years.
> Stress test: 27.03.2009 folowing the works deadline (18.11.2008)
> Conclusion: 18.12.2008.
The Project for recovery and restoration of the Priory Palace, and annexed Lapidarium and Library, scheduled
730 consecutive (no-stop) work days (Art. 24 of Special Terms and Conditions for Tender) as from the delivery
report date. The ultimate term was therefore 12 April 2008.
Following a 160-day prorogation granted as a result of two variations/integrations surveys (September 2007
and July 2008, respectively), the works finalisation date was postponed to 19 September 2008.
The first survey on integrations/modifications carried out in September 2007 (as per Prior’s will) responded to
specific needs, and namely to: house a group of nuns in the Palace and consistently modify the original use
destination of some of its spaces; and implement new technical interventions consistent with such variations.
The second survey (July 2008) was based on logistical and technical reasons for functional interventions on
some Palace spaces lying outside the areas focused by the Project, and set up Library operativeness. In
particular, the Prior required a reading room, a book warehouse, an Ecumenical Centre and offices to be
housed in the Library, and a new private chapel to be implemented on the second floor.
33
Apulia
The Project for recovery and restoration of the Priory Palace falls within a wider plan addressing St. Nicholas
Citadel of Bari, and represents a very important intervention that enabled adjusting and upgrading (safety
conditions) the ground floor spaces aimed at housing the Library and Historical Archives hosting some scrolls
having remarkable historical value. The upper floors, on the contrary, house the Chapel and Dominican friars’
cells. The Project also included the restoration of external limestone walls leaving; archaelogical ruins were
found during works implementation.
In detail, the works accomplished in the Palace and their related benefits concern:
> New lodges to accomodate the Community of Dominican Nuns;
> Differentiated refectories for Friars and Nuns, respectively:
> Archaeological excavations on the ground level to implement a new attic (reinforced concrete) and
completion of works for the Library new use destination (reading room, book warehouse, Ecumenic centre,
and offices);
> New functional distribution of spaces on second and third floors: new rooms, laundry room, private chapel
and technical spaces to house plants/systems;
> New lifting system for disabled people;
> Restoration of covers and facades;
> Electric and thermic systems/devices/plants.
The Project stood out all other interventions implemented by Apulia Regional Administration in light of the
benefits ensured to the community (by making new spaces available to the public) and the successful
attainment of the objectives set at project-design phase compliantly with their timetables.
6 Project Success
The events that led to the foundation of the «Basilica» and, subsequently, to the progressive establishment of
factories in the surrounding areas, up to the creation of such a layered building complex by now known as
«Cittadella Nicolaiana» (St. Nicholas Citadel) are certainly well reputed. The recovery and restoration
interventions enabled highlighting Apulia’s cultural heritage richness and contributed to rehabilitate and open
to the public the Palace and its spaces, such as: Library, Historical Archives, and Lapidarium.
34
Apulia
35
Basilicata
36
Basilicata
Priorities
In January 2000 Italy’s Government and Basilicata’s Regional Administration signed the Institutional
address the socio-economic rebalancing of Basilicata’s underutilised areas, identifying common interest
Agreements − in sectors such as: Mobility, Water Cycle, Soil Protection, Local Development, Cultural
Heritage, Urban Areas, Information Society, Healthcare, Social Policy, Youth Policies, and Research.
identifying ad-hoc interventions to attain the objectives pursued, and ensuring consistency with Community,
national, and regional programming.
Being also an operational instrument for negotiating, each APQ describes the specific interventions to be
implemented and identifies their respective responsible subjects, costs, implementation timing, and financial
coverage.
Over less than a decade Basilicata has programmed 2,429,976,932 EUR and set up 42 APQs (approx. 700
interventions) in the various sectors identified. In detail:
> 48 interventions in the «Mobility» sector to enhance the road network along European corridors’
directrices. It is worth signalling the implementation of «Matera Altamura S.S.» (A Road), whose
administrative procedures were completed with the final stress test carried out on 28.03.2010;
> 146 interventions in the «Water Cycle» sector to protect both surface and underground water, improve
water environment, and protect and safeguard all water-related ecosystems. Among major works, it is
worth signalling the creation of a new municipal tank and its connection to Venosa’s supply system;
> 75 interventions in the «Soil Protection» sector for territory’s hydro-geological protection and
implementation of safety conditions. Among the main works implemented, it is worth signalling the
consolidation of Tricarico urban area;
> 77 interventions in the «Local Development» sector to reinforce infrastructural endowment and services in
areas involved in industrial and tertiary development. Among the main works implemented, it is worh
signalling the creation of a factory in Montescaglioso’s territory;
37
Basilicata
> 180 interventions in the «Cultural Heritage» sector to protect and capitalise on Basilicata’s cultural and
historical resources. It is worth signalling the intervention implemented for recovery of «Santa Maria
d’Orsoleo» monumental complex (Archives and Museum) in Sant’Arcangelo;
> 20 interventions in the «Information Society» sector to enhance the Region’s socio-economic
development for stronger participation in the economic globalisation process. To such end, we signal the
creation of Territorial Service Centres (so-called CST) for e-gov;
> 10 interventions in the «Urban Areas» sector, for strategic infrastructure within sectoral integrated
programming instruments and application of a territorial strategy. It is worth signalling the implementation
of an equipped camper area in the Municipality of Matera;
> 54 interventions in the «Healthcare» sector to improve the provision of sanitary services and reduce
waiting lists. It is worth signalling old blocks’ upgrading in terms of safety and fire prevention rules within
San Carlo Hospital in Potenza;
> 32 interventions in the sectors of «Youth and Development Policies and Audiovisual Industry» to enhance
Basilicata’s provision of infrastructures and services. Among major implementations: leisure (recreational)
poly-functional centres;
> 8 interventions in the «Research & University» sectors, to develop a technological district and dedicated
facilities. It is worth signalling the industrial research activity for creation of Basilicata’s Innovation Centre;
> 13 interventions in the «Safety» sector to improve inhabitants’ civil cohabitation and safety conditions. It is
worth signalling the creation of an imponent and complex infrastructural network for radio
communications;
> 8 interventions for: promotion and diffusion of contemporary arts and enhancement of urban/architectural
contexts in Italy’s Southern Regions (so-called «Sensi Contemporanei»); and System Actions and
feasibility studies primarily aiming to implement services for young people, families, children, and Public
Administrations.
The cohesion developed in the various sectors enabled active subjects at regional level to cooperate
towards a single objective: creating progress and growth for the territory and its inhabitants. Therefore, it is
worth recalling some of the projects, within the abovementioned APQs, which best represent local
administrators’ engagements – namely:
> Implementation of an equipped camper area within Matera’s Municipality;
> Recovery and re-functionalisation of real estates to be converted into leisure centres (Auditorium Tito);
> Recovery of S. Maria di Orsoleo monumental complex (Archives and Museum – External facilities and
accessibility), Municipality of Sant’ Arcangelo;
> Implementation of Basilicata’s «City of Peace»;
> Industrial research – Basilicata’s Innovation Centre.
38
Basilicata
The next few pages illustrate in detail the two most successful Projects, namely:
> «Rionero−Venosa−Bradanica (Oraziana) Connection – Section IV Implementation»; and
> «Gallitello Complex Road Junction – Restructuring».
Their implementation was also enabled by on-going interaction and collaboration between Basilicata and
the Central Administration.
Thanks to this publication Basilicata has the opportunity to inform citizens, in a transparent and direct
attained.
39
Basilicata
Province:
Potenza
Municipalities:
Ginestra – Venosa
Potenza Provincial Administration
(Provincia di Potenza)
Project Title:
«Rionero−Venosa−
Bradanica (Oraziana)
Connection –Section IV
Implementation»
Budget:
28,539,304.00 EUR
(of which 14,000,000.00 EUR from FAS)
August 2012
1 Project Synthesis
The Project is one of the 50 interventions for Mobility («Road Network» APQs) and aims to implement the
fourth section of the connection between «Potenza–Melfi» SS 658 (A-Road, fast flowing) at Rionero in
Vulture junction and «Bradanica» SS 655 (A-Road, fast-flowing) at Venosa Nord junction, across Ripacandida
and Ginestra urban centres.
The whole itinerary (overall 22 km) is encompassed among prioritary interventions of the Regional Road
Network Plan. The Project is composed of five functional sections; the fourth section («Oraziana») stretches
along 5 km circa, connecting Ripacandida/Ginestra junction to Venosa and ensuring continuity to previous
sections.
The overall cost is equal to 28,539,304 EUR (of which 14,000,000 from FAS – CIPE Decision n. 20/04). The
remaining financial needs are fulfilled through Regional Road Network Plan resources.
2 Project Genesis
The Project responds to the need to address multiple problems affecting the territory’s road system and
Vulture−Melfese connection (about 19 km), currently composed of municipal/provincial roads with mountain
circulation features. The implementation of the fourth section (SS 658, Potenza directrix, Melfi−Venosa) will
ensure completion of the first three sections currently under implementation.
40
Basilicata
The Project aims to implement and insert a road section within the network envisaged by the Regional Road
Plan (currently being implemented); hence no feasibility study was required.
The fourth section will connect Ripacandida/Ginestra junction and end at Venosa entry. It will furthermore
provide a direct (faster) connection to the municipality of Rionero in Vulture to quickly reach Melfi, Rionero
and Venosa hospital districts. The section is therefore an important artery serving the whole Vulture hinterland
(highly anthropised) and hosting facilities aimed at the local community, archaelogical sites and
natural/monumental assets.
The Project aims to upgrade the whole regional territory in view of a new ranking within the national tourist
circuit.
The Project implementation encountered obstacles related to uneasy compliance with the terms established
for the tender contract procedures.
Despite the Project complexity (e.g. the fourth section stretches along some sections of the current provincial
road, thus entailing interventions on its access points), the procedural flow did not experience remarkable
delays.
To date, the Project appears at an advanced implementation stage. The envisaged place-in-service date is
August 2012.
The Project, strongly acclaimed and supported by local administrators, notably aims to implement a
transversal connection linking two strategical road axes for the entire Region − i.e. Candela−Melfi−Potenza
and Bradanica S.S. (A-Road) to Matera and Taranto, interrupting Venosa ‘s isolation.
Furthermore, administrators and project-designers deem the Project implementation will improve travelling
time along the Potenza–Melfi directrix, enhance current regional road standards, and connect municipalities
such as Ginestra, Ripacandida, Melfi, Barile, Rionero and Venosa, geographically close yet hard to reach due
to the current road network.
Furthermore the Project offers technical solutions that best match safety and cost-effectiveness.
6 Project Success
The Project must be deemed as successful. Implementing a connection between Venosa and Potenza−Melfi
directrix will entail socio-economic enhancement for Basilicata’s inner areas, currently marginalised despite
their strong tourist vocation based on valuable archaelogical resources and very attractive typical agri-food
produce (e.g. Aglianico wine).
41
Basilicata
On-going Works Image
42
Basilicata
Province:
Potenza
Municipality:
Potenza
Potenza Municipal Administration
(Comune di Potenza)
Budget:
Project Title:
«Gallitello Complex Road
Junction − Restructuring»
28,000,000.00 EUR (FAS)
June 2012
1 Project Synthesis
The Project is one of the 50 interventions in the Mobility sector («Road Network» APQ). It aims to restructure
the urban area named «Gallitello Complex Road Junction», core of prevalent traffic from/to Potenza’s
peripheral ares (western side).
The Project can be broken down into seven interventions, and namely:
> Planimetric adjustment for vehicle flow rationalisation along Viale Unicef (avenue);
> Costruction of a gallery connecting Viale Unicef with Via Tirreno and Via del Gallitello
(avenues/streets/roads);
> Costruction of a round-about sorting out traffic flows from/to Ponte Musumeci;
> Planimetric adjustment of Via del Gallitello;
> Planimentric/Altimetric adjustment of vehicle circulation around the municipal parking area;
> Costruction of a round-about along SS 94 (A-Road) for connection to Viale del Basento (avenue);
> Planimentric/Altimetric adjustment with vehicle flow rationalisation, through a round-about and a slip road
connection along the viaduct over the Gallitello river.
The Project aims to solve congestion problems in Potenza’s south-western area. Its overall cost amounts to
28,000,000.00 EUR funded through FAS.
The works (started in 2006; operational by mid-2012) encountered criticalities essentially due to numerous
land estates to be expropriated and to the need to carry out further geological surveys for the gallery
connecting Viale Unicef, Via Tirreno and Via del Gallitello.
The Project’s success relies on excellent and constant monitoring of building yard activities, as well as on
interventions aimed at better meeting the demand for transport.
43
Basilicata
2 Project Genesis
The Project stems from the need to address numerous problems related to the urban road system and the
connection between Potenza’s central area and its periphery, consistently with the original ranking.
At present, the area records highest expansion levels both within central districts and new residential
agglomerates, as well as in recently established productive and commercial settlements and most school
buildings herein concentrated.
All such factors made it urgent to pay greater attention to the local road system in order to optimise circulation
conditions and improve traffic outflows.
Aiming to functional/qualitative adjustment, the Project was implemented through several procedural phases
relying on a thorough analysis of the territory (i.e. on-site inspections and geo-physical studies) to enable
project-designing and scheduling the interventions.
A feasibility study was performed by technical experts (architects, surveyors, engineers, geologists) to
evaluate the territory and the impact that adjustment works would exert on it. Ad-hoc archaelogical oversight
was required for archaelogical finds.
Works started in July 2006 and are due to be finalised by mid-2012 (assumed date for stress and functionality
tests).
The implementation phase met some difficulties linked to Project complexity, number of subjects involved,
and remarkable meteorogical elements which strongly slowed down works.
Nevertheless, collaboration and cooperation enabled the working group to promptly address criticalities and,
at the same time, to avoid long suspensions.
The Project aims to adjust road infrastructures with remarkable circulation flows and implement new
connections between the roads/streets converting onto Viale del Gallitello.
The accomplishment will enable better travelling conditions along this important road artery, enhance safety
both for drivers and pedestrians, and ensure a comfortable connection with Basentana SS (A-Road), at
present strongly congested nearby the level crossing (notably when closed).
The Project is deemed outstanding for the benefits it will provide to the local community and for addressing
one of Potenza’s most delicate problems, namely the infrastructural inadequacy common to the whole area.
44
Basilicata
6 Project Success
In light of its distinctive features related to very challenging infrastructural and high engineering interventions,
the Project shall be considered as an excellent experience.
In particular, the works required the contribution of geological and hydrological experts, who carried out
thorough analysis of the territory to ensure structural safety and harmonious integration of the gallery into the
urban environment.
45
Autonomous
Province of Bolzano/Bozen
46
Priorities
Within the 2000-2006 programming cycle, the Institutional Programme Understanding («Intesa Istituzionale
di Programma») stipulated in 2001 by Italy’s Government and the Autonomous Province of Bolzano/Bozen
marked an important moment for the programming and implemention of interventions aimed at the socioeconomic re-balancing of the Province’s underutilised areas.
Over less than ten years the Autonomous Province of Bolzano/Bozen has programmed 68 interventions
through overall 180,000,000 EUR (of which 41,000,000 circa from FAS).
As follows a list of the sectors addressed within such programming.
The six interventions implemented within the «Road Infrastructure» sector were aimed at enhancing and
reorganising the existing road network, thus responding to the need to cope with the increased demand for
goods and services both from resident population and tourists.
The four interventions implemented in the «Railway» sector were aimed at revitalising the local railway line,
enhancing its accessibility level and safety standards, and implementing high technology infrastructures.
The programming of 31 interventions implemented at local level in the «Water Resources» sector, notably
through two best interventions hereby analysed, responded to the increasingly widespread need to increase
and improve services through actions for water protection and eco-friendly use. Hence the project- designing
of interventions aimed, on one side, at protecting water resources from any type of contamination whilst
favouring the necessary depuration process and, on the other, at ensuring water supply sources for the
future. Moreover, it is worth signalling further advantages resulting from a pondered use of water, such as:
reduced costs for management and maintainance of the whole network; possible application of more
attractive tariffs; and provision of services better fitting the territory and its population.
The Autonomous Province of Bolzano/Bozen implemented Legislative Decree n. 152/06 and EU
Regulations on water treatment and disposal through Provincial Law n. 8 of 18 June 2002 (i.e. «Water
Provisions»).
47
The Law defines the following objectives for correct water management and protection:
> Preventing and reducing pollution, and implementing polluted water treatment and depuration;
> Improving water quality and adequately protecting special use waters;
> Pursuing sustainable and durable use of water, primarily drinkable water;
> Preserving water self-depuration capacity and its capacity to sustain wide and diversified animal and
vegetal communities.
The «Telecommunications» sector enables (central and local) Public Administrations to create new job
opportunities, and favour the necessary decentralisation level to provide citizens and enterprises with
services based upon a unitary approach. In this perspective, three interventions were implemented by the
Province to promote the dissemination of telematic and optical fiber networks, notably in its peripheral areas.
The above intervention sectors envisaged by the Institutional Programme Understanding were also
complemented with further sectors addressed by the 2000-2006 unitary regional policy programming, also
regulated through APQs − notably: «Youth Policies», funded through POGAS − Operational Project for Youth
Policies and Sports Activities (16 interventions to promote youth culture through cultural and training
initiatives); «Urban Areas» (2 interventions notably aimed at upgrading Dobbiacco’ Railway Station) and «EGovernment and Information Society». To such end, the APQ stipulated in July 2007 (and the 6 interventions
herein envisaged) notably aimed to quantitatively/qualitatively enhance Public Administration’s performance
and improve citizens’ access to the services provided by the Provincial Administration. The objectives were
pursued by enhancing administrative services’ IT endowment, also through one of the best interventions
herein selected, namely, E-GOV 01 Project (Local Public Services Access Portal).
As follows, two of the best projects implemented, which therefore deserve special mention within the above
2000-2006 programming cycle:
> «Campegno Gallery Construction» − Being an alternative to the originary A-Road path (S.S. 241), it
enabled restoring safety conditions along some road sections and often halving travelling time;
> «Meran−Malles Railway Line Reactivation», aiming to revitalise major connections for local communities,
with positive effects both on tourism and socio-economic life standards in the whole territory concerned.
48
Autonomous Province
of Bolzano/Bozen
Province:
Autonomous
Province of Bolzano/Bozen
Muncipalities:
Bolzano and Cornedo all'Isarco
Budget:
30,900,000.00 EUR
Project Title:
«Campegno Gallery −
Construction»
(of which 2,400,000.00 from FAS)
December 2007
1 Project Synthesis
The Project is encompassed in the «Road Infrastructure» APQ stipulated in December 2003 by Italy’s
Ministry of the Economy and Finance, Ministry of Infrastructures and Transports, and the Autonomous
Province of Bolzano/Bozen, and represents the implementing tool of the Institutional Programme
Understanding underwritten on 24 April 2001.
The Project is aimed at enhancing road infrastructures consistently with the wider objective of improving
roads connecting more decentralised rural areas and main roads, for fast and safe implementation of
activities in the areas having highest rural and tourist vocation in the Province.
Investments in projects such as the «Campegno Gallery Construction» were considered a conditio sine qua
non to ensure rural territory’s competitiveness and concile the following needs:
> Improving peripheral territories’ accessibility;
> Enhanced environmental protection;
> Implementation of safety conditions along routes highly exposed to rockfall risks.
The aim is to ensure new employment opportunities, linked, on one side, to the creation of new facilities and
infrastructures and, on the other, to the introduction of innovative forms of service management.
49
Autonomous Province
of Bolzano/Bozen
2 Project Genesis
The road network connecting various sites within the Autonomous Province of Bolzano/Bozen covers about
2,200 km of mountain roads: only 10% of the territory’s overall surface can be utilised for productive and
economic activities and to reach local residential areas.
In such context, the Campegno Gallery is confirmed as an alternative to the original A-Road (SS 241). In
particular:
> It was necessary to widen the road, as the presence of large vehicles would prevent double-direction transit
and result in traffic congestion and queues. The road provides local population (resident in Nova Levante,
Nova Ponente, Ega, Obereggen, Novale, San Valentino, and Ponte Nova municipalities) with faster
connections both to Bolzano and Val di Fassa.
> The road would daily serve 5,500 resident inhabitants and 11,000 tourists, strongly feeding the valley’s
economic life. In this sense, local areas’ socio-economic development perspectives were compromised by
structural limits preventing possible supplementary traffic. It was necessary to ensure safety conditions in
some sections affected by rock instability. The road was therefore frequently interrupted due to falling rocks,
snow, ice melting and heavy rain. Based on statistical data, the road used to be closed for about 20 days
per year on average (net of periodical closures to address landslide consequences).
> Furthermore, major dangers were identified for the first section of the road stretching from Cardano to «km
1,600» (Gföller). Its high gradient (approx. 14%) caused several mortal accidents, notably on the occasion
of snow fall.
The Project was implemented and made operational over 920 days, as by contract (i.e. 13 June 2005 - 19
Dec. 2007). Further works, not affecting traffic, were completed in the subsequent year.
A bridge over the Ega stream was built at the end of the artificial gallery (36 metre long) for access and
connection to the new Campegno Gallery: double direction; overall 1,430 metre long; fully waterproof;
concrete coating; intermediate emergency exit (118 metres); compliance with current safety rules.
Excavation works encountered geological criticalities, due to unexpected rock tension, which required special
caution and ad-hoc excavation systems. Throughout the works, given the traffic along the old adjacent artery
(never interrupted), constant monitoring was activated to ensure the safety of transiting vehicles.
The road section (1.5 km circa) hosting the new gallery strongly enhanced traffic safety. Traffic now flows
easily along the artery, without obstacles such as curves, bottle-necks, or alternate one-way sections exposed
to rockfall risks. To date, driving time is less than half, and ordinary maintenance costs are definitely lower.
The new modification, furthermore, has also improved the planimetric/altimetric trend of the road.
50
Autonomous Province
of Bolzano/Bozen
6 Project Success
The Project success stems from several factors: diligent administrative support; factual collaboration of the
valley’s resident population throughout implementation; good project-designing and management of works,
carried out by professional and reliable companies.
Campegno Gallery/Tschungg
Campegno Gallery/Gföller Exit
51
Autonomous Province
of Bolzano/Bozen
Province:
Autonomous Province
of Bolzano/Bozen
Autonomous Province
of Bolzano/Bozen
Budget:
140,000,000.00 EUR
Project Title:
«Meran−Malles Railway
Line − Reactivation»
May 2005
1 Project Synthesis
Within the 2000-2006 programming cycle, the Institutional Programme Understanding underwritten on 24
April 2001 by Italy’s Government and the Autonomous Province of Bolzano/Bozen marked an important step
for programming and implementing interventions aimed at the socio-economic re-balancing of under-utilised
areas in the Province.
Over less than ten years, the Autonomous Province of Bolzano/Bozen programmed 68 interventions for
overall 180,000,000 EUR (of which approximately 41,000,000 EUR from FAS), distributed among sectors
such as: Road and Railway Infrastructure, Water Resources, Telecommunications, Youth Policies, Information
Society, and Urban Areas.
Within the «Railway Infrastructure» sector, the project for reactivation of the Meran–Malles railway line
(concluded in 2005) played a primary role: a long array of punctual interventions throughout the line enabled
reactivating the previously interrupted railway route and upgrading its service standards.
2 Project Genesis
South Tyrol’s railway network stretches along 224 km, with a 30 km/1,000 sqkm density. Four interventions
implemented within the «Railway Infrastructure» sector enabled revitalising main local railway lines (Meran–
Bozen, Meran–Malles, upgrading of several railway stations along Brenner–Salorno section) ensuring
improved accessibility and enhanced safety standards, and implementing high technology infrastructure.
52
Autonomous Province
of Bolzano/Bozen
The interventions here illustrated fall within the project for rehabilitation of the local railway line crossing the
Venosta Valley, namely the «Meran–Malles» section. The interventions were project-designed with a view to
revitalising major connections for local communities, aware of the positive effects, for the whole territory, in
terms of tourism increase and enhanced socio-economic life standards.
The project-design complied with the Provincial Plan for Development and Territorial Coordination (so-called
«LEROP»), which acknowledged that the growing demand for transports resulted in increasingly evident
conflicts between objectives related to economic needs and objectives related to environmental needs.
LEROP thus undertook to pursue, at local level, objectives such as maximum exploitation of the road network
potentials and minimum road traffic.
The interventions encompassed in the «Railway Infrastructure» APQ (and its subsequent Integrative Act) fall
within the reactivation of the Meran–Malles railway line (closed since 1991) in order to implement a modern
local transport service, efficient and reliable, endowed with high safety standards and providing a valid
alternative to private vehicles use.
The interventions envisaged by the Provincial Administration to upgrade the whole railway section included:
> Infrastructure installation
> Galleries
> Steel bridges
> Barring
> Ballast
> Minor manufacts
> Level crossings
> Technological devices/systems
> Rolling stocks
> Stations, shelters, pavements, fences, draining outlets
> Surveys and studies (track)
> Other works (i.e. maintenance).
The works funded by the APQ (and its Integrative Act I) within the railway sector are primarily focused on the
installation of infrastructural and technological devices/systems.
The installation of ad-hoc infrastructure ensured high comfort standards for passengers, maximum speed
(consistently with geometric parametres), moderate maintenance, and operational flexibility. The objectives
were also pursued through installation of tailored technological devices/systems for signalling, safety,
telecommunications, and communication with the public.
No particular criticalities and/or external impediments were encountered over Project implementation so as to
obstacle works, except unavoidable technical problems. Among positive items, it is worth signalling the
profitable collaboration developed amid municipal administrations to concretely implement a jointly shared
project aimed at improving mobility in the whole Venosta Valley.
53
Autonomous Province
of Bolzano/Bozen
One of the objectives pursued lied in improving service quality (also through enhanced competition) and
management efficiency and safety standards (through intensified maintenance of the existing networks),
based upon less environmentally invasive methods than in the past (e.g. through modern rolling stocks).
As to the interventions’ effects, it is worth signalling that the number of passengers transported by the local
network doubled over the first four years of service (i.e. 2.2 million in 2008). Furthermore, in the 2004-2008
period, the Venosta Valley recorded a 2.3%−5.2% decrease in vehicle traffic along its A-Road (SS) and a
12.8% increase in the number of summer tourists. Swiss tourists increased by 30% circa.
6 Project Success
The Project success relies on attainments such as:
> Reducing traffic and car pollution. The new railway line has partly replaced the existing bus service (every
30 minutes throughout the day) which did not ensure service standards adequate to users’ needs, due to
heavy road traffic (notably for tourist flows).
> Developing commercial activities. Railway connections through the Venosta Valley provided a relevant asset
for local commuters both from a commercial and professional point of view. It is worth recalling that approx.
280,000 tons of apples are produced in the Venosta Valley and then traded through northern Italy and
central Europe.
> Tourist promotion. Enhanced access to locations along the railway route contributes to enhancing tourism in
the Venosta Valley, ideal holiday destination for tourists seeking peaceful atmosphere.
The interventions enabled matching the objective of matching landscape attractiveness (e.g. good
environmental conditions, alpine landscapes, and uncontaminated nature) with the provision of good public
transport. In such context, it is also worth signalling that the railway line represents an important asset both
for the numerous skii resorts in the area and for developing biker paths connecting Venosta Valley, Austria,
Switzerland and Italy.
The transport system activated proves environmentally sustainable and in harmony with EU programming
objectives.
Merano – Malles Railway Line
54
Calabria
55
Calabria
Priorities
In October 1999 Italy’s Government and Calabria’s Regional Administration signed the Institutional
address the socio-economic rebalancing of Calabria’s underutilised areas, identifying common interest
covered by the so-called «Accordi di Programma Quadro» (APQs) − namely Framework Programme
Heritage, Urban Areas, Information Society, and Research.
Being negotiation instruments to implement the above Understandings, APQs enabled implementing
Administrations’ will, identifying ad-hoc interventions to attain the objectives pursued, and ensuring their
consistency with Community, national, and regional programming.
Being an operational instrument for negotiating, each APQ describes the interventions to be implemented
and identifies their respective responsible subjects, costs, implementation timing, and financial coverage.
Through the «Water Preservation and Integrated Management» APQ (stipulated on 28 June 2006), Calabria
set up a programming activity within the Water Cycle sector, aiming to protect surface and underground
water resources, improve the Region’s water environment, and protect and safeguard its water related
ecosystems.
The cohesion developed in the sectors concerned enabled active subjects at regional level to cooperate
aiming to a single objective: creating progress and growth for the territory and its inhabitants. To such end
numerous projects were implemented; among them, it is worth mentioning the two most successful ones,
namely:
> «Menta Aqueduct – Completion of Gathering Works and Power Tunnel»; and
> «Germaneto–Catanzaro Lido Provincial Road (SS 280)».
The following pages illustrate the two Projects more in detail; their complexity and typology make them most
successful, also enabled by sound collaboration between Calabria Regional Administration and Italy’s
Central Administration.
Through this publication Calabria has the opportunity to inform citizens, in a transparent and direct mode, of
how public resurces have been invested at regional level, highlighting the results and benefits attained.
56
Calabria
Province:
Reggio Calabria
Cardeto Municipal
Administration
(Comune di Cardeto)
Budget:
25,507,000.00 EUR
Project Title:
«Menta Aqueduct –
Completion of Gathering
Works and Power Tunnel»
January 2013
1 Project Synthesis
The Project is encompassed in the «TAGIRI» APQ for overall 25,507,000 EUR (of which 23,240,000 EUR
from FAS), stipulated in June 2006 within the «Integrated Water Cycle» sector, and being integral part of the
Institutional Programme Understanding between Italy’s Government and Calabria Regional Administration in
the sector of water resources.
The Project encompasses 4 interventions differing in cost, localisation, indicators, etc. but all sharing a set of
common elements such as objectives pursued and benefits resulting from the implementation of the entire
Project, summarised as follows:
> Menta Aqueduct – Works connected to the hydro-electric power plant
> Menta Aqueduct – Power tunnel integration – Gathering, Lot I
> Menta Aqueduct – Completion of gathering system and power tunnel
> Menta Aqueduct – Transportation pipelines and hydro-electric plant.
2 Project Genesis
The Project objective («Menta Water System») is to provide 500 litres of drinkable water by installing a barrier
to the Menta stream, thus covering the deficit affecting Calabrian municipalities located along the Strait coast
(i.e. directly: Reggio Calabria, Campo Calabro and Villa S. Giovanni; and indirectly: Fiumara and Scilla −
north; Melito Porto Salvo, Montebello Ionico, Motta San Giovanni and San Lorenzo − south). Such water
resources also enable dismissing all the wells that, due to salt-wedge (as from end-1980s), supply water with
salt concentration well above the limits set by law. A further objective is to exploit the available hydraulic jump
(approx. 1,000 metres) to produce electric power for human use peak hours.
57
Calabria
A rockfill barrier (height: approx. 90 metres; volume: circa 16.2 million cube metres), and a first lot of power
tunnel and gathering works were implemented through interventions funded by the Cassa del Mezzogiorno
and, subsequently, by Regional Administrations.
Calabria intends to complete the entire system through three interventions aimed at:
> Completion of the tunnel and gathering works
> Transportation pipelines and hydro-electric power plant
> Works connected to the hydro-electric power plant, also including: water purification plant, demodulation
tank and drinkable water storage tank; and development of over 60 kms of water supply pipelines.
ln 2001, the so-called «Legge Obiettivo» («Target Law») assessed the completion of the Menta purification
scheme as having «national strategic importance»; therefore completion interventions and works connected
to the power plant were made eligible to funding through CIPE Decisions n. 49/2004 and n. 7/2007, while the
transportation pipelines and hydro-electric plant were funded through private resources (so-called So.Ri.Cal).
CIPE Decision n. 49/2004 approved the executive project of the «Completion of the Menta Dam water system
– Lot I – Gathering works, power tunnel, surge tank, and completion works» (23,240,560 EUR entirely
assigned to Calabria).
CIPE Decision n. 7/2007 approved the final project-design for «Completion of the Menta Dam Water System
– Hydro-electric power plant and transportation pipelines – Works connected to the hydro-electric power
plant» for overall 105,033,003.54 EUR (VAT included), thus distributed: «Transportation pipelines and hydroelectric power plant» – 23,187,292.54 EUR (VAT included); «Works connected to the hydro-electric power
plant» − 81,845,711 EUR (VAT included).
Thtrough Decision n. 154/2005, CIPE (Italy’s Interministerial Committee for Economic Programming)
assigned 79,654,657.76 EUR (VAT included) to Calabria (FAS).
The implementation of the works composing the «Menta Water System» is distributed among five main
contracts, namely:
> Completion of the first lot of works for water transportation from water collection point onto Menta Stream;
> Completion of the water system on Menta Stream dam – Hydro-electric power plant, civil works, and
transportation pipelines;
> Completion of the water system on Menta Stream dam – Hydro-electric power plant – Water purification
plant;
> Completion of the water system on Menta Stream dam – Hydro-electric power plant;
> Completion of the water system on Menta Stream dam – S. Salvatore hydro-electric power plant and
transportation pipelines – Electromechanical works.
58
Calabria
As follows the main benefits arising from the works implemented:
Water quality improvement
As much as 90% of Reggio Calabria’s water supply stems from wells which largely depend on water
resources by now seriously compromised by salt-wedge interference.
Besides being absolutely non-drinkable (due to approx. 2,000‐4,000 mg/l chloride concentration), such water
is often unsuitable to hygienic-sanitary uses and seriously harmful to water plants and household appliances.
Obtaining water directly from the Menta will enable promptly dismissing the most compromised wells and
directly improving Reggio Calabria inhabitants’ life quality.
Water supply increase
Besides the above quality weakenesses, some of Reggio Calabria’s areas are also quantitatively poor in
water. Thanks to overall higher availability and re-balancing of the network functional conditions, the
implementation of the «Menta Water System» will enable avoiding the suspension of water supply at night in
the areas connected to water tanks (i.e. Modena, San Sperato, Ciccarello, Sbarre, and Gebbione).
Energy production
Exploiting the over 1,000-metre hydraulic jump will enable (thanks to an ad-hoc hydro-electric power plant)
generating approx. 35 GWh/year power from renewable sources, which can feed the national electric
network.
Such potentiality proves very important both for economic-financial sustainability of the So.Ri.Cal. industrial
plant and to increase focus on electric power generation from non-polluting sources.
In enabling full decoupling of the hydro-electric power plant functioning from the water purification system and
aqueduct functioning, a large modulation tank upstream and a demodulation tank downstream will enable
concentrating electricity generation at «peak» time (i.e. most profitable).
Environment
By promptly dismissing the most compromised wells, it will be possible to cope with increasing salt
penetration into coast groundwaters, favouring gradual restoring of natural hydro-chemical conditions.
59
Calabria
Water Collection Tank
Power Tunnel Works
Water Collection Tank
The Tunnel extends from Menta
Stream to Cendri Mt. southern slopes
Menta Water System
60
Calabria
Province:
Catanzaro
Municipality:
Catanzaro
Catanzaro Provincial Administration
(Provincia di Catanzaro)
Project Title:
«Germaneto–Catanzaro
Lido Provincial Road
(SS 280)»
Budget:
49,190,025.56 EUR
(of which 28,.410,000.00 from FAS)
September 2011
1 Project Synthesis
The Project is encompassed in the «Transport Infrastructure System» APQ («Transport Infrastructure
System» Institutional Programme Understanding) and is worth 49,190,025.56 EUR, of which 28,410,000.00
from FAS.
The Project road falls within an area belonging to Catanzaro’s Municipality. Several neighbouring
municipalities around the new road axis (e.g. San Floro, Borgia, Squillace, Girifalco) are involved and
interested in acquiring conspicuous benefits directly and indirectly resulting from Project implementation.
Such work integrates Catanzaro’s most relevant territory in terms of urban development (as it hosts important
recent settlements within the very area touched by the roadway), stretching along approx. 11 kms − i.e. AgriFood Centre, University Centre, P.I.P area (Productive Settlement Area), headquarters (currently under
construction) of Calabria’s Regional Administration («Regional Citadel») and Civil Protection, and Catanzaro’s
new railway station.
The above infrastructural works ensure full regional functionality and complete the road connection linking
Lamezia Terme (Tyrrhenian Coast) to Catanzaro Lido (Ionic Coast) along Calabria’s east-west axis.
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Calabria
2 Project Genesis
The Project envisages the implementation of a B-class road (main extra-urban type, independent lanes, two
roadways (3.75 metres each) and two paved platforms for each drive side.
In particular, the Project implementation complies with current legislation on safety by utilising N2 and/or H2
safety systems (depending on whether driving along roads or bridges) to absorb shock energy.
The Project was studied and devised upon altimetric plan surveys carried out in the countryside and
represented at planimetric level through 2-ml equidistant level curves.
The Project envisages the implementation of a first viaduct (overall 509.6 metres) and two roadways (11.6metre wide each).
Over the past decade Calabria Regional Administration has proved poorly equipped with infrastructures and
thus required enhancement and widening of the regional road network, then insufficient to fulfill inhabitants’
needs for higher mobility, as increasingly operating within an international context.
The main objective consists in optiminsing circulation conditions by eliminating limited outflow points which
provide users with poor service standards, due to their proximity to urban centres.
The Project enables better managing vehicle outflows, notably in consideration of the remarkably intense
summertime traffic.
The Regional Administration acknowledged the importance of performing a thorough analysis of the territory
in order to establish how and in which specific regional area to insist on the implementation of a road network
(also for development areas such as Germaneto). Hence, in collaboration with other institutional subjects
(Catanzaro Municipality and Provincial Administration), ad-hoc works were undertaken to enhance
connections between Catanzaro Lido (Ionic Coast) and the Catanzaro–Lamezia axis. Reducing vehicle flows
in the most congested area (before «Nadini Junction») has improved traffic, strongly variable but certainly
heavier in summer.
Decision n. 6699 of 01.10.2004, issued by the Managing Body of Public Works, approved the «Works for
enlargement and modernisation of SS 280 (A-Road) – Case Grimaldi, Catanzaro Lido» Project – Estimated
budget: 52,150,000,000.00 EUR.
Through public procedure, the related contract was awarded to Giustino Costruzioni S.p.A. – Rivoli S.p.A. –
Gatto Costruzioni S.p.A., through Contract Rep. n. 23 of 09.02.2006 for overall 35,754,263.93 EUR (net of
11.369% abatement) in addition to 805,646 EUR for safety charges (not subject to abatement).
The works implementation was accompanied by three partial delivery reports, and numerous amendments
and integrations, namely:
> N.1 Variance Survey (Technical and Supplementary);
> N.2 Enhancement Surveys;
> N.2 Projects for Complementary Works.
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Calabria
Most such variations aimed to overcome problems related to constant interferences (of various nature and/or
type) into the concerned works area, besides reclamation and/or improvement interventions. The
enhancement surveys proposed by the enterprise (compliantly with the legislation in force) also brought along
technical advantages for the relevant Administration (i.e. reduction of maintainance expenses, etc.)
Works were suspended twice (firstly, main works; secondly, complementary works) and required a variance
survey.
The Project aimed at joining the «KM-7» sign along current SP 48 (B-Road) with the section of SS 280 (ARoad) currently being implemented (by ANAS SpA).
The two sections (implemented by two different subjects but encompassed within the same APQ) will then
join at the abovedescribed «progressive kilometer» sign along SP 48.
Adjacently to such «meeting point», in light of local development criticalities and industrial area features (socalled PIP area), two new parallel roads will be implemented by ANAS S.p.A. (to date partially accomplished).
Technical Variance Survey n. 2 reduces the contract budget from 36,412,579.96 EUR to 31,297,410.10 EUR
(plus safety-related costs).
The prices fixed for each work refer to the terms established in the contract between the Administration and
the awarded enterprise; while the new prices agreed in the subsequently drawn up surveys refer to current
regional tariffs as per annual provisions set by Calabria Regional Administration and are punctually itemised
in each variance survey.
The latest variance survey fixed works completion at 30.04.2011 and the delivery of the first functional lot
(approx. 4 kms, hosting four viaducts) at end-May 2011.
The Project implementation underwent delays ascribable to red tape (i.e. project-designing and permits;
awarding and compulsory purchase/expropriation procedures) and implementation procedures (i.e. Project
complexity, nature of the territories, and related interferences).
In particular, it was necessary to remove, adjust and/or shift numerous underground services/facilities and
channelling works dating back the post-war period and still operating.
Such old underground services/facilities − not even clearly known to the bodies owning the related services −
required Project adjustment through very complex interventions (technically compliant with the legislation in
force).
Furthermore, as from Project start, the territory has undergone a radical mutation, turning from an agricultural
area into a so-called PIP area (PIP – Productive Settlement Area). The mutation results from the
implementation of numerous urban-planning interventions, and from the establishment of Germaneto’s
logistics hub (Hospital, University, Regional Citadel, and Civil Protection headquarters) and related works
either recently finalised or currently underway.
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Calabria
Consequently, it was necessary to simultaneously ensure a system of parallel roads adequate to new aims,
and implement actions to mitigate infrastructural impacts (with additional costs).
Furthermore, the exceptionally cold winter seasons exacerbated difficulties and criticalities; nevertheless
works were never interrupted.
In order to complete the infrastructure and its connection to Megalot n. 2 (by ANAS), Catanzaro Provincial
Administration requested Calabria Regional Administration to utilise resources allocated for the contract and
actually not spent, assessed at approximately 3 million EUR plus a further 5 million EUR grant (overall: 8
million EUR).
Being the lot by now nearly concluded and operational since September 2011, the most relevant structural
works are expected to be finalised by September 2012. Works not yet implemented (8 million EUR) refer to
ad-hoc completion works aiming to make the road section technically adequate and suitable to perfect the
environmental integration process.
The Project was implemented within an urban area playing a strategic logistic role for Catanzaro to enable
enhancing (and equipping with roads) an area bound to bear a daily load of approx. 35-40,000 users – i.e.:
> University/Campus «Magna Graecia», University Polyclinic, Oncological Centre: Students are about 24,000,
besides professors/researchers and technical-administrative staffs.
> Regional Citadel (under construction): over 2,000 workers estimated, besides daily users/visitors from the
whole Region/maintaince operators (estimated at around 2,500/3,000).
> Agri-food market supplying both Catanzaro capital city and the whole hinterland.
> Regional Civil Protection headquarters.
> Infrastructure: new underground connection (programmed) with Catanzaro; railway station along
Catanzaro−Lamezia Terme railway line.
> New Hospital of Catanzaro (programmed): 800 beds; approx. 2,200 staff units, besides visitors.
> New management and production settlements (PIP area).
Furthermore, the new road axis fits with SS 106 (A-Road) variance (on-going) aimed at implementing a 11-km
section and round-abouts, and re-adjusting the previous road axis to parallel roads.
The Project for the new road section is essential for the following aims:
> Users’ safety (altimetric features not compliant with Ministerial Decree of 5 Nov. 2001).
> Reducing heavy/light traffic along the territory, thanks to ad-hoc infrastructure to utilise the old road structure
and adjusting it to parallel roads.
> Improving travel conditions, by evolving the current road structure and separating traffic flows (new section).
> Travelling time reduction: by 6 minutes circa (currently: 10 minutes; estimated: 4 minutes) and subsequent
halvening of CO2 and exhaust emissions.
The Project outperformed other interventions implemented by the Regional Administration, in light of benefits
provided to the whole community and the new strategic perspective of the implementation area.
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Calabria
6 Project Success
The Project, conceived for completion of Calabria’s primary infrastructure system (between Tyrrhenian-Ionic
SS 280 (A-Road) transversal and SS 106 (A-Road) Ionic Corridor through the interconnection with Megalot 2
in Germaneto di Catanzaro) is strategically important to the whole Region both for the population involved
and the nature of regional infrastructures connected to the network.
The system integrated with Megalot n. 2 will work as the main road axis of the urban area stretching between
Catanzaro Centre and Catanzaro Lido, thus becoming a true system of by-passes equipped with ad-hoc
junctions nearby major areas.
Thanks to the Project, the primary and urban connection systems will be rapid, efficient and safe, and
endowed with strong investment attractions within the tertiary (Germaneto’s area) and tourist sectors (nearby
Ionic coast section).
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Campania
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Campania
Priorities
In February 2000, Italy’s Government and Campania’s Regional Administration signed the Institutional
address the socio-economic rebalancing of Campania’s underutilised areas, identifying common interest
Agreements – in sectors such as: Mobility, Water Cycle, Soil Protection, Local Development, Cultural
Being negotiation instruments to implement the above Understanding, APQs enable implementing
Administrations’ will, identifying ad-hoc interventions to attain the objectives pursued, and ensuring their
Being an operational instrument for negotiating, each APQ describes the interventions to be implemented
and identifies their respective responsible subjects, costs, implementation timing, and financial coverage.
Over less than a decade, Campania’s Regional Administration has programmed 8,217.80 million EUR,
setting up 2,106 interventions in the sectors concerned. In detail, the Region has implemented:
> 652 interventions in the «Urban Areas» sector
> 400 interventions in the «Integrated Water Cycle» sector
> 352 interventions in the «Local Development» sector, of which 224 for tourist infrastructure
> 303 interventions in the «Mobility» sector
> 173 interventions in the «Cultural Heritage» sector
> 127 interventions in the «Soil Protection» sector
> 60 interventions in the «Scientific Research» sector, of which 40 in the «Information Society» sector; and
> 39 interventions in the «System Actions and Feasibility Studies» sector.
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Campania
The cohesion developed in the various sectors enabled active subjects at regional level to cooperate aiming
to a single objective: ensuring progress and growth for the territory and its inhabitants through a wide array
of several ad-hoc projects, among which:
> Integration and functional adjustment of collection and depuration systems;
> Completion of Torre Annunziata−Pioppaino−Castellammare di Stabia section doubling;
> Regional Underground Railway System (Metrocampania Nord-Est): Piscinola−Aversa Centre section
(completion);
> Depuration power plant in Punta Gradelle.
The two most successful projects are described in detail in the following pages, namely:
> «Regional Underground Railway Completion (Metrocampania Nord-Est): Piscinola–Aversa Centre
Section»; and
> «Recovery and Enhancement of Pozzuoli’s Rione Terra».
Their implementation was also enabled by sound collaboration between Campania’s Regional
Administration and Italy’s Central Administration.
Thanks to this publication, Campania has the opportunity to inform citizens, in a transparent and direct
thus attained.
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Campania
Provinces:
Naples and Caserta
Municipalities:
Naples, Mugnano di
Napoli (Naples), Giugliano in
Campania, Aversa
Project Title:
«Regional Underground
Railway Completion
(Metrocampania Nord-Est):
Piscinola – Central
Aversa Section»
Metrocampania Nord- Est
Budget:
118,413,917 EUR
1 March 2010
1 Project Synthesis
The Project is encompassed in the «Infrastructure for Campania Circulation» APQ (Integrative Act IV) signed
on 27 March 2007. Funds amounting to 58,080,930.29 EUR from FAS were allocated for its implementation,
carried out from 01.01.2007 to 01.02.2010. The line enables connecting the regional underground railway
network and Piscinola junction for access to Naples underground railway circuit.
The Project is encompassed in the programming pursuant to CIPE Decision n. 121 of 21 December 2001
«Regional Underground System with adjustments and interconnections between the existing networks».
The overall Project aims to connect Aversa (important urban centre within Naples hinterland) with Naples
main public transport line (Piscinola station is the junction point with Line 1, managed by Naples Underground
Railway company) also connecting Naples Airport (Capodichino).
Integrating the two systems will offer considerable advantages both to travellers and to the above company.
The Piscinola−Aversa Centre route stretches over approx. 10 kms (entirely along an artificial gallery), through
the stations of Mugnano–Melito, Giugliano, Aversa Hippodrome, and Aversa Centre. To date, all structural
works have been completed.
The Project aims to adjust pre-existing civil works and create all the facilities needed for underground
operativeness. Functional adjustment interventions are aimed at the above described works both for the line
and Mugnano/Melito/Aversa Centre stations. In particular, technically complex interventions were
implemented for the stations, such as geometric adjustment and upgrading of safety systems compliantly with
relevant legislation in force.
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Campania
The concerned stations belong to underground railway stations pursuant to Ministerial Decree dated 11 Jan.
1988 (Undeground Railway Fire Prevention Rules), and compliantly with project-designing Directives n. 7508,
9406, 7744, and 8686 issued by UNI, Italy’s National Body for Unification.
Space distribution/proportioning interventions also complied with legislation on architectural barriers (notably
Presidential Decree n. 503 of 24 July1996; Ministerial Circular for Public Works n. 4809 of 19 June 1968; Law
n. 13 of 9 Jan. 1989; Ministerial Decree n. 236 of 14 June 1989, UNI rules and EU regulations).
2 Project Genesis
From an administrative point of view, the Project is regulated by Covenant n. 11 of 9 Dec. 1981, stipulated
between the President of the Campania Regional Council (acting as Extraordinary Commissaire of Italy’s
Government) for residential construction interventions in Naples metropolitan area (Law n. 219 of 14 May
1981 – Title VIII) and Consorzio AS.CO.SA.
Numerous acts were subsequently issued, such as:
> Integrative Act n. 51 of 29.10.1985 – Entrustment of concession for Alifana railway line restructuring
(Giugliano–Melito and Aversa Hippodrome routes);
> Resolution n. 623 of 09.08.1986 – Consorzio AS.CO.SA was entrusted with the implementation of Aversa
Hippodrome–Aversa Centre route);
> Decree n. 2823 of 20.08.1986 – Authorisation issued to the Temporary Association of Enterprises (ATI) of
AS.CO.SA., Ansaldo Trasporti SpA, Steel Beton SpA, IMCA SpA, IMECO SpA, and Borselli & Pisani SpA,
led by Consorzio AS.CO.SA.
> Integrative Act n. 1324 of 12.04.1990 – Assessing overall costs of the programmed works and identifying
the works eligible to upfront implementation (based upon available resources);
> Law n. 341 of 08.08.95 (Art. 22) – Gestione Governativa Ferrovie Alifana e Benevento Napoli (currently
Metrocampania Nord-Est) replaced the President of the Regional Council in his role as Extraordinary
Commissaire for works implementation;
> Integrative Act n. 11 (29.12.2000) to Covenant dated 09.12.1981 – Confirming entrustment to Consorzio
AS.CO.SA. for project-designing and implementation of railway works for renovation of the Alifana railway
line (civil works along Giugliano–Teverola ASI route; technological works along Piscinola Station–Teverola
ASI route);
> Implementation Act dated 09.12.2002 of Covenant dated 09.12.1981 and subsequent amendments and
integrations – Implementation of works for enhancement and upgrading of the Alifana railway line so as to
enable high-frequency metropolitan use compatibly with Line 1 of Naples Underground;
> Integrative Act of 18.12.2003 to Contract dated 19.12.2002 (Covenant dated 09.12.1981 and subsequent
amendments and integrations) for ATI implementation of works, for removal of sewage sections interfering
with the railway gallery construction;
amendments and integrations) for ATI implementation of modifications to Mugnano, Giugliano, Aversa
Hippodrome and Aversa Centre Stations;
amendments and integrations) for ATI implementation of the new pedestrian underpass near Piscinola
terminal (Metropolitana di Napoli – Line 1, and Alifana Railway Line) – Scampia road axis.
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Campania
Two further tenders were activated for works completion, namely:
> Mugnano–Giugliano functional section: Contract awarded to Astaldi SpA on 29.9.1983 (Law n. 14/73 and
subsequent amendments and integrations);
> Piscinola–Mugnano functional section: Contract awarded to Torno SpA on 29.9.1983 (Law n. 14/73 and
subsequent amendments and integrations).
Piscinola–Mugnano works were delivered on 20 May 2003, and activated on 16 July 2005; Mugnano–Aversa
works were delivered on 7 April 2004, after 39 months’ implementation.
Several difficulties were encountered over the implementation phase, due to non compliance with
limits/constraints imposed along the whole railway route, and even to the presence of buildings along the
envisaged route.
In the context of the programme for implementation of the regional underground railway system, the Project
plays an essential role as it ensures rapid connections between a highly anthropised development area (high
demographic concentration) and the City of Naples, with positive effects on traffic decongestion along the
area’s road connections (Naples−Caserta−Rome motorway), Naples’ urban road traffic and related air
pollution.
6 Project Success
The Project will finalise and perfect the northern directrix of the regional underground railway network.
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Campania
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Campania
Province:
Naples
Municipality:
Pozzuoli
Campania Regional Administration
(Regione Campania)
Project Title:
«Recovery and
Enhancement of
Pozzuoli’s Rione Terra»
Budget:
97,486,404 EUR
(of which 87,518,786 from FAS)
1 June 2011
1 Project Synthesis
The Project envisaged complete restoring of most of «Rione Terra» for approx. 97 million EUR (of which 87
million EUR from FAS). In light of the complexity of the related phases of study, survey, restoration and
recovery, the methodology utilised and the objectives pursued shall be considered as an exemplary instance
of urban archaeology.
2 Project Genesis
Rione Terra the ancient heart of Campi Flegrei (Phlegraean Fields). From 194 b.C. to 1970 a.C. (when
evacuated for bradyseism) it was no-stop inhabited; hence «layers» of memories are present in the whole
area and in very important monuments, such as the Dome and the ancient Temple of Augustus. First urban
settlement, acropolis, rockhold, castrum (chester) and religious centre, Rione Terra preserves evident traces
of the road network dating back 194 b.C.
As said, Rione Terra was evacuated on 2 March 1970 and, after a long period of neglect and looting, targeted
recovery and valorisation works were set up a few years ago. The first recovery project identified one single
structural complex composed, in the topper part, of walls dating back recent times, and in the lower parts, of
walls and vaults dating back Roman times.
Also Campania’s Regional Development Plan (approved through CIPE Decision n. 178 of 30.07.85)
envisaged interventions for recovery of Pozzuoli’s Rione Terra.
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Campania
The Project implementation was entrusted to Campania Regional Administration President, acting upon
extraordinary powers pursuant to Art. 9 of Legislative Decree n. 57 of 27 February 1982, converted into Law
n. 187 of 20 April 1982. Likewise Regional Council’s proposal and CIPE Decisions, the selected
implementation instrument was a concession entrustment with terms analogous to Title VIII provisions under
Law n. 219/81.
The concession was entrusted through public contract procedure (as per Resolution n. 427 of 10 Jan. 1991)
to Rione Terra − Pozzuoli Consortium (via Resolution n. 522 of 5 December 1991). At concession time, only
the first lot was funded. The concession contract (14 February 1992) envisaged the entrustment of the
subsequent lots to the same concessionaire through ad-hoc additional acts (subject to funds availability).
The first recovery project identified one single structural complex composed, in the topper part, of walls dating
back recent times, and in the lower part, of walls and vaults dating back Roman times. Subsequently, a
project was funded to complete the works in most Rione Terra through the «Cultural Heritage» APQ,
undersigned on 2 March 2001 by Campania Regional Administration, Italy’s Ministry of the Treasury, Budget
and Economic Programming, and Ministry of Cultural Heritage Assets and Activities.
The above APQ addressed funds to activities such as:
> Completing the archaeological urban path rearrangement to enhance valuable ancient buildings/ruins;
> Preliminary surveys and launch of an international tender for project-designing of Dome’s restoration.
The Project implementation phase encountered two kinds of criticalities:
1. Financial problems related to the provision of funds to complete works; and
2. Technical problems related to archaelogical excavations, at times slowing down works.
The Phlegraean area experienced most typologies of problems and opportunities strongly impacting on the
set-up of Campania’s sustainable development programme.
The large archaelogical «reservoir» lying in the area − yet not sufficiently known, protected and enhanced −
hosts important architectonic, historical, literary, landscape and naturalistic assets. Unfortunately it also
undergoes relevant problems such as: delicate hydro-geological balance; presence of still active volcanoes;
strong crisis affecting the industrial sector; and the devastating phenomenon of unauthorised building activity.
As from its foundation, the Phlegraean area proved a true unitary spatial system: consular roads, tunnels
excavated in toff stone, built/project-designed channels, and a wide array of ports composed the connection
network of strongly specialised urban centres, outsmarted only by Rome.
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Campania
The leading idea of Rione Terra recovery (also including its archaelogical site) aims at the creation of a large
archaelogical-naturalistic itinerary encompassing strong attractors to be connected both to ancient and new
«paths».
In such context, Rione Terra recovery is aimed at enhancing the area’s hospitality and tourist offer through its
archaelogical site and on-site availability of adequate hotel facilities.
6 Project Success
The Project enabled recovering an area exerting high historical-cultural interest, and brought back to light
valuable historical ruins and finds dating back the first century b.C. which will be made accessible to
visitors/tourists using the nearby Pozzuoli Port to reach the isles in the Gulf of Naples.
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Emilia Romagna
76
Emilia Romagna
Priorities
In March 2000 Italy’s Government and Emilia Romagna Regional Administration stipulated the Institutional
address the socio-economic rebalancing of Emilia Romagna’s underutilised areas, identifying common
interest sectors, engagements, objectives, and resources.
The development objectives identified in the Understanding were then implemented through interventions
encompassed within the so-called «Accordi di Programma Quadro» (APQs) – namely, Framework
Programme Agreements – in sectors such as: Mobility, Water Cycle, Soil Protection, Local Development,
Cultural Heritage, Urban Areas, Information Society, and Research.
Being implementation tools of the above Understanding, APQs enable implementing Administrations’ will,
identifying ad-hoc interventions to attain the pursued objectives, and ensuring their consistency with
Being also an operational programming tool, each APQ describes the interventions to be implemented and
their respective responsible subjects, costs, implementation timing, and financial coverage.
Over less than a decade Emilia Romagna has programmed 3,147 million EUR, setting up 554 interventions
in various sectors. In detail:
> 196 interventions in the «Mobility» sector to enhance the road system along European corridors’
directrices. Among major works, it is worth signalling the implementation of: the system of Apennine
crossings in Forlì−Cesena area; a new multimodal transport hub for Milan−Bologna AV/AC line; Reggio
Emilia−Guastalla railway line; and Mancatale’s local transport line, currently being implemented through
resources allocated by CIPE Decision n. 34/2005.
> 268 interventions in the «Water Cycle» sector, with the twofold objective to preserve water (both
overground and underground to improve the water environment), and protect and safeguard all waterrelated ecosystems. Among major works: environmental and functional upgrading of Sacca di Goro;
> 15 interventions in the «Information Society» sector, of which 5 aiming to implement broadband
infrastructure in Objective 2 areas affected by digital divide at infrastructural level, to enable the provision
of Internet access services to citizens, enteprises and Public Administrations of Emilia Romagna Region.
Among major works it is worth signalling the optical fiber and/or hiperLAN radio technology support
devices implemented within the main valleys of Emilia Romagna Apennines. Interventions are aimed at
broadband transfer to most remote territories that, being distant from main telecommunications
infrastructure, are exposed to depopulation risks for lack of essential economic development services;
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Emilia Romagna
> 8 interventions in the «Research sector» to promote and enhance Research potentials in several sectors
and contribute to qualifying the knowledge system and enhance Emilia Romagna’s production system
competitiveness;
> 1 intervention within the «Urban Upgrading» sector and ad-hoc programme for urban upgrading of Marina
di Ravenna;
> 3 interventions in the «Local Development» sector to complete infrastructural investments envisaged by
the Green Inter-regional Territorial Pact of Central Apennines (CIPE Decision n. 26 of 25 July 2003);
> 23 interventions (non-FAS resources) in the «Youth Policy» sector to implement a multi-year programme
of interventions and positively impact on Emilia Romagna’s policies aimed at young people;
> 41 interventions (non-FAS resources) in the «Cultural Heritage» assets sector to support knowledge,
conservation, valorisation, and promotion of cultural assets, activities, and services.
The cohesion developed enabled active subjects at regional level to cooperate towards a single objective:
creating progress and growth for the territory and its inhabitants.
The following pages will illustrate in further detail the two most successful projects, whose implementation
was also enabled by sound collaboration between Emilia Romagna Regional Administrations and Italy’s
Central Administration, namely:
> «Apennine crossings in Forlì−Cesena Area»; and
> «Circulation and Safety Enhancement in Basso Ferrarese Area».
Thanks to this publication, the Region has the opportunity to inform citizens, in a transparent and direct
attained.
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Emilia Romagna
Province:
Forlì−Cesena
Munipalities:
Several Municipalities of
Forlì−Cesena Province
Forlì–Cesena Provincial Administration
(except SP 4, Forlì Apennines Mountain Comm.)
Budget:
Project Title:
«Apennine Crossings in
Forlì−Cesena Area»
27,800,000.00 EUR
Service-in-Place Date:
12 interventions: 2010 - 2 interventions: by 2012
1 Project Synthesis
After stipulating the 2000 Institutional Programme Understanding, Italy’s Government and Emilia Romagna
Regional Administration underwrote a Framework Programme Agreement (APQ), and subsequent
integrations, in the sector of road infrastructure. The aim was to ensure best accessibility to Emilia Romagna
by identifying programmes of interventions consistent with the Regional Integrated Plan for Transports and
Logistics, whose activation was based on the common engagement between the Italian Government and
Emilia Romagna Regional Administration.
The Project encompasses 14 interventions under the road infrastructure APQ (and Integrative Acts II, III, IV, V
and VI), for overall 27.8 million EUR (of which 25 million EUR from FAS).
Interventions differ in costs, indicators, localisation, etc. but all pursue the same objectives, benefits and
overall purpose. The investments aimed at the system of Apennine crossings in Forlì area enable enhancing
services and safety along its road network, with special reference to harmonisation of municipal and
provincial road networks and their adequate integration in the surrounding environmental context.
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Emilia Romagna
2 Project Genesis
The Project concerns infrastructures of Forlì’s Apennine area which are complementary to the interventions
identified by the First Programme of Strategic Infrastructures (CIPE Decision n. 121/ 2001) and by the
General Framework Understanding («Intesa Generale Quadro») stipulated between Italy’s Government and
Emilia Romagna Regional Administration on 19.12.2003 (i.e. «Strategic Apennine Crossings»). Interventions
notably concern the following roads:
1. Ex SS 9 Ter − Rabbi (A-Road). Main connection at valley floor between Premilcuore centre and the
valley);
2. Ex SS 71 − Umbro−Casentinese (Crucial A-Road). It replaces, for several days and routes through the
year, «Orte Ravenna» SGC E45, frequently subject to traffic limitations due to on-going extraordinary
maintainance and implementation of safety measures;
3. SP 20 − Tramazzo−Marzeno (A-Road). Main connection at valley floor between Tredozio, Modigliana and
the plain);
4. SP 4 − Bidente (A-Road). Forlì−Santa Sofia itinerary. Main connection at valley floor between Santa Sofia,
Galeata, Civitella, Meldola, and the plain);
5. SP 40 − Badia Santa Paola (A-Road). Main direct connection between Roncofreddo and its fractions at
valley floor);
6. Ex SS 310 − Bidente (A-Road).
Interventions are localised in the municipalities of: Bagno di Romagna, Civitella di Romagna, Galeata,
Meldola, Mercato Saraceno, Modigliana, Premilcuore Roncofreddo, Santa Sofia, Sarsina, Sogliano al
Rubiconde, and Verghereto.
In relation to morphologically tormented areas (i.e. marl-sandstone formations) and roadway conditions, it
was necessary to implement safety measures and improve the functionality of dangerous road sections,
harmoniously integrating all facilities into the landscape-environmental context so as to minimise their impact
and assuaging criticalities related to important connections, through:
> Consolidation of supporting structures that appear to subside
> 3-D adjustment of hairpin narrowest curves
> Replacement/Installation of safety devices
> Consolidation of bridges, supporting walls, etc.
> Reshaping of the road plan ballast
> Separation of functions (vehicles and «weak» users)
> Installation of protected pedestrian crossings
> Installation of speed bumps and/or smart traffic lights
> Restructuring of water regime regulation works.
The study and project-designing of interventions lasted, on an average, 2 years per intervention (2002-2008).
As to implementation, works lasted on an average 18 months per intervention and were carried out between
2003 and 2010. To date 12 out of 14 interventions are already active and operational.
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Emilia Romagna
Although interventions were project-designed and implemented in compliance with the envisaged timetables,
the following criticalities (by now overcome) were encountered:
> Ex SS 310 − Bidente: Delays in the executive project-design, due to the implementation of safety measures
of a road system mostly developed in areas subject to the following constraints: «National Park of
Casentinesi Forests»; environmental protection threshold: 150 metres from Bidente riverbed; hydrogeological constraints (building yard). Several on-site surveys and meetings with the National Park
technicians were performed to obtain the necessary permits and finetune various project solutions
converging towards a jointly shared proposal;
> Ex SS 71 − Umbro-Casentinese: Coordination with ANAS programming on E45, as the Provincial Road
operates as a State Road for several days through the year and along several sections;
> SP 20 − Tramazzo−Marzeno: Geological and geotechnical problems, as highlighted in the environmental
and hydro-geological opinions issued by the Acquacheta Mountain Commune.
The Project envisaged adjustment, upgrading, and implementation of safety conditions along various sections
of arteries of Forlì−Cesena Province with harmonious and joint participation of numerous municipalities of the
Province. Benefits were attained at structural, functional and organisational level, notably in terms of road
system adjustment for weaker users (bikers and pedestrians) most often confined to a secondary passage
and/or not fully safe.
As to details of single interventions implemented on A-Roads, the following benefits can be described:
> Modernisation of ex SS n. 9Ter − «Rabbi» (Forlì−Cesena Province): The intervention consists in the
implementation of safety measures and modernisation of a dangerous road section (below 6-metre wide;
non adequately matching curves). Roads were enlarged to 7 metres in order to increase their bending
radius and grant adequate visibility by harmonising curves to straightways, eliminating bottlenecks and
anomalies, and reducing speed bumps along the road network. Interventions focused on the most
«uncomfortable and risky» section along the Forlì–Premilcuore route.
> Ex SS 71 − «Umbro−Casentinese» road: Alternative (along various sections and over several days a year)
to SGC E45 − «Orte−Ravenna», frequently subject to traffic limitations due to extraordinary maintenance
and implementation of safety measures. The aim is to enhance the crossing of urban centres so as to
ensure adequate service and safety. The intervention provides support to E45 circulation and is strongly
connected to strategic works pursuant to Law n. 443/01.
> SP 20 − «Tramazzo−Marzeno»: The intervention aims to modernise and implement adequate safety
conditions along a dangerous section (below 6-metre wide; non adequately matching curves). Width was
increased 7 metres to raise the related bending radius and grant adequate visibility, by harmonising curves
to straightways, eliminating bottlenecks and anomalies, and reducing speed bumps along the road network,
while ensuring integration into the environmental context. It is worth underlining that SP 20 is the only
connection at valley floor between Tredozio and Modigliana urban centres and the plain;
> SP 4 − «Bidente»: Within the road modernisation programme, the Project envisaged the reorganisation,
rationalisation and construction of road infrastructures along Forlì−Santa Sofia route, notably for
harmonisation of municipal and provincial road networks and their integration into the surrounding
environmental context. Priority was given to road safety enhancement (mostly for «weak» users). Alternative
routes are composed of very long, windy and steep routes characterised by widespread phenomena of
hydro-geological instability, which rarely enables the passage of heavy vehicles;
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Emilia Romagna
> SP 40 − «Badia Santa Paola»: The intervention envisaged 3-D correction/adjustment of narrowest hairpin
bends, and visibility widening and improvement through roadway upgrading. Special focus was ensured to
solutions aimed at enhancing road safety, notably for «weak» users.
6 Project Success
Parallely to significant communication, information and awareness-raising campaigns, Emilia-Romagna has
introduced the new concept of road safety in preventing accidents through ad-hoc maintainance of road
arteries.
The Project was aimed at remaking unstable roadways, and ensuring adequate level of friction and draining
along steep sections. Roughening is part of maintenance operations for preventing accidents (often caused
by road usury). Results are mesurable in terms of braking time, aquaplaning, and curving on dry, wet, and icy
surfaces.
Being bikers-pedestrians’ mobility a key element of regional policies for sustainable mobility (directly
connected to environmental pollution countering, transports’ safety and life quality improvement), one of the
successful features of the Project is the creation of a new bikeway (7 km) across urban centres along ex SS
71 («Umbro-Casentinese» A-Road). The Project also included interventions to upgrade bikeways, so as to
complete and integrate the road network and ensure safety conditions for «weak» users. Pursuant to
Ministerial Decree n. 557 of 30.11.99, the intervention produced the modernisation and 3-D upgrading of the
concerned road system, besides road re-making and anti-slippery coating.
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Emilia Romagna
83
Emilia Romagna
Province:
Ferrara
Municipality:
Various Municipalities
in Ferrara Province
Municipal Administrations of Basso Ferrarese
and Ferrara Province
Project Title:
«Circulation and Safety
Enhancement in Basso
Ferrarese Area»
Budget:
35,400,000.00 EUR
Place-in-Service Dates:
56 interventions: 2011 – 1 intervent: by June 2012
1 Project Synthesis
The Project is composed of a set of interventions for improvement of the Basso Ferrarese road system within
the «Road Infrastructure» APQ (and subsequent integrative acts). In detail, the APQ focuses on the
implementation of new public works and extraordinary maintenance of existing ones to ensure road safety.
In order to optimise local circulation, the Project also envisages the creation of paths reserved to bikers and
pedestrians.
2 Project Genesis
Through FAS-funded APQs, Emilia-Romagna implemented a real strategic design aimed at improving local
traffic circulation in the Province of Ferrara. In particular, the interventions already completed or still being
implemented concern the improvement and upgrading of local circulation conditions, through direct
consolidation of road platforms on poorly reclaimed lands (also through slow circulation paths).
Most works in the Basso Ferrarese territory are related to rural circulation (e.g. hospital centre − CIPE
Decision n. 142/99). Jointly with the Ferrara Province and municipalities concerned, the Decision enabled
reorganising, rationalising, and ensuring adequate safety conditions in a road system implemented through
reclamation interventions at end-XIX century and between the two World Wars. The Project responds to the
need to address degradation and risky conditions along tracks (notably in urban crossings), ballasts and
roadways.
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Emilia Romagna
Interventions notably concern roadways and, only in one case, a bridge (Parata–Via Gorizia, Argenta).
FAS also funded the creation of lanes/paths reserved to bikers and pedestrians (in Migliarino and Voghiera),
concurring to creating a wide/thick net of protected paths separated from autovehicle traffic and enhancing
circulation safety.
APQs also encompass extraordinary maintenance works for local circulation safety, mostly within the
Municipalities of Argenta, Codigoro, Comacchio, Copparo, Formignana, Goro, Jolanda di Savoia, Berra, Masi
Torello, Massa Fiscaglia, Mesola, Migliarino, Tresigallo, Ferrara, Voghiera, Ostellato, Portomaggiore, and Ro.
The total cost is 13.4 million EUR circa (12 million EUR from FAS, and approx. 1.4 million co-funded by
Municipalities/Province).
The overall project for circulation improvement in the Basso Ferrarese territory also encompasses new
interventions within the Municipalities of Codigoro, Copparo, Comacchio, Ferrara, Lagosanto, Mesola, and
Migliaro, for overall 22 million EUR circa (approx. 19.2 million EUR from FAS, and about 2.8 million cofunded by Municipalities/Province).
Some infrastructural interventions concern: variations to provincial roads (A-Roads) crossing urban centres
exposed to remarkable traffic (i.e. SP 29); connection of important arteries (Superstrada Ferrara Mare,
clearway; former SS 496, SS 16, SP 68 – A-Roads) and urban centres to enable rationalising transiting traffic,
decreasing vehicle traffic in urban areas, and improving urban quality in peripheral areas giving access to the
historical centre. In particular, the intervention implemented in the Municipality of Migliaro (CIPE Decisions n.
35/05 and n. 3/06) concerns the completion of the new ringroad to address the transit of heavy vehicles
to/from Migliaro eastern area towards their respective destinations and by-passing the centre.
The interventions encompassed in the system project were set up in 2002 and are expected to be finalised by
2012. To date 56 out of 57 interventions have been concluded; the remaining 1 is expected to be finalised by
June 2012.
As follows the criticalities encountered, though successfully overcome to date:
> Via Marabino (Ro, municipal road) − Landslides required temporary suspension of irrigation water supply;
> Rearrangement and implementation of safety conditions of Berra’s main road − Unexpected events related
to unclear position of subservices underlying the roads involved by the Project;
> Creation of San Lorenzo bicycle path in Migliarino (along SP 68) − Definition of geology water draining
network, absence of a dedicated public sewage system, and water outflow to be ensured through
countryside drains;
> Expropriation operations prolonged the Project schedule.
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Emilia Romagna
Through the Integrated Regional Plan for Transports, Emilia Romagna aims to enhance its regional road
system and traffic circulation. Within such general aims, the expected objectives are:
> Enhancing the pre-existing road system, focusing on circulation safety to significantly reduce the number
and effects of road accidents;
> Implementing a network capable of offering valid alternatives to cross the territory, besides implementing
new supporting infrastructures such as Cispadana and Pedemontana (east-west);
> Creating a secondary network for direct access to industrial and tourist districts, urban areas and peripheral
areas (mountain and internal plain).
In this sense, the interventions implemented in the Basso Ferrarese territory (also FAS-funded) contributed to
enhancing the local road network, optimising ordinary circulation conditions and de-congestioning urban
centres.
The Project success can thus be summarised in the improvement of the pre-existing road network, also
through re-organisation of main local arteries and creation of bicycle paths. Interventions have significantly
improved commuting and circulation conditions for local population (and not only), enhanced accessibility to
local productive or industrial areas, and remarkably reduced the number and effects of road accidents.
Just to give an example, the intervention for access to the new hospital centre in Valle Oppio has enabled
coping with the remarkable vehicle traffic increase toward Lagosanto, as a result of the recently opened
hospital along the new sections leading to the Hospital Centre (7,000 vehicles/day).
A further example is the implementation of safety conditions in Bosco Mesola’s southern and northern areas,
which experience strong traffic along the area connecting the Veneto Region and northern Lidi Ferraresi and,
over the past few years, along Romea A-Road (SS 309), which has strongly increased internal mobility.
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Emilia Romagna
87
Friuli Venezia Giulia
Autonomous Region
88
Priorities
In May 2001, Italy’s Government and Friuli Venezia Giulia Autonomous Region stipulated the Institutional
Programme Understanding («Intesa Istituzionale di Programma») which concretely set up an ad-hoc policy
to address the socio-economic rebalancing of the Region’s underutilised areas, identifying common interest
covered by the so-called «Accordi di Programma Quadro» (APQs) – namely, Framework Programme
Agreements – in sectors such as: Mobility, Water Cycle, Soil Preservation, Local Development, Cultural
Being also an operational programming tool, each APQ describes the ad-hoc interventions to be
implemented and their respective responsible subjects, costs, implementation timing, and financial coverage.
Over less than a decade Friuli Venezia Giulia has programmed 128 million EUR from FAS resources,
attracting further 354 million EUR (State, regional, Community, and private resources) for overall 482 million
EUR. Such resources enabled setting up 197 interventions in the above listed sectors, and in detail:
> 34 interventions in the «Mobility» sector to enhance the road network along European corridors’ directrices;
> 23 interventions in the «Water Cycle» sector, with the objective of preserving surface and underground
water so as to improve the water environment, and protect and safeguard all water-related ecosystems;
> 23 interventions in the «Soil Protection» sector;
> 25 interventions in the «Local Development» sector (also encompassing 3 interventions within the
«Reclamation» APQ for industrial reconversion of a land and a real estate asset);
> 24 interventions in the «Cultural Heritage» sector;
> 9 interventions in the «Urban Systems» sector;
> 31 interventions in the «Research» sector;
> 25 interventions in the «Information Society» sector.
89
The following pages will illustrate in further detail the two most successful projects, whose implementation
was also enabled by sound collaboration between Friuli Venezia Giulia Regional Administration and Italy’s
Central Administration − namely:
> «Adjustment of the Municipal Consortium Depuration System of Tolmezzo (UD) – Project-Designing and
Implementation»; and
> «Trieste Port: Infrastructure Enhancement for Cargo Handling».
Thanks to this publication, the Region has the opportunity to inform citizens, in a transparent and direct
attained.
In sum, the investments related to the mentioned APQs amount to overall 481.67 million EUR, of which 128
million EUR from FAS and the remaining part from ordinary State, regional, Community, local, and private
funds.
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Autonomous Region
Province:
Udine
Municipality:
Tolmezzo
Project Title:
«Adjustment of the
Municipal Consortium
Depuration System of
Tolmezzo (UD) –
Project-Designing and
Implementation»
Delegated Commissioner for
socio-environmental emergency
(Resolution n. 3182/2002 − Min. of Interiors)
Budget:
14,564,261.95 EUR
January 2008
1 Project Synthesis
The Project (implemented within the «Water Protection and Integrated Management» APQ for Tolmezzo
emergency, stipulated on 4 June 2003) consisted in the project-designing and implementation of works
necessary for:
> Widening the existing consortium depurator (Tolmezzo Municipality), which receives and depurates
industrial wastewater from Burgo paper factories and urban wastewater from Tolmezzo’s drainage system;
> Conversion of the existing municipal depurator into a plant for treatment of rainwater from the Tolmezzo
municipal drainage system.
2 Project Genesis
Via Decree dated 14 February 2002, Italy’s Presidency of the Council of Ministers decreed a state of socioeconomic emergency in Tolmezzo Municipality territory (Province of Udine) until 31 December 2002, so that
extraordinary interventions could be adopted to address and solve the serious emergency affecting the
wastewater depuration sector. On the same date, Italy’s Civil Protection issued Resolution n. 3182, through
which Friuli Venezia Giulia’s President was appointed Delegated Commissioner.
The state of emergency was subsequently prolonged to 31 October 2008 through formal acts and President
of the Council of Ministers’ Decree dated 25 June 2007.
Through President of the Council of Ministers’ Resolution n. 3712 of 31 October 2008 (prolonged through
Resolution n. 3774 of 28 May 2009), the Commissioner’s functions (ordinary regime) were prolonged to 29
August 2009 in order to implement and complete stress test operations, collect final administrative and
accounting acts, and transfer the gained assets to the institutionally competent subject(s).
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Autonomous Region
The Project consists in the project-designing and implementation of interventions to widen Tolmezzo’s
municipal depurator (which receives and depurates industrial wastewater from Burgo paper factories and
urban wastewater from Tolmezzo’s municipal drainage system) and convert the existing municipal depurator
into a plant for treatment of rainwater coming from the above drainage system.
As to the municipal depurator, the pre-existing sections were preserved as much as possible and an active
sludge biological system was inserted and adequately sized to replade the bio-disk system.
All the sections of the two plants are covered and connected to deodorisation facilities for removing odors that
can develop in the treatment areas.
Starting from the first partial delivery of works, constant progress was made to adjust the municipal
depuration system.
No implementation criticality was encountered although the deadline for works completion (29 October 2007)
was deferred to 17 November 2007, due to partial suspension.
The surveys issued by the Works Director for supplementary and amending works were duly approved,
following the verification of causes, conditions and assumptions allowing for the required modifications.
The variations/integrations did not affect the executive project functionality, as they generally concerned:
construction methodology; size adjustment to new traded products; modifications to tube path due to
(archaelogical) finds and/or ad-hoc requests/remarks/prescriptions issued by relevant Administrations after
executive project approval.
The quality of depurated water discharged into the Tagliamento (river) minimises odor and acustic impact on
the environment. The widening and adjustment of the municipal depurator enabled continuing production
activities in Burgo Group SpA facilities located in Tolmezzo, which employ approx. 400 workers directly and a
high (though unspecified) number of workers through sub-contracting companies.
6 Project Success
The adjustment of the municipal consortium depurator implemented under Commissioner regime enabled
attaining the environmental protection objectives imposed by Emergency Resolution n. 3182/2002, thus
definitely overcoming the depuration emergency.
By channelling industrial wastewater from the Burgo paper factory and urban wastewater from Tolmezzo’s
territory (as per Civil Protection Resolution), the plant treatment capacity is to date utilised at 90% for
industrial wastewater and at 60-70% for urban wastewater.
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Autonomous Region
Being the Alto Tagliamento depuration plant a consortium facility, interventions are currently being projectdesigned (through ad-hoc regional funding) to connect the surrounding municipalities of Amaro (UD) and Villa
Salentina (UD).
As to the environmental results attained, it is worth noting the plant complies with the values illustrated in
Table 4, Annex V, of Legislative Decree n. 152 of 1 May 1999 (to date Table 4, Annex V, of Legislative
Decree n. 152 of 3 April 2006, as specifically imposed by Article 2(5) of Civil Protection Resolution n.
3182/2002). Thanks to constant and thorough monitoring (as agreed between the Commissioner and the
Regional Agency for Environmental Protection), evidence was collected that water environmental indices
around the plant and in the surrounding areas ensure compliance with the EU parameters imposed for 2012.
Biological Oxidation Tank
Deodorisation Plan
Active Coal Silos
Turbo-Coagulator Tertiary Treatment Plant
93
Autonomous Region
Province:
Trieste
Municipality:
Trieste
Trieste Port Authority
(Autorità Portuale di Trieste − APT)
Project Title:
«Trieste Port:
Infrastructure
Enhancement for Cargo
Handling»
Budget:
25,102,355.70 EUR
(of which 5,164,569 EUR from FAS)
December 2005
1 Project Synthesis
The Project (known as «Port Endowment – Pier Cranes, Pier 7, South Bank, Trieste Port», implemented
within the APQ for «Endowment of Transport and Communication Network – Port System» underwritten on
24 March 2003) consisted in adjusting and enhancing infrastructure in the Port of Trieste notably to
strengthen its technical endowment for cargo handling.
The above APQ (composed of two projects) aimed at completing and adequating Trieste and Monfalcone
Ports’ infrastructures by funding a renovated endowment of the Trieste Port Container Terminal and the
creation of an intermodal platform to support Monfalcone Port. Both projects were concluded and became
operational on 28 December 2005 (APT Deliberation n. 464/2005, certifying regular execution) for overall
31,299,791.66 EUR, of which:
> 7,746,853.48 EUR from FAS;
> 4,740,000.00 EUR from EU funds;
> 13,421,205.49 EUR from regional funds;
> 5,391,732.69 from State funds.
The Project hereby described specifically concerned the contracted supply of four container cranes on the
Port South Bank – Pier 7 (the only Container Terminal at Trieste Port), replacing the obsolete pre-existing
ones.
Besides such supply, other secondary actions were undertaken for Project implementation (i.e. civil/building
works to correctly position the new cranes; electric connection works, etc.), which lasted 3 years.
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Autonomous Region
2 Project Genesis
Within the understandings approved by Trieste Port Authority (Autorità Portuale di Trieste − APT) on 21 June
2002 and jointly underwritten with Pier 7 Concessionaire and two other port service companies operating in
the territory, it was deemed indispensable to replace the four obsolete container cranes located on the North
Bank of Pier 7 of the new Port of Trieste. The operation appeared urgent and the APT action indispensable to
ensure competitiveness of the only Container Terminal at Port level, as already envisaged by the APT
Triennial Operational Plan, and fell within the investment plan co-funded by the APQ for «Enhancement of
Transport and Communication Systems – Port System» stipulated on 21 March 2003 between Italy’s Ministry
of Infrastructure and Transport, Ministry of the Economy and Finance, and Friuli Venezia Giulia Autonomous
Region (FVG).
As follows an itemised list of the funds issued for the Project (for overall 25,102,355.66 EUR):
> EU, Objective 2 (2001-2006): 4,740,000.00 EUR (Co-funding Request n. 3964 of 30.07.2002);
> State, State/Region Understanding: 5,164,568.99 EUR;
> FVG Region, 2001 regional grant: 8,799,168.99 EUR;
> FVG Region, 2002 regional grant: 4,148,617.68 EUR; and
> «Trieste Fund», Government Commissariat: 2,250,000.00 EUR.
The Project was conceived to adjust Trieste Port infrastructure and, in particular, to enhance its infrastructural
endowment for cargo handling by acquiring ad-hoc instruments to uplift containers, namely four new
container cranes to be installed at the Container Terminal of Pier 7 and replace the old ones, by then proving
obsolete and requiring urgent replacement.
Specifically, the contracted supply consisted in port equipment and executive project-designing of four cranes
with related lifting accessories (spreaders) suitable to operate on 20 to 45-foot containers (maximum capacity:
40 tonnes, maximum extension: 42 metres) to be installed on the South Bank of Pier 7.
The Special Tender Specifications, drawn up by the APT Service for Projects and Maintenance, laid down
sine qua non requirements such as:
> Track distance: 29.57 metres;
> Max 400 kN/wheel – Wheelbase: 1.50 metres;
> Bank track: max 4 tons/sqm;
> Max trolleys’ volume: 27 metres.
The companies participating in the tender were also required to provide best project-designing and
operational solutions compatible with the set constraints for overall 24,000,000 EUR (net of VAT).
In August 2004, an additional survey for modifying works was elaborated, envisaging the transfer of the four
new cranes from the North Bank to the South Bank of Pier 7 so as to allow for their maximum extension and
lifting capacity, as no structural constraints were posed by the South Bank.
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Autonomous Region
The survey specifically prescribed the transfer of the new cranes to the South Bank, including the following
main modifications:
> Trolley gauge: 13-cm increase (from 29.57 to 29.79 metres);
> Lifting capacity increase from 25 tonnes to 40 tonnes − Max. extension: 42 metres;
> New delivery deadline fixed at 30 April 2005, following works for adjustment and modernisation of civil and
electronic facilities on the South Bank, managed and funded by the Terminal Concessionaire.
The supply activity was never interrupted. Following on-site visits and inspections to verify consistency, scope
and functionality of the supplied cranes through operative simulations and static/dynamic stress tests
performed on each crane, the Works Directorate drew up the related certificates and acquired the EU
Certificate of Comformity from the manufacturer (i.e. for S1 crane on 28.02.2005; for S2 crane on 15.03.2005;
for S3-S4 cranes on 27.04.2005). The final supply was delivered on 27.04.2005, in line with forecasts.
In the first half of 2005, upon conclusion of the training delivered to all crane operators, tailored courses were
delivered, specifically on: electronics (theory); mechanical maintenance; electric/electronic maintenance, etc.
The supply finetuning, stress test and verification phases at the South Bank were implemented from
27.10.2004 to 27.4.2005.
The Works Directorate performed on-site visits to verifiy the new cranes’ functionality on 21-22.06.2005;
19.07.2005; 26-27.07.2005 , and 7-8 October 2005.
No criticality was encountered over the implementation phase. The Project simply experienced some delay,
as the transfer of the four cranes from the North Bank (initially selected) to the South Bank of Pier 7 required
further adjustment interventions versus the initial project-design and schedule.
With reference to data already trasmitted to the FVG Regional Directorate (accounting reporting closure),
result indicators for APT Project n. 1552 indicated a 198,000 teu/year value for the period prior to cranes’
installation and estimated 250,000 teu/year at cranes’ full operativeness.
As follows, more detailed data:
Unloads (TEUs)
2005
94,035
2006
107,642
2007 (July)
71,887
2007 (Projections)
123,235
Estimated traffic increase between 2005 and 2007 (TEUs)
Loads (TEUs)
Overall
Increase
104,284
112,668
77,353
132,605
198,319
220,310
149,240
255,840
/
11%
/
16%
27%
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Autonomous Region
Data reveal that in 2006 (i.e. transition period linked to substantial changes within the Container Terminal
operational management) the new placed-in-service cranes installed on the South Bank of Pier 7 resulted in
11% container traffic increase, equal to overall 220,310 TEUs/year. Data reveal that the initially estimated
container traffic increase (250,000 teu/year) was indeed attained (i.e. 277,058 TEUs/year in 2010), and is to
date expected to further grow.
The Project was notably appreciated among all interventions implemented by the FVG Region as it
successfully attained, and even outsmarted, the objectives established at project-designing phase, and
complied with the set timeschedules.
Replacing the old cranes contributed to enhance the Port’s technical endowment for cargo handling and the
Container Terminal operational performance at Pier 7. The latter is one of the main points for cargo handling
and dispatch (from maritime traffic to road/railway traffic) of Trieste Port and is the only port terminal
specifically dedicated to container handling.
The intervention implemented thus increased the South Bank technical-operational capacity, favouring the
increase in container traffic, passing from 118,000 TEUs/year in 2003 to 335,943 TEUs/year in 2008.
The intervention also contributed to increase employment – i.e. human resources operating at Pier 7 passed
from 130 to 250 units.
From an infrastrucural point of view, the Project enabled supporting the strategy for port traffic development
synergically implemented by all sector actors.
Essential elements of the strategy were, on one side, ad-hoc promotion initiatives in the reference markets
(notably Central and Eastern Europe) and, on the other, resumed interaction with major shipping actors at
world level, thus enabling some of them to re-acquire a position in the North Adriatic area and activating direct
lines with the Far East.
The above traffic volumes and their employment effects (notably a consolidated constant growth trend, much
higher that in other Italian competing terminals) are the best evidence of effective usage of public resources,
which is the ultimate objective of FAS-funded interventions.
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Autonomous Region
Pre-Intervention Overview: Pier 7
Preliminary Operations −
Prior to Crane Transfer
Transfer and Adjustment Works
Pre-Intervention Overview: Pier 7
98
Lazio
99
Lazio
Priorities
In March 2000, Italy’s Government and Lazio’s Regional Administration underwrote the Institutional
Programme Understanding («Intesa Istituzionale di Programma») which concretely set up an ad-hoc policy
Agreements − in sectors such as:
Economic development and employment: development infrastructure
> Telematic network and technological innovation – Regional University System
> Transport networks
> Road networks
> Intermodal centres
> Local negotiated programming acts
Environment
> Coast protection
> Sensitive areas
> Urban upgrading
> Water services and networks
Tourism-Culture
> Sea resources enhancement
> Restoration of Cultural Heritage assets and enhancement of archaeological areas
> Integrated cultural-tourist itineraries.
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Lazio
Over less than a decade Lazio has programmed 1,650 million EUR (of which approx. 659 million from
FAS), funding 1,356 interventions in the sectors addressed by the Understanding − namely:
> 299 interventions in the «Cultural Heritage» sector to: enhance cultural and environmental heritage;
implement cultural, territorial and telematic service systems; catalogue and manage databanks; identify
cooperations for protection and valorisation of antique books and documents; promote
quantitative/qualitative enhancement of sites aimed at hosting shows/entertainment activities;
> 41 interventions in the «Transport» sector to improve mobility by enhancing railway infrastructures,
intermodal centres and road systems. Interventions also aimed to: develop adequate connection
networks; implement and adjust arteries to link the territorial systems hosting production areas, logistic
networks and relevant activities for motorway (transversal) axes; and connect such areas to national
networks, thus contributing to their enhancement, development, and relaunch;
> 23 interventions in the «Urban Upgrading» sector, aiming to recovery, upgrading and sustainability of
urban areas and historical centres to favour both development actions addressed to residents and
external development actions to attract new economic flows;
> 92 interventions in the «Water Cycle» sector to: restore water quality; protect and reduce the pollution
level of surface and underground water; encourage unitary policies for resources management aimed at
sustainable use, water consumption reduction, and wastewater re-utilisation;
> 210 interventions in the «Soil and Coast Protection» sector to remove risks within Lazio’s watersheds by
improving and protecting coasts from erosion processes, and safeguarding territory’s and public safety;
> 40 interventions in the «Sustainable Development» sector to set up and enhance sustainable
development, and information and environmental education policies;
> 390 interventions in the «Protected Areas» sector to use and enhance Lazio’s natural and environmental
resources quality, through: environmental recovery, enhancement and sustainable development of
protected areas’ regional network; environmental protection and information activities; development
policies;
> 121 interventions in the sector of «Reclamation» of polluted sites and waste management for
environmental recovery of degradated sites and, notably, of urban solid waste dumpsites, and polluted
industrial sites;
> 12 interventions in the «Local Development» sector through infrastructural interventions within Pomezia
Territorial Pact, and aid to Production Activities within the «Area Contract» of Montalto di Castro Tarquinia;
> 78 interventions in the «Research» sector (developed jointly within the Technological District of
Aerospacial Industry, the Technological District for new technologies applied to Cultural Heritage Assets
and Activities, and the Bioscience Technological District) to set up system actions to support research
activities and enhance enterprises’ innovation capacity;
> 22 interventions in the «Information Society» sector to favour, set up and support, throughout the Region,
infrastructural and e-government services, and digital divide reduction;
> 28 interventions (non-FAS resources) in the «Youth Policy» sector to promote young people’s rights to
education, cultural/professional training, and social integration.
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Lazio
The cohesion developed enabled active subjects at regional level to jointly cooperate for a common
objective: creating progress and growth for the territory and its inhabitants. Among the implemented
projects, it is worth recalling:
> «Great Archaelogical and Monumental Emergencies of Tivoli Municipality: Villa d'Este – Restoration of
fountains and frescoes»;
> «Recovery and enhancement of Terme di Cotilia, also known as Terme di Vespasiano (i.e Vespasian
Bath)»;
> «Enhancement of necropoles along the archaelogical itinerary of Grand Mounds (Via dei Principi)»;
> «Tiburtina Railway Station Upgrading»;
> «Sora−Frosinone Freeway – Lot V – Section II»;
> «Completion of Colfelice waste treatment plant»;
> «Completion and reconstruction of beaches through analysis and restoration of existing protection works,
creation of submerged panels, and extraordinary maintainance of coasts along the municipalities of San
Felice Circeo, Terracina, Fondi, Formia, and Minturno»;
> «Regional Socio-Sanitary Portal (POSS) − LAZIO».
The following pages will illustrate in further detail the two most successful projects − namely:
> «Sora−Frosinone Freeway, Lot V, Sections I-II»; and
> «Sojuz Air Cooperation − Reaching the International Space Station».
Their implementation was also enabled by sound collaboration between Lazio Regional Administrations
and Italy’s Central Administrations.
Through this publication, the Region has the opportunity to inform citizens, in a transparent and
straighforward manner, of how public resources have been invested at regional level, highlighting the
results and benefits thus attained.
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Lazio
Province:
Frosinone
Municipalities:
Alatri, Veroli,
Frosinone, Ferentino
Astral – Azienda Strade del Lazio S.p.A.
Budget:
126,920,000.00 EUR
Project Title:
«Sora−Frosinone Freeway,
Lot V, Sections I-II»
20 March 2010
1 Project Synthesis
The completion of the «Sora−Frosinone Freeway (Frosinone side), Lot V, Sections I and II», was included in
the «Road Networks» APQ n. 4. The section implemented stretches from Castelmassimo junction (where the
Freeway used to stop in the 1970s) up to the new Ferentino junction along Rome−Naples Autostrada del
Sole.
The Project overall budget amounts to 126.96 million EUR, of which 67.07 million from FAS and 62.89 million
from Lazio own resources, respectively.
Works (set up in 2005 and concluded on 20 March 2010, when the road became operational) were
implemented by two groupings of enterprises and involved 40 operators from the construction sector.
The intervention implemented 15 kms of new road infrastructure (B-type platform, Highway Code − i.e. two
lanes for each direction separated by one traffic divider), practically eliminating more than 8% of the heavy
traffic previously transiting through Frosinone’s urban area to enter Rome−Naples highway directrix, and
reducing travelling time along the section from 1 hour to 15 minutes max.
As the implementation of road infrastructures always entails considerable difficulties and criticalities, the
Project works had to overcome specific remarkable obstacles, and namely:
> In the first section, works crossed (via a wide 4-lane road platform) a strongly urbanised area hosting both
residential and production settlements. Delocalisation operations were at times necessary;
> Due to the above criticalities, cautionary measures were even enhanced over the construction of an artificial
gallery;
> A by-pass of RFI Rome−Formia railway line was implemented;
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Lazio
> So as to ensure functionality, the works implemented by Astral required integration with other works
entrusted to Frosinone Provincial Administration and mainly to Autostrade SpA (new Toll Gate at Ferentino).
The Project removed an infrastructural «gap» that had long and heavily affected the area’s social,
environmental and productive context, as very heavy traffic used to cross Frosinone’s urbanised area with
obvious results in terms of mobility, air pollution, and limits to economic development.
The first success certainly consisted in effectively coordinating all the bodies and institutions involved in works
implementation. From a technical point of view, the works implemented proved absolutely modern and safe.
In particular, all the structures created proved compliant with new seismic provisions, and special focus was
ensured to infrastructure, assessed as strategic in (also extraordinary) emergency cases.
2 Project Genesis
Southern Lazio’s transversal connection between Molise borders/Sora and Frosinone (i.e. inception along the
longitudinal axis composed of Autostrada del Sole Rome−Naples section) has been addressed by all the
regional programming acts of the last few decades.
The first part of the operative connection (approx. 20 km implemented by ANAS, Italy’s national road agency)
was strongly limited by the need to cross Frosinone’s urban area (to enter Rome−Naples motorway), where
traffic flows (notably heavy vehicles) entered the local road network through Frosinone’s main junction.
Countless proposals and initiatives were put forward without setting up procedures actually solving problems
related to transports, logistics, environment, production, and social contexts.
Between the 1980s and 1990s, Regional Laws n. 60/87 and n. 67/93 identified the Sora−Frosinone road
connection as a prioritary intervention for Southern Lazio’s development, deeming it absolutely necessary to
equip the regional network with some «transversal» elements.
The aim was to complete its longitudinal axes (i.e. Rome−Naples Highway, and towards Pontina SS (A-Road)
coast in agreement with ANAS, then proprietor of the road), and to project-design the two sections of Lot V to
complete interventions in Frosinone’s area.
In 2001, with the introduced decentralisation of regional competences, Sora−Frosinone Highway was
entrusted to regional Demanio (government department that manages state-owned land and property) and
the competence for its implementation was assigned to ASTRAL (Azienda delle Strade del Lazio SpA),
namely the company established by Regional Administration to manage ANAS former road network.
In light of such delicate project choices, territory’s sensitiveness and environmental compatibility assessment,
the lengthy authorisation proceedings required further analysis to verify actual compliance between the
executive project-design and the prescriptions set forth by the Ministry of Environment’s Commission.
Criticalities concerned: procedural timing; increasingly strong and widespread urbanisation and anthropisation
throughout the territory (and its very uneven features); subsequent decadence of the amendments to the
previously approved regional urban planning regulation (PRG).
The first section was set up in 2004, after finalising the definitive track and collecting the necessary resources.
Meantime, Frosinone Provincial Administration and the above highway company activated tailored mesures to
enhance the connection between the Highway and the envisaged new Toll Gate of Ferentino, respectively.
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Lazio
The implementation of two functional sections (I-II) of Lot V of the Sora−Frosinone connection was
considerably accelerated, as integrated into Framework Programme Agreements (APQs).
The following phases were implemented:
> Study and preliminary project-designing: Regional Law n. 60/85 set up the project-design of works
commissioned by Lazio Regional Administration and technically managed by ANAS (then proprietor). In
2001, the administrative decentralisation process transferred the competence to Lazio Regional
Administration;
> Project-designing and approval of works: the so-called «VIA» procedure, under the Ministry of the
Environment (whole Lot V), was set up on 22 May 1998. The environmental compatibility assessment was
issued via Interministerial Decree n. 5657 of 12.12.2000. Following the first adjustments, the assessment
was reiterated via Interministerial Decree n. 7245 of 04.06.2002; hence works were divided into two
sections – i.e.:
> Section I: Public tender procedure in 2003, following «VIA» executive project-design. In 2004 the
Programme Agreement was stipulated between the Regional Administration and the municipalities
concerned. Works were entrusted to Astral SpA in 2005, concluded (except finishing elements) in March
2010;
> Section II: An integrated tender contract procedure was launched in 2003. The competence was transferred
to Astral SpA for management of the executive project approval phase and subsequent implementation of
works, set up in 2005 and concluded in March 2010.
With regard to programming and project-designing, most criticalities concerned:
> The timing for acquisition of positive opinions (environmental compatibility assessment) by the Ministry of
the Environment and for compliance verification of projects adjusted to prescriptions, which inter alia
entailed important variations (hence increased costs).
> Implementing such a long road section (over-20-metre platform along an urbanised area) required the
delocalisation of buildings directly connected to the infrastructure and/or included in the surroundings
(whereby possible by limiting public work’s direct impact). For instance, project adjustments were
implemented to prevent interfering with an important hospitality-leisure centre (the only one in the area),
safeguarded by an ad-hoc gallery (with subsequent variations to the road axis).
> From a construction point of view, it was necessary to adjust the initial project-design to the subsequently
enforced regulations on road sizing, gallery and circulation safety, and anti-seismic phenomena, and to draw
up variance surveys (obviously requiring further financial coverage).
Being one of the main connections between Molise and the national highway axis, the infrastructure
implemented through the Project was «demanded» by the territory for decades (i.e. Regional Law n. 60/87),
as its transversal characteristic has always given extraordinary relevance to mobility planning (notably for
goods), also at inter-regional level.
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Lazio
Being the area strongly anthropised, the road will certainly entail further production development as a result of
enhanced access to goods supply. The previous situation obliged transit traffic (notably heavy traffic) to enter
the section (by now «urban») of Monti Lepini Regional Road n. 156, with heavy traffic repercussions for
Frosinone and subsequent sound/air pollution for the whole area. The road has therefore relieved the
intensely populated area from unstanstainable traffic levels, inducing benefits in terms of social impact,
transport and circulation. The road was built with a B-type platform (Highway Code – two lanes for each
sense of direction separated by a central traffic divider) sized compliantly with the new building regulations
that require each infrastructure to ensure an exercise level proportionate to its respective destination.
Compliance with all recent relevant legislation (i.e. gallery safety, homologation of road barriers, horizontal
and vertical road signs, and materials) led to the implementation of modern infrastructure adequate to top
safety standards.
6 Project Success
Infrastructure programming and implementation pose top constraints to spacial development in Italy. Due to
the delay and difficulty traditionally accompanying the implementation and completion of a new road artery,
main criticism is that any new implemented work, once accomplished, proves already «old», thus inadequate
to respond to local communities’ evolved needs.
The same went for Sora−Frosinone Highway (notably for its completion), and its incompleteness was indeed
an open wound for the local economy for years. Despite project-design difficulties (at first) and economic
difficulties (subsequently) due to the international crisis, implementation timing should be assessed as fast
and consistent with initial estimates.
Successful results were attained mainly thanks to Lazio’s engagement in coordinating various bodies in
charge of implementation and surveillance tasks. From an executive point of view, it is important to underline:
the effort ensured by the regional Company in charge of implementing Sections I-II of Lot V (which devoted
appropriate human and technical resources to building sites’ management); and, companies’ availability to
fulfill public needs in close collaboration with relevant Public Administrations.
Key contribution was ensured by Administrations’ capacity to «modernise» (during execution) the Project and
adjust it to the newly arisen spacial/technical needs. Structures/facilities were adjusted to the new anti-seismic
regulations, and environmental compensation works were also carried out. The Project can be assessed as
up-to-date, thus debunking myths on Italy’s endemic delay in implementing public works.
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Lazio
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Lazio
Lazio Regional
Administration
(Regione Lazio)
Budget:
12,700,000.00 EUR
Project Title:
«Sojuz Air Cooperation:
Reaching the International
Space Station»
Italian Mission (10 days): Launch from Baikonur
cosmodrome (Kazakhstan) on 15 April 2005 –
Landing nearby Arkalyk (Kazakhstan) on 25 April
2005
1 Project Synthesis
The Spring 2005 «Sojuz Air Cooperation: Reaching the International Space Station (ISS)» Project is
encompassed in the APQ for Research, Technological Innovation, Telematic Networks (Regional University
System and Advanced Education/Training (APQ 6), «Airspace Industry – Technological District» Section)
underwritten on 30 June 2004 by Italy’s Ministry for Education, University and Research, Ministry of Economy
and Finance, and Lazio Regional Administration, within the Institutional Programme Understanding dated 22
March 2000.
The overall Project budget was 12.7 million EUR, of which 3 million EUR from FAS.
The mission was organised by Italy’s Ministry of Defense (Air Force Department), Lazio Regional
Administration and Filas. Participants encompassed numerous national partners (both public and private) as
well as the European Space Agency (ESA).
The Italian Mission lasted 10 days: the launch took place on 15 April 2005 from Baikonur cosmodrome
(Kazakhstan), and the landing on 25 April 2005, nearby Arkalyk (Kazakhstan).
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Lazio
2 Project Genesis
Lazio plays an excellent international role in the «Airspace» sector, with its highly skilled enterprises offering
quality products, services, and wide-ranging activities.
The productive structure of Lazio’s airspace sector is diversified and widespread throughout the Region for:
helicopters, missiles, airplanes, air force equipment/devices/systems, electronic defense devices/systems,
space (launchers and satellites) and airport-related systems. The regional system operating in the above
sector (and sub-sectors) undoubtedly proves excellent and can aspire to become an European leader in
air/space programmes for advanced propelling systems (and similar items).
Lazio’s enterprises project-design and produce satellites for communication/observation from the Earth,
scientific applications and related on-board electronic devices, and provide satellite services (launch/
management of satellite costellations) and value-added services. Futhermore, they project-design and
produce large earth stations for Telecommunications and Small Network Terminals (VSAT), and produce
complete stations for Satellite Tracking and Teledetection, as well as space transport systems (liquid/solid
propelling). In such a context, the institutions promoting the Project undertook to pursue further development
in the sector and defined, in joint cooperation with numerous international institutions, Italy’s primary role in
the «Expedition 11» Mission of the International Space Station (ISS).
As follows, the main phases and related information:
> Launch: 15 April 2005, 04:46 Moscow time (02:46 CEST, 00:46 UT)
> Docking: 17 April 2005, 06:20 Moscow time (04:20 CEST, 02:20 UT)
> Door opening and entry: 17 April 2005, 08:45 Moscow time (06:45 CEST, 04:45 UT)
> Door closure: 24 April 2005, 19:34 Moscow time (17:34 CEST, 15:34 UT)
> Departure from Station: 24 April 2005, 22:44 Moscow time (20:44 CEST, 18:44 UT)
> Landing: 25 April 2004, 02:07 Moscow time (00:07 CEST; 24 April 22:07 UT)
> Launch site: Baikonur Cosmodrome (Kazakhstan)
> Landing site: Kazakh Steppa l, nearby Arkalyk / Dzhezkazgan
> Launch vehicle: Soyuz TMA-6
> Return Vehicle: Soyuz TMA-5
> Soyuz 10S Crew (launch): Soyuz Chief Astronaut: Sergei Krikalev (Roscosmos);
Air/Flight Engineer: Roberto Vittori (ESA); Second Air /Flight Engineer: John L. Phillips (NASA)
> Soyuz 9S Crew (return): Chief Astronaut: Shalizhan Sharipov (Roscosmos); Air/Flight Engineer: Roberto
Vittori (ESA); Second Air/Flight Engineer: Leroy Chiao (NASA).
During the 8 days on board of the ISS, the Italian astronaut carried out an intense programme of scientific
activities for demonstration and representation purposes.
A complex programme of space/earth experiments having scientific relevance were performed and presented
by the institutions/bodies involved – namely:
> LAZIO−SiRad: Low Altitude Zone Ionisation Observatory
> ASIA: Algorithm Experimentation and Implementation Analysis
> SPQR: Specular Point-like Quick Reference
> EST: Electronics Space Test
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Lazio
> ENM: Electronic Nose Technology Monitoring
> HBM: Heart Beat Monitoring
> FTS: Food Tray in Space
> GOAL: Garments for Orbital Activities in Weightlessness
> ENEIDE: Shipping Experiment for Italy’s Demostration Event on Egnos
> AES: Agrospace (Agrospace Experiment Suite)
> SBS: Space Beans for Students, and Seedlings (SED)
> FRTL5: Fisher Rat Thyroyd Low Serum 5%
> Microspace: Microbial Life in Space
> P17: Progress Mission − Bacterial Cultures
> Vino: Vine in Near Orbit
> CRISP-2: Crickets in Space2
> HPA: Hand Posture Analyser
> NGF: Nerve Growth Factor
> VSV: Visceral Receptors Contribution to Subjective Vertical Identification
> EDT: Eye-Tracking Device
> Blood and Oxidative Stress
> Biodosimmetry in Astronauts
> Sympatho
> Bone Proteomics
> ARISS: Amateur Radio on ISS
> Electrostatic Self-Assembly Demonstration.
Adequate communication and information activity was ensured to the event through: more than 300 press
articles at national and international level; 9 live video conferences with the ISS for institutional events, news
and media coverage, Space TV and ESA «Space for Wine» programmes; 4 educational links with primary,
secondary, and high schools.
No criticality was encountered. The institutional interaction among the subjects involved relied on maximum
collaboration and enabled successfully attaining the pursued objectives.
Each experiment had to successfully pass key tests to be admitted to the launch phase, among which also
demonstrations and discussions on experiment details between proposers and ESA technicians from
Noordwijk (Netherlands) and Roskosmos (Moscow, Russia), with 2-12 application hours per experiment.
Major experiment milestones were:
> Mission Feasibility Verification [Rome – Italy]
> Mission Integration Revision [Rome – Italy]
> Mission Revision Verification [Rome – Italy]
> Preliminary Equipment Approval (AT1) [Nordwijk – Netherlands]
> Final Equipment Approval (AT2) [Moscow – Russia].
Some experiments underwent further pre-launch preparations (Baikonur, Kazakhstan).
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Lazio
Besides the above experimental activities, as many as 19-31 documents and/or manuals were required for
each single experiment. As many as 1,000 copies of the ESA Educational Kit were distributed to
primary/secondary schools, and two scientific divulgation videos were made on space life issues.
As to the Italian experiment package, the 21 participants included bodies/organisations, research institutions,
large and small-medium enterprises, universities and research centres (12 in Lazio, 8 in other Italian Regions
and 1 in USA, respectivey). All of the experiments were duly accomplished.
The ENEIDE experiment (dedicated to EGNOS) proved successful and significantly contributed to GPS
EGNOS system development, so as to implement the Galileo Test Range (GTR) project.
Rome entered the final short-list (5 out of 11) of candidate cities and was eventually selected to host the
Galileo Supervisory Authority − namely, the operational arm of the European Commission for managing the
development of the seventh framework programme for Research. The two Galileo Control Centres were
located nearby Rome (Fucino area) and in Germany, respectively. Further control systems on service
performance were installed in Italy.
The Project strongly contributed to reinforce Lazio’s international image in the airspace sector, and enhance
cooperation between universities/research centres and enterprises. Lazio’s universities linked to the airspace
sector (i.e. La Sapienza, Tor Vergata, Roma3, and La Tuscia) closely cooperated with sector SMEs and
institutes/institutions such as Italy’s Space Agency, Istituto Superiore della Sanità (Italy’s National Health
Service Public Body), and Aeronautica Militare (Italy’s Military Air Force). Eventually, the Project attracted
competencies in Lazio’s technological district, as experiments enhanced wide relations between and among
institutes located in/outside Lazio, such as NASA and the Federal Aviation Authority (USA), Roskosmos
(Russia), ESA, and Italian Universities (i.e. Naples, Udine, Milan).
6 Project Success
The objectives pursued were successfully attained, and specifically:
> Replacing the ISS rescue ship:
Soyuz TMA-5 was replaced by Soyuz TMA-6. Soyuz TMA ships are rescue ships available to ISS crew in
emergency cases. Soyuz ships require replacing every six months, so as to ensure full reliability of on-board
devices. Soyuz TMA-5, which carried the tenth crew of «Expedition 10» Station into space, was replaced by
a Soyuz TMA-6 also carrying Mr. Roberto Vittori (Italian astronaut from ESA) and the «Expedition 11» crew.
Soyuz TMA-5 took back to Earth both Mr Vittori and the tenth crew, after they had spent 6 months in space.
> Replacing the tenth crew after 6 months on board of the Space Station.
Following the Space Shuttle Columbia accident in February 2003, Soyuz TMA ships became the only space
ships suitable for human missions. Soyuz missions are aimed at shipping new crews into space and taking
astronauts back once they have accomplished their «shift» in orbit. The «Expedition 10» crew members
(Leroy Chiao, Chief Astronaut; and Salizhan S. Sharipov, Air/Flight Engineer) reached the Space Station on
16 October 2004 and left their «orbiting house» on 25 April 2005 (after almost six months and approx. 3,000
orbits around the Earth), leaving the «floor» to the new crew, who remained in the space outpost for the
following 6 months.
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Lazio
> Leading a scientific experimentation campaign
During his eight days on board of the ISS, the Italian astronaut from ESA (Roberto Vittori) carried out an
intense campaign of scientific experiments: forty hours of experimental and didactic activities to stimulate
students’ participation in one of the most interesting challenges of modern times: space conquest. Most
experiments were developed by Italian researchers and designed by Italian research institutes and
industries.
> Enhancing European experience on board of the Space Station
The ENEIDE mission enabled enhancing the European Astronaut Corps’ experience in terms of travelling
and staying in space, also in view of the launch of the «Columbus» lab, the first operational European
module on board of a permanently orbiting station.
Pre-launch Image
Launch
Space Station
Landing
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Liguria
113
Liguria
Priorities
In March 2000 Italy’s Government and Liguria Regional Administration stipulated the Institutional Programme
Understanding («Intesa Istituzionale di Programma») which set up an ad-hoc policy to address the socioeconomic rebalancing of the Region’s underutilised areas, identifying common interest sectors,
engagements, objectives, and resources.
encompassed within the so-called «Accordi di Programma Quadro» (APQs) − namely, Framework
Programme Agreements − in sectors such as: Mobility, Water Cycle, Soil Protection, Local Development,
Cultural Heritage, Urban Areas, Information Society, and Research.
Being the implementation tools of the above Understanding, APQs enable implementing Administrations’ will,
Over less than a decade Liguria has programmed 358 million EUR, setting up 620 interventions in the
sectors identified. In detail:
> 139 interventions in the «Mobility» sector to: implement an integrated system of regional transport;
rebalance conditions in coastal municipalities; favour hinterland economic development and enhanced
living conditions; and ensure constant and widespread presiding over the territorial instability phenomena.
The main work implemented is the «De Ferrari−Brignole» section along Genoa underground railway line (4
interventions);
> 71 interventions in the «Water Cycle and Water Preservation» sectors to: preserve all surface and
undergroung water; improve water environment; protect and safeguard all water-related ecosystems;
> 35 interventions in the «Cultural Heritage» sector, aimed at conservation, preservation, enhancement,
promotion and qualified management of Liguria’s cultural heritage, in order to enhance access to cultural
assets and services, and foster entrepreneurial initiatives for cultural heritage preservation and
enhancement;
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Liguria
> 57 interventions in the «Social Infrastructure» sector in order to: recover spaces and facilities to be
destined to daycare centres, hospitality facilities and day-time integrated labs for disabled, elderly,
mentally disordered and disabled minors; promote opportunities for training and professional integration
(employment) with a view to subsidiarity (institutions, third sector, and services supply in governance
processes) in order to build virtuous paths for services, school and work systems; system actions to
improve services supply; support to families, young children, education, job training and employment
policies for under-18 and young people;
> 12 infrastructural interventions envisaged by Territorial Pacts in the «Agriculture and Fishery» sectors.
The cohesion developed enabled active subjects at regional level to cooperate aiming to a common
objective, namely creating progress and growth for the territory and its inhabitants. To such end, it is worth
illustrating the two most successful examples of FAS-funded projects implemented by Liguria – namely:
> «Implementation of De Ferrari−Brignole Route − Genoa Underground Railway» (within the APQ for
«Transport − Reinforcing the Underground Railway Service)»; and
> «Bordighera: Recovery of Villa Regina Margherita, and the Terruzzi Collection» Project.
The implementation of the above projects was also enabled by sound collaboration between Liguria
Regional Administration and Italy’s Central Administrations.
Through this publication, the Region has the opportunity to inform citizens, in a transparent and direct
manner, of how public resurces have been invested at regional level, highlighting the results and benefits
thus attained.
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Liguria
Province:
Genoa
Municipality:
Genoa
Comune di Genova
(Genoa Municipal Administration)
Project Title:
«Implementation of De
Ferrari−Brignole Route –
Genoa Underground
Railway»
Budget:
125,736,524 EUR
December 2012
1 Project Synthesis
The Project is included in the «Transports: Strengthening of Genoa Underground Railway Service» APQ,
under the 2000-2006 Institutional Programme Understanding. The overall budget is 125,736,524 EUR (of
which 60,000,000 from FAS).
The Project includes 4 interventions differentiated by costs, indicators, localisation, etc. but all sharing
common elements such as aims and objectives. The Project included the following phases:
> Genoa Underground Railway: De Ferrari-Brignole Route (Lot I – Section I) − Cost: 32,194,368 EUR
> Genoa Underground Railway: De Ferrari-Brignole Route (Lot I – Section II) − Cost: 32,194,368 EUR
> Genoa Underground Railway: De Ferrari-Brignole Route (Lot I – Section III) − Cost: 27,008,929 EUR
> Genoa Underground Railway: De Ferrari-Brignole Route (Lot I – Section IV) − Cost: 34,338,859.98 EUR
for overall 125,736,524.98 EUR.
The APQ aimed to create an outpost to reduce waves penetration and bigger natural depths at Port entry,
and to allow the entrance/passage of feeder ships.
The Project was implemented over 8 years (1 year of project-designing and 7 years of implementation,
respectively).
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Liguria
The Genoa Underground Railway Project (De Ferrari−Brignole Station route) was conceived to enhance the
existing railway network, both along the directrices already served by the underground railway and by
integrating the latter with an ad-hoc high-capacity line to reach and serve Genoa’s centre. The Project
ensures an underground connection between the two valleys of Valpolcevera and Valbisagno, and between
the centre and the two main railway stations (Principe and Brignole). The route encompasses traditional
traffic and public transport hubs, as well as university centres/districts and a ferry-boat terminal. It will thus
enable reorganising the surface network by rationalising bus lines’ routes and curbing costs (7 million
EUR/year).
2 Project Genesis
One of the inspiring principles of the Brin–Brignole underground railway line Project consists in the reutilisation of facilities already existing and not used (tram and railway galleries, etc.) and in excavation
methodologies minimising the external impact and negative effects exerted on the environment by the three
building yards (i.e. in Acquasola Park, Brignole Square, and northwards of the Brignole railway line,
respectively).
As follows the main Project phases:
> Genoa Municipal Administration entrusted to Ansaldo Trasporti SpA the concession for executive projectdesigning and construction of Rivarolo−Principe and Principe−Brignole links along Genoa Underground
Railway. The project-design and implementation of the works for De Ferrari–Brignole section was entrusted
through an Integrative Act to the main Concession Provision (approved via Municipal Council Decision n.
464 of 19.05.05) laying down all the specific contractual terms.
> Municipal Council Decision n. 663 of 29.03.94 approved the Outline Design of Canepari–Brin, Principe–
S.Giorgio, and S.Giorgio–Brignole sections (pursuant to Law n. 211/92), which envisaged full
implementation of Canepari Station, completion of Principe, Darsena, S. Giorgio, De Ferrari and Brignole
Stations, and definition of gallery works at Sarzano and Corvetto Stations. On 30 March 1994, the above
Outline Design was transmitted to the Ministry of Transports, along with the related technical and
administrative documentation.
> CIPE approved, relatively to Brin–Canepari and Principe–Brignole sections, a programme for 256 billion
liras versus the estimated overall 520 billion liras (March 1994 values).
> Genoa Municipal Council approved the Executive Project of Brin–Canepari and Principe–Brignole sections
(Council Decision n. 1567 of 09.09.96) and related plan pursuant to Law n. 211/92.
> The Ministry of Transports issued the techno-economic approval of the Executive Project for completion of
Genoa Underground Railway (Brin–Canepari and Principe–Brignole sections) and Decree n. 338 of
06.05.97 (Central Directorate 5a) decreeing a 256 billion lira funding (Law n. 211/92).
> Through Mayor Letter n. 13905 of 12.10.98, Genoa Municipal Council notified the Ministry of Transports of
financial needs and funding expectations, and provided an updated overview of the spending estimates for
completion of the Canepari–Brignole section and its complementary/accessory works (e.g. Dinegro
warehouse extension; connection between the underground and overground railway stations and Principe,
etc.).
> Via Decision dated 19.11.98, CIPE increased the ex lege 211/92 funding from 256 billion liras to 312 billion
liras, equal to 60% of the works’ estimated cost (520 billion liras). Furthermore, via Decision dated 21.04.99,
CIPE decreed an additional funding of 130 billion liras to be destined to Genoa Underground Railway,
versus overall 752 billion liras. Eligibility to such funding required overall redefinition of the
Caricamento−Brignole Executive Project to be submitted to the Ministry of Transports, also including
modifications and additional/complementary works.
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Liguria
> Genoa Municipality thus transmitted to the Ministry of Transports the variance to the Executive Project of
the Caricamento−Brignole section, also including 10 new vehicles and a new series of 20.
> In order to deal with criticalities encountered over works implementation, Genoa Municipal Administration
has to date approved six modifications during the construction phase.
> Eventually, via Decision n. 28 of 26.06.2009, CIPE approved a remodulation of contributions pursuant to
Law n. 211/92 (requested by Genoa Municipality) for overall 75,753,731.02 EUR to be destined to works
co-funding and supplies for on-going concession contract, among which the hereby described Project.
> Commission n. 1042/69 (meeting session of 02.03.2011) issued the final positive techno-economic opinion
on the above mentioned Project for Brignole Station and railway line modifications.
The Project aims to enhance public transport performance in terms of efficiency, competitiveness and
interconnection with other transport modes in Genoa, and envisages to ensure, jointly with the municipal
Administration: a coordinated integrated system guaranteeing citizens’ right to mobility and promoting
balanced socio-economic development in the whole territory; energy consumption reduction and improved
living conditions in urban areas; and organisational restructuring of local public transports to qualitatively and
quantitatively enhance the service.
Short History of Genoa Underground Railway
The year 1980 marked the beginning of events and decisions that led to projects’ definition and set-up of the
underground line construction. In that year, Genoa Municipal Administration approved a fast tram project to
connect Rivarolo with Principe through the old Certosa gallery. After eliminating trams, the gallery was used
for bus passage with subsequent heavy effects in terms of pollution and poor efficiency. The Municipality thus
decided to restore the tram service with new, more modern, vehicles. Due to cost and time reasons
connected to re-utilisation of the pre-existing facilities, the service was supposed to be performed outside the
gallery, along ordinary roads. Operationally, the «Concession» procedure was selected and entrusted to
Ansaldo Trasporti SpA, also requested to provide a first series of vehicles. Adjustment works were started
inside the gallery to build the so-called «underground railway link» and fulfill the growing mobility need
through tram-like vehicles.
The railway link was meant to connect Rivarolo and Brignole railway stations with Principe central railway
station.
Genoa’s underground line was characterised by the adjustment and re-utilisation of poorly used structures
and infrastructures.
Various studies on transport/mobility and the Local Strategic Plan (based on very complex analyses, surveys
and estimates of the urban structure and its evolution trends) led to the definition and design of the
underground railway line.
Identifying the right railway stations (Rivarolo, Principe and Brignole) was then easy, as it was necessary to
serve the traditional circulation and public transport junctions (Dinegro, Caricamento, Corvetto) and the city
centre (Piazza De Ferrari), the Port (in its traditional functions), and sites such as the university districts of
Balbi and Sarzano, the new museum of Sant’Agostino, and the Faculty of Architecture.
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Besides Genoa Municipal Administration, De Ferrari–Brignole works involved companies such as RFI SpA
and Poste Italiane (i.e. study of Brignole Station facilities).
The articulate project-designs of the preliminary, final and executive phases were defined in September 1996
when the executive project was approved for Brin–Canepari and Principe–Brignole sections (Brignole
underground station in via E. De Amicis).
With regard to De Ferrari–Brignole section development (outdoor station), the study of the track was
completed in June 2004.
Works History
1983
First covenant, followed by Rivarolo−Principe concession
1986
Lot I of Brin−Dinegro works (2,600 metres − 2 stations)
1988
Principe−Brignole concession
1989
March: Delivery of Dinegro–Principe works
1990
March: Delivery of Principe–Caricamento section works; completion of Brin−Dinegro section,
opened in June on the occasion of the football world championship
1992
Completion and opening of Dinegro−Principe section (660 metres) in May, on the occasion of the
«Expò Colombiana» events
1993
Works suspension
1994-97 Resumed works for Principe−Caricamento section
1998
Completion and delivery of Principe−Caricamento−Grazie works
2000
July: Delivery of preliminary works: G8, Piazza De Ferrari; October: Delivery of
Caricamento−Sarzano works
2001
February: Delivery of Sarzano−De Ferrari works
2005
July: Completion and opening of Principe−Caricamento works. October: Delivery of De Ferrari–
Brignole works
2006
March: Completion and opening of Grazie–Sarzano–De Ferrari section
2010
March: Delivery of Dinegro warehouse enlargement works. Top: Park & Ride
2012
December: Finalisation of works; De Ferrari–Brignole operativeness.
As follows the main criticalities encountered over Project implementation:
Corvetto Building Yard
In order to build an entrance to the galleries excavated underneath Acquasola Park, comply with relevant
Environmental Protection prescriptions, and find an agreement with the environmental associations
requesting the Administration to prevent, as much as possible, interventions impacting on Park vegetation
structure and balance, several project adjustments were implemented to restrict the surface of the entrance to
galleries and locate it in the least impacting area.
Expropriation of Businesses along via SS. Giacomo and Filippo
Expropriation most prevalently concerned venues belonging to Genoa Municipal Administration and, in one
case, to the company entrusted to sell its real estate assets.
Despite the formal absence of impediments, some difficulties were encountered, as the required venues
guaranteed sources of income for households and employees of the firms (trade and/or craftsmanship)
operating in those venues. To such end, the relevant offices of Genoa Municipal Administration identified
alternative solutions to eviction and relocated the concerned businesses.
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Archaeological Finds
During the excavation works, the Superintendence to Cultural Heritage Assets requested that finds be
regularly documented. In particular, a burial mound was found at 12 metres below the ground, semidestroyed by agricultural works dating back the Roman age. The tomb’s typology suggested it was dedicated
to a high-ranking Etrurian man (maybe a prince).
Piazza Brignole − Building Yard:
About 2 metres below the pavement level, a lengthy underlying cobbled pavement was found (XIX cent.) and
removed in order to extend the survey to the residual walls ascribable to a convent of Brignoline nuns dating
back 1600 circa. Deeper excavations enabled documenting human presence in Genoa starting from the MidNeolithic Period (4800-4300 b.C.). The operations, along with excavations in the Corvetto building yard,
caused works suspension from 08.09.2006 to 31.10.2006.
Brignole Railway Station − Building Yard
The MoU between RFI SpA, Liguria Regional Administration and Genoa Municipal Administration entitled
Genoa to use RFI estate assets to enhance Terralba railway park areas by prolonging the underground line
connecting Brignole to the Stadium and San Martino Hospital.
Technical meetings were held both by RFI and the Municipality, focusing on compatibility of interventions and
overground/underground railway lines.
Municipality’s Prescriptions for Utilisation of Poste Italiane Estates
Much difficulty was encountered in defining the Brignole Station project and its subsequent approvals and
permits, due to prolonged negotiations for purchasing the building belonging to Poste Italiane. In order to
minimise the impact, an ad-hoc project variance was approved, limiting the use of the building to its sole west
section, so as to implement the northern entry to the underground and overground railway station facilities.
Expropriation of Commercial Business Facilities in Borgo Incrociati Underpass
Lenghty negotiations were performed to relocate such businesses, both temporarily (in pre-built facilities to be
located in public areas nearby Brignole Station) and permanently (within new spaces resulting from joining
railway subways and paths giving access to the underground station).
Closure of the Pedestrian Passage between Piazza Verdi and Borgo Incrociati
In defining the Project construction phase, the Concessionaire highlighted the need to envisage the
temporary blockage of Borgo Incrociati tunnel. The hypothesis was not approved by the competent Area (06)
of Genoa Provincial Administration, which prescribed interventions aimed at constantly safeguarding water
outflow in the event of flooding. An ad-hoc modification was therefore introduced to solve the interference
between galleries and the lift connecting Borgo Incrociati tunnel to Via Imperia, and for implementation of a
stiffening structure guaranteeing water outflow and, at the same time, supporting the gallery excavation
works.
Although ensuring water outflow, the solution implied temporary closure of the tunnel as pedestrian passage,
and subsequent suspension of the public lift service between it and Corso Montegrappa. Harsh protests led to
very lengthy negotiations with district committes in order to limit problems at minimum costs. The jointly
identified solutions/interventions were then implemented for tunnel closure and works execution.
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The De Ferrari–Brignole section Project was aimed at finalising and implementing an underground connection
between the two main railway stations (i.e. Principe and Brignole) and some of the traditional public transport
and traffic junctions (i.e. Val Polcevera, Dinegro, Darsena, Porto Antico, Sant’Agostino, De Ferrari) by end2011. Journeys between Brin and Brignole will then take thirteen minutes; and the eight trains available will
ensure a transport capacity of 6,000 passengers/hour/direction with one train every four minutes.
It will thus be possible to reorganise the surface network by rationalising bus routes and significantly curb
costs –– i.e. about 7 million EUR/year are estimated to be recovered. Notably relevant are the effects in terms
of shorter journeys, lower pollution, and better fulfilment of citizens’ mobility needs.
6 Project Success
The Project success relies on exemplary definition of the tendered needs, constant monitoring of building
activities, and local administrations’ flexibility in guiding the implementation phase when meeting
unpredictable exogenous factors (better detailed in the previous paragraphs).
Intervention Image
Intervention Image
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Province:
Imperia
Municipality:
Bordighera
Imperia Provincial Administration
(Provincia di Imperia)
Project Title:
«Bordighera: Recovery of
Villa Regina Margherita,
and the Terruzzi
Collection»
Budget:
12,000,000.00 EUR
(of which 600,000.00 from FAS)
19 June 2011 (opening to public)
1 Project Synthesis
The Project represents a successful instance of cultural heritage assets recovery, matching public and private
interventions and meeting a twofold need, namely: i) acquiring and, for the first time, recovering a remarkably
valuable and representative artistic complex such as Villa Regina Margherita in Bordighera (private residence
of Queen Margherita of Savoy from 1915 to 1926); and ii) opening to the public a significant selection of
Guido Angelo Terruzzi’s collection composed of approx. 4,000 works of remarkable artistic and economic
value (paintings, furniture, porcelains, etc.).
The Project is encompassed in the APQ for «Cultural Heritage Assets and Activities – Integrative Act III»,
within the 2002 Institutional Programme Understanding. The APQ was stipulated on 26 October 2007 by
Italy’s Ministry of Economic Development, Ministry of Cultural Heritage Assets and Activities, and Liguria
Regional Administration.
The acquisition of Villa della Regina required 5.28 million EUR, funded by:
>EE.LL. Province of Imperia and Municipality of Bordighera: 1.42 million EUR
>State (FAS): 0.6 million EUR
>Liguria Regional Administration (Source: FIR 2007): 1 million EUR
>Private sponsors (CARIGE): 2 million EUR.
The recovery (project-designing, restoration, and functional reconversion of the Villa, including the purchase
of additional services) was funded by the Terruzzi family (for over 7 million EUR).
The Project was accomplished over four years (Oct. 2007−June 2011). Some integrative interventions were
introduced during the implementation phase and are currently being finalised − i.e. purchase and installation
of restoration lab equipment, and restoration of the so-called «Queen pergola».
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2 Project Genesis
Several reasons and needs induced Imperia’s Provincial Administration to promote the project for acquisition
of the Villa, so as to restructure and turn it from a residence into a museum and a cultural site hosting the
prestigious art collection belonging to Guido Angelo Terruzzi (tycoon and entrepreneur).
The first aim was to enable the local community (as well as Bordighera and the whole of Liguria) to have
access to a significant part of the remarkable collection the Milanese tycoon had been trying to house
adequately since 2006 (notably after the failure of the agreements on the exbition space within Palazzo
Grassi in Venice), and considering the interest demonstrated by other Italian cities (i.e. Rome, Milan,
Piacenza, Siena, etc.) had not turned into concrete (and prompt) opportunities. The Terruzzi Collection indeed
represents one of the most prestigious, valuable and heterogeneous private collections in Europe. It
encompasses more than 4,000 items including paintings, sculptures, furniture, tapestries, porcelains, silver
and other art objects dating back very different ages (from Middle Age to our times).
The Villa (Queen Margherita of Savoy’s official residence from 1915 to 1926) appeared an ideal house for the
collection, though it was firstly necessary to acquire it, then adequately upgrade and convert it into a museum
open to the public.
The operation aimed to: increase Liguria’s tourist and cultural offer competitiveness; provide the area with a
strong attractor potentially capable of enhancing other museums’ visibility (often appealing but limited to a
niche dimension) and fostering multiple cultural phenomena; and create new interaction opportunities for
territorial/thematic links among museums.
The project-design phase required a preliminary study, notably to establish whether the intervention was
financially sustainable and convenient for the territory. Although available statistical data were quite
fragmentary, the analysis of tourist flows and, notably, of cultural tourism within Imperia’s territory did produce
some results thanks to preliminary feasibility analyses − namely:
> Context analysis to identify relevant macroareas at cultural, historical, environmental and landscape level;
> Analysis of tourist flows on the territory, and focus on the specific segment, highlighting target visitors in the
area and estimating the Villa’s potentials;
> Impact analysis on the surrounding territory, and definition of policies for synergic enhancement of the
historical, cultural and artistic heritage of the surrounding areas;
> Economic-financial feasibility study highlighting cost/funding sources;
> Territorial impact analysis.
On 16 September 2008, Imperia Provincial Administration and Bordighera Municipal Administration
purchased the Villa, its parks and outbuildings. After less than one month (11 Oct. 2008) the Terruzzi family,
Imperia Provincial Administration and Bordighera Municipal Administration (i.e. founding partners) signed the
deed giving life to «Fondazione Terruzzi −Villa Regina Margherita».
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The overall Project was implemented through various procedural phases, thoroughly reported as follows:
1. Acquisition of Villa Regina Margherita – Main phases
>Project presentation;
>Preliminary contract for purchase of Villa Regina Margherita by the Bordighera Municipal Administration
and Imperia Provincial Administration;
>Drafting of the memorandum of association of «Famiglia Terruzzi – Villa Regina Margherita» Foundation;
>Purchasing Contract of Villa Regina Margherita by the «National Association of Families of the Fallen
and Missing in War».
Villa Regina Margherita (including outbuildings, park and estate lands) became part of the heritage of
Imperia and Bordighera on 16 September 2008, compliantly with the following repartitions: Province of
Imperia: 700/thousands; Municipality of Bordighera: 300/thousands.
2. Project-designing of Villa Regina Margherita restoration, restructuring, functional adjustment and
conversion into museum
The study and project-designing phases started in 2008, managed by the Terruzzi family.
3. Works execution
The restructuring and functional adjustment of the Villa for its conversion into a museum also concerned
the adjacent service buildings and surrounding park (overall 3,000 sqm). Works lasted two years, from
April 2009 to the Museum inauguration eve in June 2009. Technical choices were jointly made with the
Superintendence to Liguria’s Architectonic Heritage, in compliance with historical conservation criteria and
aiming to adjust the premises/spaces to their conversion into a museum, as well as curbing energy and
management costs.
Strong attention was paid to the conservative and philological recovery of Villa Margherita’s architectonic
features, ranging from white-and-gold plasters in grand halls (including Margherita of Savoy coat of arms)
to tiniest details on door handles (chiselled brass, ornated with the Queen’s coat of arms) expressly
manufactured by Lomazzi (Milan-based company), likewise the «appliques rocaille» lightening the grand
staircase.
Most service spaces are located in a contiguous (more recent) building architectonically independent from
the Villa (once housing the lodges of the Queen’s guards and staffs). The four floors accomodate security
control systems, a restoration lab visible to the public through large stainglasses, a library collecting art
history publications and housing the manager offices.
Building works lasted two years (overall 140,000 hours), daily employing an average of 80 workers and 25
highly specialised restorers.
The Project implementation was concluded in June 2011. Some aspects are still to be addressed as to
stress tests on a part of technological devices not tested in 2009. Final stress tests on climatisation
systems are currently being conducted along with the installation of the restoration lab equipment.
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No particular criticality was encountered; nevertheless acquiring the Villa proved rather complex, as several
bodies and subjects were involved and called to jointly operate. As mentioned, the Project implementation
mainly experienced difficulties (linked to the structural economic crisis) arisen at the time of works completion
and Villa’s opening to the public.
Main criticalities arose following an impredictable event. Indeed, in March 2011 the Municipality of Bordighera
was put under temporary receivership in a context exacerbated by general shortage of funds and local public
spending cuts.
The event slowed down activities then being implemented and imposed modifying the path initially
established, thus requiring timeschedules and resources other than initially envisaged.
Difficulties were effectively managed thanks to successful factors such as: sound cooperation among partners
sharing the same objectives; «Anna Fiamma Terruzzi Foundation» mecenatism; presence of a well reputed
museum director (having scientific and organisational autonomy); Project manager’s skills and effectiveness.
The measures adopted to solve the above criticalities entailed partial re-planning of activities, use of lower
resources and in-depth analysis of remedies to be adopted for self-financing and identification of further cofunding sources. Shortage of resources however played a creative role, stimulating a series of best practices
among which: stipulation of an agreement for park maintenance between the Provincial Administration and
the Agriculture School of the University; creation of a website managed by Provincial Administration staffs (i.e.
following ad-hoc training).
Within few months of activity (June-September 2011) Villa Regina has become a precious factor of attraction,
integration and enhancement of Bordighera’s cultural offer. Benefits for the local community have derived in
terms of direct /indirect subcontracting.
Direct benefits also encompass new employment for local inhabitants linked to the museum opening to the
public, which requires effective organisation and technical, scientific and administrative staffs (mainly
qualified). To date employment repercussions on the territory have involved approximately 25 staff units
among manager and secretary offices, vigilance (remotely and/or personnel at floors), maintenance, cleaning,
surveillance, and additional services (bookshops, bar, etc.) activated through fixed-end contracts and
concessions. Three restorers will shortly be recruited (two with part-time contracts) and assigned to the
laboratory. It is furthermore necessary to have external professions available for services such as: diagnostic
laboratories, cleaning, security/safety system installation, etc.
Indirect benefits concern cultural-tourist expenses linked to the Museum and to its events as a culture
promotion centre for tourists’ short/long stays.
Current conditions suggest benefits could increase once the Museum operational activity has stabilised,
consistently with the increase in number of visitors and tourists’ average stay (thanks to enhanced offer − i.e.
commercial activities, restaurants, accomodation facilities, recreational/entertainment activities). Indirect
benefits can derive from visitors spending (for journey, stay, catering, shopping, etc.) if prevalently linked to
the visit to the Museum.
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Environmental Benefits
The Project also entailed significant benefits at environmental level and in terms of enhanced local historical
and cultural resources.
The landscape impact is undoubtedly relevant at urban scale (i.e. more than 7,000 sqm and further 13,000
sqm of hill land); nevertheless converting the residence into a museum did not imply significant alterations
resulting from a higher number of visitors (e.g. local traffic increase; sound pollution, etc.). On the other hand,
it is worth underlining the low environmental impact resulting from equipping the Villa with an electric vehicle
(shuttle service), which favours visitors’ accessibility and connects the entrance along via Romana to the
Museum main entrance. Restoration choices were also based on energy and cost-saving criteria and noninvasive solutions.
Within such context, landscape protection becomes an added value to the Museum itself, thanks to the
preservation of the delicate balance between flora species in the mountain habitat and the Park vegetation.
The landscape enhances the visit through constant dialogue between the precious items diplayed indoor and
the appealing scenery outdoor. From this point of view, Villa Margherita public ownership and the Foundation
presence enhance the idea of civil responsibility, green area protection from future speculations, and
presiding over the landscape and risks to which it may be exposed.
6 Project Success
The Project accomplished an extraordinary operation for Italy’s cultural scenario, and successfully attained its
outstanding objectives within the set timelines.
The Project success relies on its «active» character, essential for the new Museum’s life and growth (to date
still moderate) promoted by the Foundation’s own aims and relying on cultural initiatives, as well as overall
governance of the historical, cultural and environmental offer in the area. Liguria has thus acquired a precious
art collection around which a true museum has been built up (3,000 sqm circa), opened to the public on 19
June 2011 and managed by the Famiglia Terruzzi – Villa Regina Margherita Foundation.
The new facility has proven an interesting opportunity to relaunch Bordighera’s image and recall its past
international reputation and prestige, as demonstrated by huge media coverage (national press and TV) of
the Museum inauguration.
The alliance between tourism, culture and environment/territory enhances Bordighera’s vocation, often
ignored or underestimated though relying on highly prestigious traditions and extraordinary names such as
Monet, Zorn, Ruffini, Winter, Garnier, and Bicknell. In the 1950s, Bordighera hosted art exhibitions under the
auspices of Jean Cocteau and Giuseppe Balbo (local painter) and great art collectors such as Peggy
Guggenheim (1952).
The Villa’s inauguration and its first few months of new prestigious life confirm the Project’s outstanding
quality and its remarkable contribution to the circuit of large museums in Liguria. Figures exceed most
optimistic expectations: as many as 30,000 visitors in the first three months, more than the annual number of
visitors to Imperia museums and to a third of Marche museums. Such a success certainly stems from: the
Museum’s innovative character; more widespread demand for culture; opportunity to have access to an
exclusive site; and curiosity to visit the place/habitat where the Queen once used to live.
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Villa Details
Villa Details
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Priorities
In March 1999 Italy’s Government and Lombardy Regional Administration stipulated the Institutional
Programme Understanding («Intesa istituzionale di Programma») which concretely set up an ad-hoc policy
Over less than a decade Lombardy has programmed 359 million EUR investments through FAS resources,
and set up 21 APQs including approx. 400 interventions in all the concerned sectors, namely: Soil
Protection (268 interventions – 72 million EUR circa), Local Development (130 interventions − 69 million
EUR circa), and Mobility (i.e. purchase of new «TSR» trains for regional railway service − 155 million EUR
circa).
The cohesion developed in the various sectors enabled active subjects at regional level to cooperate
aiming to a single objective: creating progress and growth for the territory and its inhabitants. To such end,
numerous projects were implemented, among which:
> SITI Project: Territorial Integrated Information System for Services Management
> Consolidation of hillsides and flood control systems for protection of inhabitants and Brescia Edolo
railway line (4 Lots);
> Restoration, functional upgrading and enhancement of San Benedetto Po Abbey in Polirone;
> Purchase of new «TSR» trains for regional railway service;
> The «Patient Interface Project» («Interfaccia Fascio Paziente») within the general project for
implementation of the National Oncological Centre of Particle Therapy.
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The next few pages will illustrate in detail two of the above listed projects, as they represent the most
successful cases – namely:
> «Restoration, Functional Upgrading and Enhancement of San Benedetto Po Abbey (Mantua)»; and
> «Completion of Bergamo Sud Ringroad».
Their implementaation was also enabled by sound collaboration between Lombardy Regional
Administration and Italy’s Central Administrations.
Through this publication Lombardy has the opportunity to inform citizens, in a transparent and direct mode,
of how public resources have been invested at regional level, highlighing the results and benefits attained.
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Province:
Mantua
Municipality:
San Benedetto Po
Project Title:
«Restoration, Functional
Upgrading and
Enhancement of San
Benedetto Po Abbey
(Mantua)»
San Benedetto Po Municipal Administration
(Comune di San Benedetto Po)
Budget:
9,865,401.25 EUR
The Polirone Civic Museum (inside the Monastery)
was inaugurated on 2 Oct. 2009. The other APQ
interventions were concluded in 2010.
1 Project Synthesis
The Project is inserted within the «Cultural Heritage» APQ (Integrative Act II) signed on 26 July 2005 by
Lombardy Regional Administration, Italy’s Ministry of Cultural Heritage Assets and Activities, and Ministry of
Economic Development.
The Benedictine Monastery of San Benedetto Po in Polirone was founded around the year 1000 by Tebaldo
of Canossa, ancestor of famous Countess Matilda. Polirone is the name ascribed to the isle existing in that
age and resulting from two surrounding water flows (i.e. the Po and Lirone Rivers). In 1077 the Monastery
was posed under the spiritual jurisdiction of the great Monastery of Cluny, in Bourgogne.
As follows, the actions implemented within the Project:
> Monastery Complex: Former Monastery Infirmary, Refectory, Abbey Museum, St. Benedict Cloister, St.
Simeon Cloister, adjacent Chapterhouse, and Cloister of Abbeys.
> St. Florian Bell Tower
> Basilica of Giulio Romano − Rectory and adjacent bell tower
> Related open spaces, including: parking area, Piazza Teofilo Folengo, and Piazza Matilde di Canossa.
In order to revitalise the whole Monastery complex, the following use destinations were identified:
> Re-opening and functioning of the Polirone Civic Museum − Extension of the sections on Abbey’s history
and local rural civilisation;
> Specialised Library − Halls dedicated to didactic activities;
> Exhibition of contemporary art collections;
> Centre of Documentation and History of Padan Area Reclamation Interventions − Public exhibition of
collections;
> Hospitality facilities inside the Grand Infirmary.
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Lombardy
Works started in 2005. As follows the list of completed interventions to date:
> Hospitality facilities inside the Monastery Infirmary
> Monastery Infirmary restoration
> Refectory restoration
> Abbey Museum re-arrangement in the Refectory
> San Benedetto Cloister restoration
> Other restoration and consolidation interventions
> Static consolidation of the Chapterhouse
> Removal of architectonic barriers
> Restoration of San Simeone Cloister frescoes
> Surveys and research on Monastery buildings
> Project-design up to the final phase of facilities restoration and upgrading/adjustment
> Enlargement of the Abbey Museum exhibition area
> Management model study
> Research and diagnosis for knowledge and enhancement of the Monastery complex and its interactions
with the territory
> Facilities restoration and adjustment/upgrading
> Structural works completion
> Upgrading of Piazza Folengo and Piazza Canossa.
The Project was completed by «San Benedetto Po and the reclamation territory − Studies and research for
implementation of the territorial Study Centre and enhancement of the Po area» Project, funded (in three
phases) through FAS as per CIPE Decisions n. 36/2002.4.4 (Phase I) and n. 17/2003.4.2 (Phases II and III).
The objective was to offer the most exhaustive and detailed knowledge of Lombardy’s Oltrepò Mantovano
area.
A cartographic database was created (i.e. Geographical Information System − GIS) to collect, systematise,
and catalogue the documentation of the Regional Directorate, Archives, and territorial public bodies, as well
as materials issued by professionals/experts. The system enables geo-referenced localisation of each piece
of «data» in the database. Available IT programmes enable associating the cartographic basis to databanks,
texts and images, and attain adequate implementation solutions. The result is an electronic archive that
(besides the catalogued documentation) can be implemented and constantly updated by the Regional
Directorate. Furthermore, such cartographic database enables interfacing data in analogous systems (e.g.
Regional Information Systems, IT System of Lombardy Environmental Heritage Assets, IT System for
Reclamation, Irrigation, and Rural Territory, etc.).
2 Project Genesis
The architectonic value of the restoration of San Benedetto Po complex in Polirone is closely linked to the
figures of Matilda of Canossa and San Benedetto in Polirone – whose millenary was celebrated in 2007
through multiple initiatives and events.
The result is an increase in tourists flows, also thanks to ad-hoc didactic/visit paths and links with schools, as
well as dissemination and enhancement of the knowledge of the complex and its
historical/architectonic/naturalistic/environmental importance.
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The Civic Museum’s full opening to the public has widened the visit circuit, hence tourist flows (cultural,
religious, and educational), which are a clear resource for San Benedetto Po territory.
Founded in 1977, the Polirone Civic Museum of San Benedetto Po is among Italy’s major ethnographic
museums. With over 13,000 exhibits, the Museum is an important historical «document» and proposes the
recovery of specific evidence (material and immaterial) of its reference area: Po Valley, between Prealps and
Tuscany-Emilia Apennines.
The new Museum collection inaugurated on 2 Oct. 2009 can now be visited at the upper floors of the
Monastery complex. The first part, already operational (Sections 1-15), is dedicated to material culture and
rural society; the second (Sections 16-24) is dedicated to magic, popular religion, local legends and artistic
expressions of the Padan region.
It is worth signalling also the Museum’s historic-archaeological collection currently exhibited in the basements
of the former Monastery Refectory. The collection includes clay/terracotta manufacts and burial materials, as
well as convent ceramics found during excavations.
The Project was implemented through various procedural phases, based on accurate study of the regional
territory, on-site surveys and geo-physical studies. The findings enabled project-designing the activities and
estimating the timing required for works completion.
> Study and project-design phases: Final project-design approved on 15.05.2004; Executive project-design
approved on 26.11.2005.
> Works implementation: Started in 2005 and ended in Feb. 2008 (three years, no-stop).
> Final stress test: 15.02.2008−14.10.2008, following the ultimate conclusion of works on 15.02.2008.
The Project for restoration, functional upgrading/adjustment and enhancement of San Benedetto Po Abbey
was successfully finalised.
In 2009 the Municipality was granted Structural Funds resources (Axis 4 − 2007/2013 PORL – Lombardy
Region Operational Project) to restore the Monastery complex, and notably to accomplish the finishing and
restoration of its cotto pavements and decorated surfaces.
The Project implementation did not encounter particular criticalities. The envisaged schedules were fully
respected and the resources initially allocated proved sufficient.
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The local community could finally benefit of the Monument complex beauty. From a tourist point of view, the
presence of a docking space on the Po River nearby the Abbey certainly enhances the whole complex and, in
particular, the Museum.
Furthermore, upgrading the two front squares and creating an external parking area enabled enhancing the
whole site and preventing cars from stopping/parking before the Abbey’s entrance.
The hospitality facilities within the Monastery Infirmary (turned into a hostel) record constant presence of
tourists (notably students) also from other European countries, favouring profitable inter-cultural exchange
and ensuring a constantly even balance.
6 Project Success
The upgraded Monastery complex (inestimable value) is certainly exemplary, in particular if we consider its
large dimensions inserted in a rather restricted urban context.
San Benedetto Po Abbey adequately fits the surrounding farming context. Considering its proximity to Mantua
(artistic and tourist town), the Project enhanced the Abbey both as an asset and in terms of territorial
specificity.
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Lombardy
Pre-intervention Image
Pre-intervention Image
Post-intervention Image
Post-intervention Image
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Lombardy
Province:
Bergamo
Municipalities:
Treviolo, Dalmine and
Stezzano
Bergamo Provincial Administration
(Provincia di Bergamo)
Budget:
Project Title:
«Completion of Bergamo
Sud Ringroad»
47,000,000.00 EUR
March 2010
1 Project Synthesis
The «Bergamo Sud Ringroad – Phase I – Section II (Treviolo – Stezzano)» Project was envisaged by ANAS
10-year plan, Lombardy’s Regional Transport Plan and Lombardy’s Road System Plan. It is part of a bigger
project aimed at completing/enhancing Bergamo’s ringroad system.
The Ringroad is made of sections such as «Seriate–Zanica» (implemented), «Stezzano–Zanica» (currently
tendered by ANAS), «Treviolo–Paladina» and «Paladina–Villa D’Almè». «Stezzano–Zanica», «Treviolo–
Paladina» and «Paladina–Villa D’Almè» sections are encompassed within the APQ stipulated for «Motorway
and Large Road Network» within the 2000-2006 programming cycle.
The amount approved by the Project for Phase II – Section I (Treviolo–Stezzano) is equal to 47 million EUR,
of which 7.7 million EUR from 2007-2013 FAS resources.
Besides road related aspects, the Project had to face other questions linked to water system and facilities, as
well as delicate environmental situations.
The Project’s success relies on the excellent definition of tendered works (and underlying needs), constant
monitoring of building-yard activity, and local administrations’ collaboration within the implementation phase,
effectively addressing the criticalities described in the following paragraphs.
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Lombardy
2 Project Genesis
Lombardy’s road and infrastructural endowment − mainly in Bergamo Province − proved quite poor and
required enlargement and enhancement interventions, notably versus the increasingly strong mobility
demanded by inhabitants, more and more integrated into the national context.
The Project was aimed at improving road circulation conditions by doubling the existing roadway (along 4.4
km) and implementing a new section (1.9 km). The road network was then reranked and services were
enhanced, in line with users’ expectations and local socio-economic contexts.
The Project enabled the overall functional/qualitative adjustment of the road section. The whole itinerary will
then be complete when the three further upgrading interventions have been implemented (i.e. Treviolo–
Paladina, Paladina–Villa d’Almè, and new Stezzano–Zanica).
The Project was carried out in the municipal territories of Treviolo, Dalmine and Stezzano. With regard to
Treviolo and Dalmine (being an enlargement intervention), the areas concerned are adjacent to the preexisting provincial road (A-Road). As to Stezzano, the areas concerned are prevalently farming lands
stretching over 65,000 sqm circa.
After identifying the need for ad-hoc interventions, and in cooperation with all the parties involved at territorial
level, the key passages implemented were: identification of municipal and provincial urban planning tools;
funding issued by Lombardy as per Legislative Decree n. 112/98; multi-institutional approval of the Project by
all the subjects involved and by Bergamo Provincial Administration.
The Project implementation was based upon an accurate study of the provincial territory, on-site visits and
geo-physical analyses, which enabled project-designing the activities and assessing their related timelines.
> Studies and project-designing: 2004-2007. This phase involved numerous administrations (Municipal
Administrations of Treviolo, Dalmine and Stezzano, Lombardy Regional Administration, the Ministry of the
Environment, and the Superintendence to Archaelogical Heritage) in the analysis of the territories impacted
by the construction of the new road and in the definition of project-design phases (preliminary, definitive and
executive – the latter was borne by the contracted company, being an integrated tender contract);
> Works implementation: Set up in Nov. 2007 and concluded in March 2010 by Cavalleri Ottavio SpA
(enterprise based in Dalmine). Works lasted 28 non-stop months and required 60 men/day and remarkable
mechanical means (excavators, vans, etc.).
Although carried out within the set deadlines, the Project implementation was rather complex, as it concerned
a section of the existing road characterised by constant traffic.
The need to intervene on pre-existing roads (primary access to the mentioned municipalities) required
effective project-designing and maximum compliance with the established phases of closure and re-opening
to transit of municipal roads involved by the new artery, in order to prevent bottlenecks and undermining the
access to urban centres and economic/productive contexts.
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Lombardy
To such end, effective information was delivered to the population as to closure/re-opening of road sections,
through ad-hoc public assemblies and constant interaction with municipal administrations. Municipalities’
robust collaboration contributed to the success of the interventions implemented, minimising impacts and
repercussions on road circulation and, notably, on resident users and economic/entrepreneurial activities
within the areas concerned.
Special attention was paid to the resolution of the interferences posed by pre-existing network services
(electricity, acqueduct, gasline, sewage, etc.) which entailed pre-emptive planning with their respective
owners/managers, being such interventions essential to Project implementation.
Tailored measures were adopted to avoid interrupting the Bergamo−Treviglio railway line during the works,
through night-time interventions and specific technical devices in collaboration with railway staffs.
Strong cooperation within the working group (i.e. technicians from Bergamo Provincial Administration) and
sinergy with all the external subjects involved enabled the prompt resolution of further criticalities arisen
during works implementation.
The intervention is strategic to Lombardy’s competitiveness and sustainable socio-economic development.
The Region records high volumes of road traffic strongly impacting on the local economy and causing heavy
environmental pollution. Besides reducing urban and peripheral traffic, «Bergamo Sud Ringroad» directly
connects to Bergamo’s valleys and the new road network between Bergamo and Lecco.
Benefits concern reduced driving time (with obvious positive economic effects), improved road circulation
safety, and lower air pollution.
Road upgrading actions and the implementation of the new section were fundamental to:
> Users’ safety – By: eliminating direct access points and intersections often causing accidents; installing road
safety barriers consistently with provisions in force; and laying high quality asphalt and horizontal/vertical
road signs;
> Improved access to Dalmine motorway tollgate – By regulating road access points along the path, and
optimising entry/exit lanes;
> Improved driving conditions – By separating traffic flows through the new double lane section, thanks to the
evolution of the road structure/track.
6 Project Success
The Project must be deemed excellent, as all interventions were implemented within the set deadlines.
As to safety related issues, no accident and/or injury was recorded throughout the implementation period.
Furthemore, as the Project envisaged the extension of the existing roadway by 4 km circa (65% of the overall
section length), it was necessary to work while vehicle traffic was constantly circulating, though without
affecting the ordinary road circulation (estimated at over 30,000 vehicles/day).
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Lombardy
Eventually, several environmental mitigation interventions were carried out (i.e. acustic barriers, tree planting,
green areas, etc.) to reduce the new road impact on the territory, strongly urbanised in Treviolo and Dalmine,
while Stezzano is a prevalently farming municipality.
All the above issues should certainly be kept into consideration, from the programming phase to the projectdesign of each new intervention.
139
Marche
140
Marche
Priorities
In May 1999 Italy’s Government and Marche Regional Administration stipulated an Institutional Programme
Understanding («Intesa Istituzionale di Programma») focused on priorities such as reconstruction and
development of the areas most damaged by the September 1997 earthquake.
In 2003, once the seismic emergency had been overcome, the Institutional Programme Understanding
scope was extended to the whole regional territory and sectors such as: research and training,
environmental protection and enhancement, geological disblance, buildings/infrastructures’ safety, water
resources, SME innovation, Information Society, cultural heritage assets, and socio-sanitary infrastructures.
The interventions mark the concrete setting up of the policy aimed at addressing the socio-economic rebalancing of Marche underutilised areas, identifying common interest sectors, engagements, objectives, and
resources.
Agreements − in sectors such as: Mobility and Transport, Environment, Water Resources, Soil Protection,
Local Development, Cultural Heritage, Urban Areas, Information Society, and SME R&I.
Being negotiation instruments to implement the above Understandings, APQs enable implementing
Administrations’ will, identifying specific interventions to attain the objectives pursued, and ensuring
Being an operational programming tool, each APQ describes the interventions to be implemented and their
respective responsible subjects, costs, implementation timing, and financial coverage.
Marche’s Regional Administration has programmed, within a decade, approx. 215 million EUR from FAS
resources for overall 700 million EUR investments, funding 350 interventions in the sectors identified.
The following pages will illustrate in detail two projects, encompassing several inter-integrated actions and
representing some of Marche best practices in strategic sectors such as SME innovation, transport intermodality, and wi-fi coverage throughout the regional territory – i.e.
> «Marche – Enterprises & Knowledge: R&I as a Lever for Regional System Development»; and
> «Marche Logistic Platform: Infrastructural Enhancement».
Their implementation was also enabled by sound collaboration between Marche’s Regional Administration
Through this publication, the Region has the opportunity to inform citizens, in a transparent and direct mode,
of how public resources have been invested at regional level, highlighting the results and benefits thus
attained.
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Marche
Region:
Marche
Marche Regional
Administration
(Regione Marche)
Budget:
Project Title:
«Marche – Enterprises &
Knowledge: R&I as a Lever
for Regional System
Development»
14,598,100.00 EUR
Service-in-Place Date:
By April 2012
1 Project Synthesis
The Project refers to three integrative agreements stipulated by Marche Regional Administration, Italy’s
Ministry of Economy and Finance, and Ministry of Education, University and Research, within the
Government−Region Institutional Programme Understanding, «Research & Innovation» APQ. The three
integrative agreements were signed on 04.11.2004, 27.07.2006, and 28.09.2007, respectively.
Overall 14,598,100 EUR were assigned to Project implementation (50% from enterprises and 50% from FAS
resources), as indicated below:
1. 1,283,540 EUR (CIPE Decision n. 20/2004) for implementation of Integrative Act I (stipulated on
04.11.2004)
2. 2,843,550 EUR (CIPE Decision n. 35/2005) for implementation of Integrative Act II (stipulated on
27.07.2006);
3. 3,171,960 EUR (CIPE Decision n. 3/2006) for implementation of Integrative Act III (stipulated on
28.09.2007).
The same resources were utilised to fund projects within innovative technological contexts (advanced
mechanics, ICT, domotics, energy efficiency and new materials for «Made in Italy») or implemented by
enterprises belonging to traditional sectors of Marche production fabric (textile, clothing & footware, etc.).
The Project aimed to encourage industrial research, experimental development, and technological transfer for
SMEs, by relying on territory’s interaction in terms of demand/supply of knowledge, and, on the other, by
promoting the aggregation of enterprises through enhanced techno-productive value chains.
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Marche
The interventions were thus steered to favour dialogue between the production system and the knowledge
system, and promote collaboration between and amongst enterprises, universities and centres for innovation
and technological transfer (scientific-tecnological park, etc.) throughout the territory.
The Project also aimed at further steering scientific research towards market applications, the classical
innovation model (scientific knowledge, technology, products) being «overtaken» by interactive innovation
models.
The interventions programmed within the three integrative agreements were activated in 2005, and scheduled
to be implemented within 24 months. Delays were due to the economic and employment crisis which strongly
affected the Region and, notably, some of its underutilised areas where interventions were being
implemented.
2 Project Genesis
Marche’s R&I system is characterised by:
> Almost exclusive presence of public research centres (universities);
> Enteprises’ low propension to investing in R&D, as a result of the sectoral and size-related features of
Marche’s production fabric;
> Significative presence of public-private centres for technological transfer, playing a liaising role between
research centres and enterprises (regional and non).
Latest ISTAT survey on R&D spending versus GDP at regional level (2007) indicates a definitely lower level
for Marche than the national average, notably for enterprises (Table 1).
Table 1 – R&D Spending in GDP % (2007)
Marche
Italy
Public
Institutions
0.03
0.17
No-Profit
Private
Institutions
0.00
0.04
Enterprises
0.34
0.61
University
0.29
0.36
Total
0.66
1.18
Source: ISTAT
Overall regional indicators confirm that Marche’s industrial system is characterised by innovation processes
less dependent on R&D. Furthermore, collaboration with research structures is more strongly linked to
creativity, design, organisational models and internationalisation processes, due to the sectoral and sizerelated composition of the regional industry, in which the so-called «traditional» sectors and small/very small
enterprises prevail. The relevant presence of small/very small enterprises most probably determines an
underestimation of the actual R&D activity, as most of it is performed in a poorly formalised manner, hence
more difficult to be identified, assessed and recorded.
Interventions were project-designed based on context analysis carried out to define the 2007-2013 ERDF
Regional Operational Plan and 2007-2009 Production Activities Plan, as both plans envisaged specific
programming of R&D interventions.
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Marche
The analysis was firstly carried out through statistical data retrieved from official sources in order to define the
regional socio-economic framework. In-depth analysis was then performed into R&D related issues through
official sources and sectoral experts’ contributions, in order to identify the strengths and weaknesses of the
regional system. Furthermore, the analysis was extended to the results of policies previously activated so as
to identify their criticalities and best practices.
The analysis revealed some obstacles to the creation, transfer and dissemination of specific know-how and
competencies on productive processes, notably in poor technological-industrial sectors which traditionally
represent the Region’s productive vocation. The surveys also revealed the widespread presence of
technological platforms in advanced thematic fields linked to applied mechanics (domotics, energy efficiency),
new materials and ICT, deemed as strategic for «Marche System» competitiveness.
The intervention lines aimed to increase Marche enterprises’ propension to investing in research,
development and technological transfer, and favour cooperation between enterprises and the knowledge
system to reduce the regional gap versus the national average (described above). Aid is aimed at enterprises
located in the Region’s disadvantaged areas (former Objective 2) housing industrial districts and technoproductive value chains also involving the sub-contracting and components sectors. Below, the distribution of
funded projects per province:
Marche R&I APQ
Number of Funded Projects
AN
AP
598 R&I – Tender 2005
2
1
598 R&D – Tender 2007
8
4
Technological Transfer – Tender 2008
3
6
Technological Transfer – Tender 2009
3
2
Total
16
13
FE
1
MC
PU
Total
3
1
7
4
2
19
5
2
16
5
1
12
5
47
Marche’s Regional Administrations concerted APQ interventions with the most representative entrepreneurial
and trade-union associations in the territory (through the Industrial Policy Concertation Table established
pursuant to Regional Law n. 20/2007), consolidating, at institutional level, a dialogue-based approach already
set up for regional programming. As a result, ad-hoc intervention lines were defined and envisaged within the
regional programming framework.
Consistently with regional programming objectives, the Region promoted R&I policies aimed at strengthening
the whole value chain of research and collaboration networks between public and private systems, so as to
enhance Marche’s production system competitiveness and economic growth. In such perspective, the Project
implementation plan covered the 2005-2009 period and envisaged the activation of two intervention lines
through four tenders funded by FAS, ERDF, ESF, and Italy’s FUR (Unified Regional Fund for Aid to
Enterprises).
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Marche
The four tenders were developed through the following phases and schedules:
Definition and concertation of tenders
The first phase consisted in the identification of objectives, criteria and quantitative/qualitative indicators for
project selection and evaluation. Tenders were then concerted with the most representative confederation of
entrepreneurs and trade unions on the territory. From a procedural point of view, the Project was innovative
as based on two technological transfer interventions and an obligatory training path for enterprises dealing
with young technologists involved in the Project implementation (ESF resources).
Tender publication and territory animation
Once the tenders had been approved and made public through the regional bulletin and the institutional sites
of Marche Regional Administration and economic categories involved in interventions’ programming and
implementation, tender contents and terms were illustrated through Q&A sessions and slides projected on the
occasion of local meetings. Technical assistance was furthermore provided through direct meetings and FAQs
published in the internet. It all contributed to improve the quality of project contents presented by enterprises.
Experts’ technical-scientific evaluation of eligible projects (max 180 days)
In order to implement targeted evaluation procedures, a transparent and effective system was set up to fit all
the scientific and technological sectors involved in the proposed project(s), and ensure well-defined
evaluation timelines compatible with streamlined proceedings. An on-line evaluation procedure was therefore
finetuned within a regional platform reserved to experts involved in the evaluation process. At first, the Project
involved experts enrolled in the register established at MIUR (Italy’s Ministry of Education, University and
Research); subsequently an ad-hoc list of experts (research, development, innovation, and technological
transfert) was set up through Regional Law n. 16/08.
Approval, ranking and set-up of funded projects (within 60 days from evaluation phase conclusion)
Once the evaluation phase had been accomplished by experts (in some tenders, by an internal Commission)
and scored based on objective parameters (i.e. environmental/employment/equal opportunities’ impacts), the
final ranking was submitted and approved, and the funding was notified to the concerned enterprises. The
projects were therefore formally set up, and the official start of the activities was notified to relevant Regional
Administrations.
Issuance of advance payments (within 30 days from enterprises’ application date)
In light of the economic and financial crisis (and subsequent shortage of cash), enterprises were entitled to
apply for an advance grant equal to max 60% of the overall funding, upon presentation of ad-hoc warranty
stipulated through credit institutions or insurance companies.
Interventions implementation (max 24 months)
In order to set up projects, the enterprises stipulated agreements (pursuant to tenders) with scientific/
technological partners, and young technologists involved in the Project. Tailored partnership agreements were
stipulated for projects implemented by groups of enterprises.
Research, development and technological transfer activities encompassed: reference market study, technical
scientific analysis, project-design development, analysis of technical-scientific problems, experimentation and
proto-typing of the solutions adopted.
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Marche
Intermediate and final advancing of projects (within 12 months for intermediate level; at intervention
conclusion for final level)
Pursuant to the tender, two itemised budget reports on Project advancement (intermediate and final budget
reporting) were submitted for preliminary analysis and expenditure eligibility verification.
Over the implementation phase, therefore, the advancement level was subject to economic-financial
monitoring, and verification of the actual implementation progress and attainment of intermediate/final
objectives. On-site inspections were also performed, often upon request by the enterprises wishing to share,
with regional administrations, the contents and activities implemented thanks to the grants received.
Animation and dissemination of results
The «R&I Policies» Convention was organised and held by Marche Regional Administration in Fiastra on 25
November 2010. The event was addressed to the economic, entrepreneurial and labour sectors, in order to
illustrate the mission and results of the regional industrial policy supporting the development and
competitiveness of sustainable and inclusive economic growth.
The Convention illustrated the results (also through ad-hoc exhibition spaces) of the interventions
implemented by Regional Administrations (e.g. FAS-funded projects) to support R&I investments. The event
attained remarkable success both in terms of number of participants (i.e. 350 representatives from economic,
political and cultural sectors) and interesting reflections arisen during the implementation phase.
Current situation
To date, relatively to the promotion of industrial research and experimental development (two tenders, in 2005
and 2007 respectively), all the above described phases have been completed and all the envisaged results
have been attained. The line can be considered as concluded at 30 June 2010.
On the contrary, as to technological transfer, the first tender (2008) is being completed, while the second
(2009) is being implemented compliantly with the above illustrated timelines and will presumably be
concluded by April 2012.
The main criticality seriously slowing down and/or hindering the Project implementation derived fron the
employment crisis heavily affecting the Region and, in particular, some of its disadvantaged areas.
Implementation prorogations were required and granted (upon express and motivated requests by beneficiary
enterprises) for a maximum of 6 months vis-à-vis the deadline initially set.
The Proejct enabled raising awareness of the importance of investing in R&D to enhance Marche’s
production fabric competitiveness and attractiveness, and highlighted the strategic value of cooperation
between the productive and scientific systems.
The «enterprise–knowledge» connection stimulated the creation of multi-disciplinary teams enabling
entrepreneurs, technicians, researchers and graduate students to work together, exchange competencies,
identify technological solutions to implement new products and processes, and enhance corporate
competitiveness. Researchers and technicians’ specific competencies and know-how were well blended and
capitalised in the sectors concerned.
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Marche
Addressing resources to advanced technological platforms proved strategic, as it enabled tailoring research
activities on issues exerting strong impact on «Marche System» development.
The following data are sufficiently significant:
> 47 research, development, and technological transfer interventions funded
> 18.7 million EUR investments activated
> 7 million EUR funding granted
> 24 collaboration agreements stipulated with Universities and centres for innovation and technological
transfer (Services Centres and Scientific Technological Park) on the territory
> 52 newly graduated young technologists and researchers involved in the Project.
6 Project Success
The Project’s success was based on effective programming taking into account the peculiarities of the
Region’s production fabric, and the importance of investing in human capital and capitalising on young talents
to prevent «brain drain» phenomena.
The previously adopted approach was modified consistently with the problems affecting the industrial sector
and the territory in general, in order to identify applicable solutions to fulfill the production system’s needs. To
this end, the subjects involved (researchers, young technologists, technicians, and entrepreneurs) committed
themselves to undertake complementary and integrated projects. Furthermore, the methodology adopted
ensured interventions’ efficiency and effectiveness, and allowed selecting most innovative investments with
maximum impact capacity at corporate and territorial level. As follows, a successful case implemented thanks
to FAS funding.
Project description synthesis
The Project, implemented in cooperation with Marche’s Politechnic University, enabled the above company to
introduce innovations in its products aimed at international market (i.e. Video interphone and access control
systems/devices).
The company created a new information coding system: just two
electric wires connecting multiple devices are sufficient to ensure
functionality standards previously requiring the use of multiple-wire
cables.
The Project also enables sensible reduction of connection errors,
installation costs and timing. The use of such connection devices
entails reproject-designing electronic terminal systems, utilising more
adequate and modern components, as well as functional applications
such as speakerphones.
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Industrial / Termohydraulic
Promotion Projects
Industrial Promotion Projects
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Marche
Province:
Ancona
Implementing Subjects:
Ancona Port Authority
A.N.A.S.
Budget:
25,920,000.00 EUR
Project Title:
«Marche Logistic Platform:
Infrastructural
Enhancement»
19 July 2010
1 Project Synthesis
Aiming to create an efficient intermodal system, Marche has long set up a series of initiatives for
reorganisation, improvement, and enhancement of the main junctions of the Logistic Platform composed of
Ancona Port, Jesi «Interporto» (transhipment hub), and Ancona-Falconara Airport. The overall intervention for
the logistic platform required long implementation timing and conspicuous financial resources. The most
significant infrastructural interventions were funded through multiple financial sources such as FAS 20002006 / 2007-2013, ERDF 2000-2006 / 2007-2013, and regional funds, which enabled attaining key objectives
for the territory’s economic development, aiming to implement a new unitary regional policy. The interventions
are encompassed in the following Framework Programme Agreements (APQs):
Intervention SP04 – Ancona Port, Multimodal Connections «Implementation of the connection between
Central Ancona’s railway park and the squares lying behind the new inner harbour («Darsena» − Phase III)».
It is included in the «SP Port System» APQ – Overall cost: 9.27 million EUR, of which 2.5 from FAS 20002006, 1.77 million EUR from 2007-2013 ERDF ROP, and the remaining 5 million EUR with Port Authority own
resources. The Project was implemented over 6 years (project-design: 1.5 year; works entrustment: 2 years;
implementation: about 2.5 years), finalised end-Nov. 2009, and made operational in December 2009. A new
double-tier railway route (starting from the current FS railway park (Z.I.P.A.) crossing via Mattei, and over the
Conocchio Canal through a metal bridge), now gives access to the operational yards behind the new
«Marche Darsena».
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Marche
The lengthy awarding phase strongly delayed the Project set-up. Main implementation delays and criticalities
concerned the State Railway Network (RFI SpA), which, after signing the above APQ with the Port Authority
(Implementing Subject) and Marche Regional Administration, no longer received the agreed funds (due to
internal problems). To such end, in joint agreement with the Port Authority and RFI, Marche Regional
Administration decided to devote part of the ERDF funding (about 1.77 million EUR) to the Project, thus
ensuring the completion of the railway connection by the Port Authority (upon RFI Project).
The main expected benefits are: a direct connection between the Port’s operational areas for cargo traffic
and the national railway network; freight capacity enhancement (cargo handling capacity) directly from
Marche Darsena internal area. The new railway path will enable diverting the transit of cargo trains previously
crossing the Port internal areas and the Fishery Fair area (high road traffic level), as well as recovering,
upgrading and enhancing the urban heritage of the Mandracchio area, housing one of the most significant
urban monuments (Mole Vanvitelliana).
The Project’s success relied on the close cooperation and flexibility of the subjects involved (notably from
Regional Administrations and Port Authority), who enabled preventing even longer implementation timing and
financial problems. In order to enhance Ancona Port’s operativeness, efficiency, potentialities, and connection
to the Interporto being built, the Region furthermore promoted road connections to the so-called «West Exit»,
and the recovery of existing areas for intermodality and combined transport applications (Former Scalo
Marotti area). In close coordination with the previous and subsequent actions undertaken outside Ancona,
such interventions represent a complex programme of functional works for the so-called «Logistic Platform».
Intervention VV01 − «Road Junction for Jesi intermodal centre connection» was encompassed in the APQ for
«State Road Network – Integrative Act II» (Transport Infrastructure). The overall cost is 1.5 million EUR (of
which 15.02 million EUR from FAS 2000-2006 and the remaining 1.63 million EUR through resources deriving
from the 2003-2005 ANAS Programme Contract).
The main objective was to ensure a direct road connection between the «Interporto» inner roads and SS76
motorway (A-Road).
Implemented by ANAS (Italy’s national road agency) over approximately 6 years (project-design: 4 years;
implementation: about 2), the works were finalised on 19.07.2010, when the junction was opened to traffic.
Direct benefits stem from the possibility for heavy vehicles to have direct access to the «Interporto», thus
reducing the traffic along the previously utilised secondary arteries, and increasing road safety. Direct access
to SS76 will also ensure, through Ancona Nord junction, connection(s) to Ancona Port, Ancona−Falconara
Airport and A14 Adriatic motorway. The implementation of a «dedicated» road junction and the recent railway
connection linking the «Interporto» railway area to main Orte−Falconara railway line make the intermodal
centre fully accessible and operational. Positive impact is also expected on the territory’s economy.
For railway accessibility, the Region identified ad-hoc funding of approx. 13 million EUR (out of a 20 million
EUR overall budget – ERDF 2007-2013, Marche ROP) destined to the «Interporto» company.
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Marche
2 Project Genesis
For some years Marche has been paying attention to punctual regional infrastructure (i.e. Ancona Port, Jesi
«Interporto», and Ancona−Falconara Airport) in order to analyse all the variables affecting Marche’s future
economic growth. The «Port−Interporto−Airport» network definitely represents an asset for the Region,
playing a stronger strategic market role than single junctions. Over the past few years, the Region has set up
several analyses in the freight/logistic sector and has recently integrated, into a single organic framework
(through the Regional Plan for Infrastructure, Freight and Logistic), all the initiatives set up, as well as
development strategies and logistic reorganisation, fixing punctual action lines for financial and legislative
interventions.
«Marche Logistic Platform» offers a gateway to flows from/to the Far East (through the sea-rail-road
connections with Europe) and transhipment towards minor ports in the Balkan Area (thanks to the
Port−Interporto−Airport network).
The Logistic Platform can play a fundamental role in serving the Middle Adriatic macro region, notably for
efficient collection and distribution of goods. It is however essential that it assume a strategic role for the
reorganisation of the freight system serving «Marche Districts»; hence the Regional Plan for Freight and
Logistic has envisaged the implementation of a system of district platforms or junctions.
Aiming to an overview of the territory and its Production Districts in which such platforms for freight and
logistic could be located, Marche’s action shall be aimed at stimulating factual concertation among all main
actors, local institutions, transport and logistic operators, industrial clients, etc. The above facilities shall be
complementary to Jesi «Interporto», Ancona Port, and Falconara Airport, and offer qualifying opportunities for
traditional railway and road transport.
In order to implement its Logistic Platform, the Region performs a leading role of all the interventions,
entrusted to their respective facilities’ operators, and namely: the Port Authority for the Port; the Società
Interporto Marche SpA for the «Interporto»; ANAS (national road agency) for State roads; and Società
Aerdorica SpA for the Airport. Implementation is based on close collaboration with the RFI (in the event of
interference or connections with the railway network), local administrations, and all other possibly interested
bodies.
In particular, Intervention SP04 – Ancona Port, Multimodal Connections «Implementation of the connection
between Central Ancona’s railway park and the squares lying behind the new «Darsena» − Phase III» (SP
Port System APQ) was directly entrustred to the Port Authority, in agreement with the RFI.
The main phases are:
> Project-design: Final 01.06.2003−05.08.2003; Executive: 07.12.2005−16.12.2005.
> Tender selection and works entrustment: Public tender (most convenient offer criteria) awarded on
02.05.2007
> Works implementation: May 2007–Nov. 2009 (end: 26.11.2009)
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Intervention VV01 − «Road junction for Jesi intermodal centre connection», pursuant to «State Road System
– Integrative Act II», directly implemented by ANAS – Marche Road System.
The main phases are:
> Project-design: Final: Sept. 1997–March 2004; Executive: Dec. 2007–April 2008.
> Tender and works entrustment: Integrated tender procedure awarded on 21.05.2007; Executive projectdesign approved on 28.08.2008
> Works implementation: 18.09.2008 – Works finalisation: 19.07.2010
The implementation of such projects primarily requires constant coordination of all the subjects involved. First
of all, it is necessary for them all to jointly agree on the final objective, hence to clearly define each subject’s
role and task. Attention shall also be paid to the underlying procedures for implementation of public works,
notably above EU thresholds.
The criticalities encountered are of different nature; nevertheless they all have in common the intermediating
role performed by Regional Administrations in trying to identify possible solutions and, whereby strictly
necessary, employing additional financial resources (e.g. above Intervention SP04 − railway connection).
In such case, Regional Administrations promoted an additional agreement with the Port Authority and RFI,
entrusting the RFI to provide the project-design, the Port Authority to manage both tender and works (and
partly co-fund them), and the Region to ensure the missing funding.
With regard to Intervention VV01 (road junction), main criticalities are to be ascribed to ANAS, which failed to
identify the necessary funds. Furthermore, once the regional co-funding had been obtained through APQ, the
project-design schedule was protracted to enforce the ministerial prescriptions issued over the Environmental
Impact Assessment.
From a regional point of view, it is worth highlighting the need to prevent double-funding risks when managing
interventions co-funded through several financial sources. Beneficiaries’ declarations are not deemed as
sufficient; it is instead necessary to ensure a unitary monitoring system focused on each intervention rather
than on the related funding. In such persective, Marche is implementing a unitary monitoring and expenditure
reporting system.
Marche expects remarkable (direct/indirect) benefits from «Marche Logistic Platform», notably in terms of:
economy, employment, logistic services enterprises, and environment (road decongestion, air pollution
reduction, road safety, etc.).
The implementation of the previously mentioned infrastructure, although indispensable, is only one of the
fundamental components required to attain such benefits. The essential role is indeed entrusted to Platform
management and positioning within the European market. The Region shall therefore: propose the «logistic
system» potentialities as a coordinated, integrated and competitive set; stimulate efficient, flexible and
competitive organisation/management models; and attract traffic flows by providing sector operators with
guaranteed services. To such end, it is necessary to subsequently fund infrastructure management – e.g.
promoting railway transport, compensating its cost differential versus road transport, or favouring railway/sea
transport both for North-South and East-West directions.
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6 Project Success
The main strength of «Marche Logistic Platform» certainly lies in dislocating its three main «junctions» (Port,
Interporto, Airport) within few kilometres.
From an economic point of view, the increased efficiency of the logistic system can also impact/increase
GDP. Marche’s enterprises could avail themeselves of new logistic services and reorganise the transport
phase recovering a market slice currently left to third parties.
From a mainly environmental point of view, the Platform full functioning can enable reducing pollution (air,
sound, etc.), as it enables the so-called «modal shift», namely traffic shifting from one transport mode to
another (e.g. from road to railway, etc.). It is worth underlining that the direct railway connection between
Ancona Port and Jesi Interporto and the adjustment of the combined transport terminal in Ancona Port could
enable setting up the so-called «Progetto Due Mari» (i.e. «Two Seas Project»). Implemented by Marche and
other central Italy’s regions, the Project would enable connecting the Adriatic and Thyrrenean Seas for sea
transport of containers from Greece and Turkey to the Ancona Port, and from there to Civitavecchia Port and
then to Spain and France. Main «actors» would be: airports, port authorities, railway companies, and the
other logistic operators involved.
Should the hypothesis prove succesful, a combined transport solution (railway−road) could be implemented
along the other freight directrix reaching Ancona Port and the directrix leading to central Europe (Holland and
Germay). It is worth underlining that «Marche Interporto» enables reducing road traffic and pollution, and
enhancing safety.
These are only some of the possible results. Infrastructures are by now at a good stage and their
management is being set up; it is now necessary to invest in best organisational patterns and «relocation» of
the «Marche Logistic Platform».
The lesson for future projects is twofold: on one side, collaboration among subjects, with clear regional
coordination and general acknowledgement in terms of competencies and professionality; on the other side,
going beyond economic operators’ requests and impacting on the deepest causes of backwardness and
inefficiency, by proposing more complex solutions that require operators, in their turn, to accomplish
adjustment and modernisation efforts. The request for more infrastructures was fulfilled through «Marche
Logistic Platform» and innovation in the goods exchange system.
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Marche
Ancona Port – «Darsena»
SS 76 Junction – Works Implementation
(Background: Marche Interporto)
Ancona Port – Railway Junction
Cargo Area
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Molise
155
Molise
Priorities
On 1 February, Italy’s Government and Molise Regional Administration stipulated the Institutional
Programme Understanding («Intesa Istituzionale di Programma») which set up an ad-hoc policy to address
resources the socio-economic rebalancing of the Region’s underutilised areas, identifying common interest
Programme Agreements − and related Integrative Acts, in sectors such as: Agriculture, Environment, Urban
Areas, Cultural Heritage, Towns, Soil Protection, Fishery, Labour Policies, R&I, Water Resources, Sanitary
Infrastructures, School, E-Government and Information Society, Local Enterprises Development, Safety,
Transport ,and Road Infrastructure.
Being the implementation tools of the above Understanding, APQs enable implementing Administrations’
will, identifying ad-hoc interventions to attain the objectives pursued, and ensuring their consistency with
Being an operational programming instrument, each APQ illustrates all the interventions to be performed,
identifying their responsible subjects, costs, implementation timing, and financial coverage.
Over less than a decade Molise Regional Administration has programmed 588.4 million EUR, setting up
1,435 interventions in the sectors identified. In detail:
>330 interventions – Agriculture
>117 interventions – Environment
>9 interventions – Urban Areas
>212 interventions – Cultural Heritage
>19 interventions – Towns
>101 interventions – Soil Protection
>4 interventions – Fishery.
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> 13 interventions – Labour Policies
> 35 interventions – R&I
>122 interventions – Water Resources
>26 interventions – Sanitary Infrastructure
>40 interventions – School
>18 interventions – Information Society
>37 interventions – Local Enterprises Development
>5 interventions – Safety
>347 interventions – Transport and Road System.
Cohesion enabled active subjects at local level to jointly cooperate aiming to one single objective: creating
growth and progress for the territory and its inhabitants.
Numerous projects were implemented to such end; among them, it is worth mentioning:
> «Campobasso: Purchase and Upgrading of Regional Headquarters (Former Enel Property)»; and
> «Frosolone, Duronia, Civitanova del Sannio: Trigno Valley Floor − Biferno Valley Floor Connection».
The following page will illustrate in detail the two above projects, as they represent the most successful
cases. Their implementation was also enabled by sound collaboration between Molise Regional
Administration, Italy’s Ministry of Economic Development, and relevant Central Administrations.
Through this publication, Molise has the opportunity to inform citizens, in a transparent and direct mode, of
how public resources have been invested at regional level, highlighting the results and benefits thus
attained.
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Molise
Province:
Campobasso
Municipality:
Campobasso
Molise Regional Administration
(Regione Molise)
Project Title:
«Campobasso: Purchase
and Upgrading of Regional
Headquarters (Former Enel
Property)»
Budget:
10,879,000.00 EUR
(of which 10,331,192 EUR from FAS)
1 July 2009
1 Project Synthesis
The Project is encompassed in the Second Integrative Act to the «Towns» APQ stipulated on 30 January
2007 between Italy’s Ministry of Economic Development, Ministry of Infrastructure, and Molise Regional
Administration. The overall budget of the «Purchase and Upgrading of the Regional Headquarters – Former
Enel Property» Project is 10,879,000 EUR (of which 10,331,192 EUR from 2000–2006 FAS resources and
547,808 EUR from regional co-funding).
The Project was developed through two main phases focusing on: i) purchasing of the property; and ii) its
recovery and functional upgrading to enable transferring some regional bodies located in various areas of the
Province of Campobasso.
The main objective was to provide the Regional Administration with dedicated and functional/institutional/
representation headquarters to favour enhanced quality of the activities performed in terms of: procedural
streamlining, improved organisational efficiency ,and reduced rent expenditures.
The Project was implemented over less than 3 years:
> 8 months – Preparation to property purchase (via Genova, former seat of ENEL offices), activated through
Regional Council Decision n.1172 of 2 August 2006 and concluded on 5 April 2007 with the stipulation of
the purchase contract;
> 2 years – Project-design and implementation of upgrading works. On 20 July 2007 a Working Group was
established within the Regional Administration and entrusted to design the preliminary project. Upon it, a
tender was launched and the works contract was subsequently awarded on 10 March 2008. Works were
finalised on 20 June 2009, and the stress test was carried out on 23 June 2009.
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Molise
The property underwent several ad-hoc interventions prevalently to upgrade its structure and components,
adequate them to provisions in force, and functionally reorganise surfaces, aiming to cost/effectiveness and
efficiency balance between management and maintenance costs. Criticalities were notably encountered over
purchase, project-designing, and implementation phases.
Savings resulted from the reduction of rent and management fees, as well as from a rational logisticfunctional-organisational arrangement of regional offices.
The building (five overground floors and a basement level – overall surface: over 5,000 sqm) was equipped
with a KNX international standard building automation system for enhanced management of electric systems
and special devices (e.g. electricity distribution, ordinary and emergency lighting, safety, etc.). The systems
meet the requirements prescribed by the EN 15232 Rule for Class A energy efficiency. Versus Class D,
savings amount to approximately 50% for thermal energy, 20% for auxiliary equipment electricity, and 40% for
ligthing system electricity. Estimates reveal that for the sole lighting system, annual electricity saving is equal
to 50-60 MWh (i.e. 10,000 EUR saving). In sum, based on the methodology prescribed by the above
provision, energy saving through smart control sytems is estimated at 38%.
2 Project Genesis
The creation of unified regional headquarters has long been a key priority for Molise Regional Administration,
as the old fragmented structure (several regional offices in different locations) resulted in high rent
expenditures and operational underperformance.
The Regional Council therefore deemed it essential to secure adequate and distinguished own seats, namely
a set of buildings to house its institutional bodies, DG offices, and all the structures, facilities and services
necessary to perform its own institutional/administrative/representation functions.
The Project is encompassed in a wider plan aimed at grouping the buildings housing all directorate generals
and in a programme of interventions for architectonic/functional upgrading and harmonisation of Campobasso
central areas.
The Project was carried out through the two mentioned procedural steps.
In detail, relatively to the purchase phase, the timing of the main administrative fulfilments was:
> DG I Decision n. 46 of 28 August 2006 appointed an internal Commission for assessing property price
adequacy;
> On 3 October 2006, following some inspections, the Commission drew up an assessment report stating that
the market value (5,900,000 EUR – VAT excluded) requested by the owner (Dalmazia Trieste srl) was
adequate;
> Regional Council Decision n. 1965 of 20 November 2006 approved the above assessment report,
authorising the relevant Director to undersign the purchase deed;
> On 5 April 2007 the sale/purchase deed was undersigned for overall 7,080,000 EUR (VAT included).
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Molise
Relatively to the property functional recovery:
> Studies and project-design phases:
– DG I Decision n. 34 of 20 July 2007 established a Working Group within the Regional Administration for
preliminary project-designing for recovery of the former Enel property;
– Regional Council Decision n. 950 of 30 July 2007 approved a preliminary project for overall 3,500,000
EUR, to be tendered for general executive project-design and first functional section project-design. The
same Decision also approved the tender notice (and related terms and conditions) concerning the first
functional section of the executive project-design (1,500,000 EUR);
– Official Gazette V n. 106 of 12 Sept. 2007 published the tender notice for entrustment of the project-design
and implementation of works for functional recovery of the building formerly belonging to ENEL and
located in via Genova, Campobasso;
– Regional Council Decision n. 264 of 10 March 2008 awarded the tender contract to «Omniacostruzioni srl»
and approved the general executive project-design and first functional section project-design;
> Works implementation: Started urgently via Decision dated 20 March 2008, the works then underwent
modifications (Regional Council Decision n. 272 of 16 March 2009) for overall 3,799,000 EUR, and were
finalised on 20 June 2009.
> Final Stress Test: 23 June 2009.
> Completion: Nov. 2009, the newly acquired functionality enabled all the Regional Services (previously
working in rented buildings located in different areas of Campobasso) to join in the same building (i.e.
Administrative, Management and Representation Services of the Regional Council for Programming and
Budget).
No particular criticalities were encountered over the phases of property purchase, project-designing, and
implementation of the adjustment interventions.
During the implementation phase, new needs arose and required non-planned interventions to be carried out
in the attic and basement areas of the building. The implementation of further works entailed bigger than
allocated/approved resources, which required the definition and approval of modifications and the integration
of expenditures within a new economic framework (3,799,000 EUR) upon Regional Council Decision n. 272
of 16 March 2009.
The Project enabled purchasing the building formerly housing ENEL offices (via Genova 11, Campobasso)
and adjusting/upgrading it so as to house the Regional Administration’s institutional representation
headquarters.
The Project implementation allowed aggregating three important and strongly interconnected administrative
bodies (i.e. Regional Council, previously located in Via XIV Maggio 120; Programming Council, previously
located in Corso Bucci 54/A; and Budget Council, previously located in Via Cavour) in the new hospitable
building in Via Genova, equipped with modern systems and technologically advanced tools – which enables
the staff to carry out their respective tasks in a more adequate working environment.
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Molise
Intranet connections enable higher efficiency, transparency and streamlined bureaucratic-administrative
procedures underlying the provisions daily issued. Several data are transmitted via IT and telematic support,
(thus minimising the use of paper) and providing/receiving plenty of information on the activity carried out by
single offices to implement and speed up administrative procedures (both at single and overall level).
The automation systems installed in the whole building integrate/enhance management of electric/special
devices/systems, and enable energy savings in terms of: 50% for thermal energy, 20% for auxiliary devices’
electricity, and 40% for lighting system electricity.
The Project proved outstanding not only for the benefits provided to the community, but also for the
successful attainment of the programmed objectives compliantly with the set schedule.
6 Project Success
The new institutional headquarters of Molise Regional Administration successfully result from effective reutilisation and upgrading of a dismissed building. Following ad-hoc interventions for functional adjustment and
automation systems installation, the building can now make the Regional Council newly operational and
consistent with energy saving and environmental protection requirements.
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Molise
Provinces:
Campobasso and
Isernia
Municipalities:
Frosolone, Duronia
and Civitanova del Sannio
Project Title:
«Frosolone, Duronia,
Civitanova del Sannio:
Trigno Valley Floor –
Biferno Valley Floor
Connection»
Sannio Mountain Comune
Budget:
10,329,137.98 EUR
By September 2013
1 Project Synthesis
Within the «Transports and Road Infrastructure» APQ, the Project was stipulated on 31 December 2002
between Molise Regional Administration, Italy’s Ministry of Economy and Finance, Ministry for Infrastructure,
and ANAS (Italy’s national road agency).
The overall budget is equal to 10,329,137.98 EUR, entirely funded through 2000-2006 FAS resources.
The concerned directrix (approx. 25 km) represents a transversal link between the Biferno Valley Floor and
Trigno Valley Floor, which connects urban centres such as Agnone, Castelverrino, Frosolone, Molise,
Duronia, Casalciprano, and Civitanova del Sannio to Campobasso and Isernia (main towns), and enables
linking Fresilia industrial area with the two main longitudinal arteries (i.e. Naples−Rome−Milan Motorway, and
Bari−Canosa−Bologna Motorway).
The first section was implemented by Isernia Provincial Administration (Cassa per il Mezzogiorno funds); the
second was implemented by the Sannio Mountain Commune (FAS funded).
Project works started early 2007 and are expected to be finalised by September 2013.
Main expected benefits are related to the reduced track length, resulting in shorter travelling time and
enhanced safety. The reduced route towards the Region’s two main administrative centres affects all urban
centres exerting a relevant impact on Molise regional economy. The route is developed along the Fiumarella
riverbed, alternatively engaging both its right and left banks and crossing the River through bridges and minor
works. Transversally, the road is 11-metre wide: two lanes (3.75-metre each), two shoulders (1 metre each),
and two kerbs (75 cm each).
Nearby the viaducts, the transversal section becomes approx. 11-metre wide: one lane (9.5 metres) and two
pavements (1 metre each).
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Molise
2 Project Genesis
The Project stems from the need to implement a transversal link between Biferno Valley Floor and Trigno
Valley Floor, connecting municipalities such as Agnone, Castelverrino, Frosolone, Molise, Duronia,
Casalciprano, and Civitanova del Sannio to Campobasso and Isernia (main towns), and linking Fresilia
industrial area to two main longitudinal arteries (i.e. Naples−Rome−Milan Motorway, and
Bari−Canosa−Bologna Motorway).
The analysis underlying the techno-economic feasibility study was based on the following elements: i) traffic
and its evolution over time; ii) road geometry, travelling speed, conditions, and costs; iii) improved geometric
conditions; iv) parameters for artery integration into local conditions; and v) measures to curb its
environmental impact.
The analysis focused on users’ safety, either through a comparative analysis of various track solutions or
through geological/geotechnical recovery and environmental settlement interventions.
In such a geologically complex area, the opportunity to implement works along a road axis has always been
also an opportunity to operate on environmental settlement, also within surfaces non strictly linked to the
specific intervention.
The territory impacted by the Project works encompasses the Municipalities of Frosolone (IS), Duronia (CB)
and Civitanova del Sannio (IS).
Major administrative proceedings at municipal level consisted in the approval of the urban planning
amendments to the Building Plans of the Municipalities of Duronia and Civitanova del Sannio.
The Project was tendered through integrated procedure, and works were awarded through contract registered
on 02.05.2006 and delivered on 26.02.2007.
The implementation works were set up in February 2007, suspended on 05.08.2009, resumed on 28.12.2009
and newly suspended on 13.02.2010 (pending the additional funding of 1 million EUR for completion of the
required functional adjustment works), and became functional on 20.11.2011.
Despite the Project complexity, no relevant criticality was encountered. Works were suspended on 05.08.2009
and 28.02.2010. In particular, the second suspension was necessary to implement functional adjustments for
works completion. It is now necessary to ensure the functionality of the lot between Fresilia industrial area
and Km 7+790 along the Biferno Valley Floor–Trigno Valley Floor directrix through a connection to Civitanova
del Sannio urban centre. Furthermore, it is necessary to ensure safe implementation in such a geologically
complex area, and upgrade the road compliantly with safety requirements imposed by current legislation.
Regional Council Decision n. 627 of 26.07.2010 proposed reprogramming 2000-200 FAS resources for
overall 1 million EUR funding of the above works.
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Molise
The connection between the Biferno Valley Floor and Trigno Valley Floor (25 km long, of which 17 km already
implemented) represents a fundamental transversal directrix to connect the inhabitants of central/northern
Molise both to Campobasso (regional capital town) and Isernia (provincial capital town), as well as to the
Adriatic Motorway (south-east) and the Tyrrhenian Motorway (north-west).
The current link between Agnone and Campobasso stretches over approx. 86 km. Once the transversal
connection has been completed, the route will be 54-km long, and the current travelling time will be reduced
by over one hour.
Besides shortening the route length, the new artery geometry will allow for, at least, doubled speed vis-à-vis
current geometry, thus reducing travelling time and enhancing safety conditions.
Route shortening towards Molise’s two main administrative centres affects all the urban centres in the area
exerting a relevant impact on the economic life of the entire Region. The new artery connects, through
secondary roads and new junctions, all the urban centres in the area.
6 Project Success
The Project must be considered the exemplary result of active collaboration among all the administrative
levels involved (Ministry of Economic Development and Molise Regional Administration, firstly) which enabled
utilising public resources effectively to solve old date problems in the regional road system, which had long
undermined Molise’s economic development and safety.
Despite some delay, the budget and implementation schedule is being respected thanks to extremely
attentive study and project-design phases involving Molise’s best resources on transport engineering and
economic planning.
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Molise
Route
Intervention Framework
INQUADRAMENTO DELL’
DELL’INTERVENTO
AGNONE – CAMPOBASSO
86 KM
54 KM
AGNONE - CAMPOBASSO
AgnoneAgnone-F.V.Trigno
F.V.TrignoF.V.Trigno-PIP Fresilia
PIP FresiliaFresilia-F.V.Biferno
F.V.BifernoF.V.Biferno-Campobasso
TOTALE
AgnoneAgnone-Pescolanciano
PescolancianoPescolanciano-SS17
Innesto SS17SS17Campobasso
TOTALE
15
15.5
8.5
15
54
km
km
km
km
km
25
13
km
km
48
86
km
km
LA FONDO VALLE FRESILIA
FRESILIA
Fondo Valle Verrino
Fondo Valle Trigno
Bagnoli
Tratta realizzata
BifernoBiferno-Civitanova:
Civitanova: 16.5km
Completamento
CivitanovaCivitanova-F.V.Trigno:
F.V.Trigno: 8km
Bagnoli
Civitanova
del Sannio
Area Industriale
Frosolone
San Pietro in
Valle
Casalcipriano
Spinete
Fondo Valle
Biferno
Fresilia Valley Floor
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Piedmont
166
Piedmont
Priorities
The Institutional Programme Understanding («Intesa Istituzionale di Programma») between Italy’s
Government and Piedmont Regional Administration was stipulated on 22 March 2000, so as to provide
Italy’s Central Administrations and Piedmont Regional Administration with an adequate negotiation
framework to programme both Community and national public investments, notably through the Fund for
Underutilised Areas (FAS).
Besides defining general objectives (i.e. acceleration and upgrading of the territorial development process),
the legislation regulating the regional Understanding also indicates its prioritary axes (i.e. natural and
cultural resources, networks and services). The Understanding was subsequently integrated with new
thematic issues such as: ecological network; towns; Information Society; research; and integrated local
development (which involves, at different levels, all local bodies).
Once the Understanding implementation phase was set up, ad-hoc Framework Programme Agreements
(«Accordi di Programma Quadro» − APQs) were stipulated (39 APQs over 2000-2006) in the sectors
deemed as strategical for the Region, and namely: Water Resources; Cultural Heritage; Soil Protection;
Tourism Enhancement; Transport; Reclamation; Information Society; and Scientific Research (applied at
regional, local development, and urban level). The Understanding was furthermore integrated with an
interregional APQ (Turin-Aosta) and an agreement on Youth Policies.
From an operational point of view, APQs define the common interest executive programme involving
different public and private actors through the promotion and direction role played by the Department for
Development and Economic Cohesion (DPS) of Italy’s Ministry of Economic Development, and Piedmont
Regional Administration. In particular, APQs indicate and detail: single interventions to be implemented;
related terms, conditions and responsible subjects; possible administrative instruments to be activated
(programme agreements, covenants, conventions, etc.); source and amount of overall financial resources
activated; procedures and subjects responsible for monitoring and verification of results.
Both Understandings and APQs provide adequate verification and monitoring instruments to supply
decision-makers in charge of programme components with information on the implementation process (i.e.
single interventions, APQ, Understanding).
As a matter of fact, increasingly punctual procedural and IT instruments were finetuned along with
monitoring initiatives, pursuant to CIPE Decision n. 17/2003, aimed at reinforcing such activity.
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Piedmont
The volume of investments mobilised by the regional Understanding (through APQs) amounts to approx. 2
billion EUR, inclusive of integrative resources (provided by Regional Administration, State, other local
bodies, private subjects, and the EU) which enabled activating more than 1,700 infrastructural and system
actions. FAS funding to the Piedmont Region amounts to 662 million EUR (37% of total resources) through
APQs, followed by resources provided by other Central Administrations (22%), regional funding (15%),
other Local Bodies (11%), private subjects (11%) and, eventually, by the EU (4%).
Over time, FAS programming has allowed introducing and consolidating forms of concertation and
negotiating among all levels of government involved (State−Region−Local Bodies), and has contributed to
enhance the project-designing capacity of subjects called to promote and implement interventions.
As follows their detailed list and related policy sectors1:
> 499 interventions in the «Soil Protection» sector (about 163 million EUR) to eliminate/reduce widespread
hydro-geological risks (through strategic and smaller-size interventions) and ensure safety of inhabitants,
urban centres, and infrastructure, and development of local communities (mainly mountain communes).
To such end, it is worth signalling the implementation of the «Gran Giorgio Stream and Dora Torrent of
Melezet – Water settlement for protection of Bardonecchia (Melezet Fraction – TO)» Project;
> 493 interventions in the «Research» sector (about 157 million EUR), strategically aiming to enable the
Region’s transition to an economic model based on widespread knowledge and innovation, meant as
production, and competitive exploitation of new scientific-technological, economic and social
opportunities. The main areas concern: bio-sciences, sustainable development, nano-technologies,
aeronautics and space;
> 257 interventions in the «Cultural Heritage» sector (about 580 million EUR) to enhance cultural and
historical resources having national and regional relevance. In particular, the project for upgrading and
enhancement of the Sabaudia Residences (UNESCO World Heritage) is a prioritary objective both for the
State and Piedmont Regional Administration, as confirmed by the unitary objectives aimed at
restructuring the Residences (Venaria Reale and Rivoli, Stupinigi and Pollenzo, Racconigi and Villa della
Regina).
> 237 interventions in the «Water Cycle» sector (about 390 million EUR) to preserve surface and
underground waters and improve the water environment, and protect and safeguard all the related
ecosystems. To such end, it is worth signalling the depuration plant of Canove di Govone and extension
of the consortium sewer system;
> 134 interventions within the «Local Development and Towns» Axis (about 300 million EUR) through: six
APQs to favour integrated programming development, implement urban infrastructural works, and
enhance Territorial Pacts’ interventions; as well as actions aimed at Tourism (i.e. construction of
infrastructures for the 2006 Turin Winter Olympic Games; enhancement of thermal resorts; etc.).
1 Source: SGP
– Monitoring data at 31.12.2010
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Piedmont
> 75 interventions in the «Mobility and Transport» sector (about 298 million EUR) to: improve the regional
network of interchange hubs between public-private transport mobility systems; foster re-balancing of
transport systems to ensure Piedmont’s competitiveness and integration both at national and European
level; and enhance the regional airport system for the 2006 Olympic Games. To such end, it is worth
signalling the implementation of the Trofarello interchange hubs for passengers.
Other interventions were implemented in the «Reclamation» sector (about 16), for enviromental recovery of
polluted sites, and in the «Information Society» sector (about 28, for overall 43 million EUR circa). Specific
actions were carried out for the Understanding Governance through ad-hoc APQ to ensure stronger
cohesion of regional actions aimed at improving preparatory activities, as well as surveillance, evaluation
and verification of effective attainment of the objectives pursued by the Understanding and related APQs.
Cohesion enabled active subjects at regional level to cooperate aiming to a single objective: creating
progress and growth for the territory and its inhabitants. The following pages will illustrate the two most
successful projects, whose implementation produced numerous benefits in terms of environmental impact
and support to inhabitants’ needs – namely:
> «MOVIcentro: Enhancing Public Transport Use»; and
> «Recovery of La Venaria − Reggia and Gardens».
Their implementation was also enabled by sound collaboration between Italy’s Central Administration and
Piedmont Regional Administration.
thus attained.
1 Source: SGP
– Monitoring data at 31.12.2010
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Piedmont
Province:
Turin
Municipalities:
Various (26)
Municipalities and Province of Verbano
Cusio Ossola
Budget:
Project Title:
«MOVIcentro: Enhancing
Public Transport Use»
99,200,000.00 EUR
31 December 2003
1 Project Synthesis
The «MOVIcentro» Project was set up at regional level in the 1980s, and subsequently integrated into the
Institutional Programme Understanding between Italy’s Central Administration and Piedmont Regional
Administration through two ad-hoc Framework Programme Agreements (APQs). The first APQ was stipulated
in 2003; its first Integrative Act in 2008.
The Project, or more precisely the «Programme», promoted the project-designing and implementation of a
series of Park & Ride facilities in the Region to favour people’s functional mobility. Located at significant
crossroads along public/private transport networks, Park & Ride facilities help travellers’ transfer from one
means to another, and make collective transports more accessible and convenient to fulfill inhabitants’
demand for mobility. Depending on their specific location (i.e. proximity to railway stations), Park & Ride
facilities can furthermore promote recovery and upgrading of urban estates and spaces (both from
architectural and functional points of view).
Upon specific request from the DG for Programming, over 2010-2011 IRES Piemonte carried out a specific
research on Movicentri stemming from the APQ for «Innovative System Actions supporting governance and
programming, verification and evaluation of Institutional Programme Understanding activities», stipulated
between Italy’s Ministry of Economic Development and Piedmont Regional Administration in December 2006.
The information hereby illustrated mostly stems from the Movicentri survey.
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Piedmont
The survey analysed the level of implementation of the MOVIcentro Programme by:
> Reconstructing the Programme financial framework and its possible amendments during implementation;
> Analysing main features of Programme implementation (spending trends and procedural timing);
> Composing the overview of the works and services implemented;
> Highlighting, for a restricted number of cases, the urban-planning and territorial effects of Park & Ride
facilities.
The survey relied on various sources and methods of analysis. The analysis of Programme implementation
level was based on data from APQ monitoring systems, integrated with information retrieved through a
questionnaire addressed to the subjects implementing Park & Ride facilities. The analysis of urban-planning
and territorial effects was carried out through three case-studies. The information collected through interviews
to privileged local actors was integrated with information available at the Territory Agency (OMI data bank),
which processes (municipal scale) data related to sell/buy prices of estate properties. The «MOVIcentro
Project: implementation degree and case-studies» Report (IRES-Piemonte, 2011) is available at IRES and
Piedmont Region’s institutional websites.
2 Project Genesis
The MOVIcentro Programme was firstly defined at institutional level by the second Regional Plan for
Transport and Communication (PTR) adopted at end-1990s, in a period of deep sectoral reformd at national
and regional level.
The Plan for Transport reveals a series of criticalities in the regional transport system (unsatisfactory internal
accessibility indices in some areas, very low service level for passenger transport, railway network undersizing, poor attention to intermodality, etc.1) and proposes an array of ad-hoc services, among which the
MOVIcentro Programme (at its first institutional definition).
On the basis of PTR indications, the first initiatives were set up to implement the MOVIcentro Programme by
identifying a first list of towns where Park & Ride facilities could be located. Meetings with provincial/municipal
administrations and the RFI (as interventions often concern its properties) assessed interest in the initiative
and defined the programming criteria for a regional network of Park & Ride facilities.
The first project-designing phases were set up through ad-hoc agreements stipulated by Regional
Administrations and relevant Local Bodies, and through an MoU between the Region and the RFI in
1999−2000.
The project-designing and implementation of single Park & Ride facilities set up in 2003 were continued within
the APQ and integrated in 2008 through its first Integrative Act.
The stipulation of the first APQ and its Integrative Act marked an important step in the Programme history. It
designed a more reliable multi-year financial framework with higher resources and better defined procedural
rules (identification of responsible subjects, semestral verification, etc.) for implementation of single projects.
The two agreements related to the MOVIcentro Programme funded 27 interventions (across 26
municipalities) for overall 99.2 million EUR circa (of which 24.3 million from FAS).
1) Piedmont Region – Second Regional Plan for Transport and Communication, Sept. 1997, p. III
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Piedmont
The monitoring action carried out during the IRES survey reveals the MOVIcentro Programme is at an
advanced stage of implementation.
As to the financial profile, on the basis of the two underlying APQs, the monitoring system enabled identifying
that 99.2 million EUR were allocated to the Programme (i.e. spent/not-yet-spent amounts). Major funding
subjects were: the Region (39%), Municipalities (29%), and the State (25%); and expenses amount to
approx. 70.7 million EUR (74% of the overall forecast cost). The first APQ borne approx. 66.2 million EUR
spending (82% of the overall forecast cost), while its Integrative Act (April 2008) recorded lower spending
(31% of total APQ budget – i.e. 14.8 million EUR), being the second APQ mostly complementary to the
interventions carried out within the first APQ.
Moving to the features and implementation degree for single Park & Ride facilities, it is worth noting a wide
array of promoted works. The survey carried out at pre-intervention level revealed 80% of significantly poor
endowment of services and facilities. In response to the need identified, the Programme promoted a
considerable amount of works impacting on: the car parking network (100%), by creating/widening
new/existing facilities; relocated and/or enlarged bus/coach terminals (91%); bike parking areas (87%);
pedestrian crossing systems (83% of Park & Ride facilities) – interventions to enhance their functionality and
safety; user services, such as ticket offices and waiting rooms (65%); travellers facilities (52%). In other
words, all the projects acted simultaneously on the elements composing Park & Ride facilities.
Most works are complete and partially/fully operational. Among the interventions currently being implemented,
the main percentage concerns parking-related works (for cars and bikes).
Data are updated at December 2009 (latest available monitoring data at survey time).
The Project revision process (set up once the financial sources had been ensured by the APQ) entailed a
longer than expected project-designing phase (as often in complex public works) and a remodulation of the
overall costs charged to promoters.
In some cases, also preliminary project-designs underwent adjustment/updating – i.e. works related to the
commercial tertiary sector, not encompassed in the APQ and focusing on transports, and Park & Ride
facilities.
Some slowdown was ascribed to the acquisition of permits/authorisations granting rights on property areas
involved by the MOVIcentro Project. At times, also authorisations from the Superintendence to Cultural
Heritage were required so as to recover old/ancient buildings belonging to former public companies.
Piedmont
Park & Ride facilities provide an interface between two or more types of transport means (i.e. car, train, bus,
etc.) or means of the same type (e.g. buses/coaches), facilitating travellers’ transfer from one means to
another through special organisational, structural and operational devices.
Usually located nearby railway stations, within areas recording significant circulation flows, Park & Ride
facilities enable upgrading or reorganising important/strategic urban areas (sometimes deteriorated).
Without denying that some criticalities still persist, the Programme has however contributed to systematise
and/or strengthen the potentialities of the 27 locations identified as Park & Ride facilities, to be fully exploited
through subsequent initiatives (both local and regional).
The survey furthermore enabled reconstructing the procedural timing of interventions (broken down into
specific phases: project-designing; and implementation), revealing the project-designing phase usually takes
longer than implementation (56% versus 44%).
Eventually, as to the urban upgrading resulting from Park & Ride facilities, the three cases revealed that the
interventions did contribute to improve the respective urban contexts (around Park & Ride facilities) without
«direct» repercussions on the trend of their value/prices.
Inter-modal Stations – Map
Inter-Modal Station
Inter-Modal Station
173
Piedmont
Province:
Turin
Municipality:
Venaria
Piedmont Regional Administration,
«La Venaria Reale» – Cultural Enhancement
Consortium
Budget:
Project Title:
«Recovery of La Venaria −
Reggia and Gardens»
200,000,000.00 EUR
October 2007
1 Project Synthesis
In recent years the system of cultural heritage assets has recorded strong development dynamics and
convergent interests in regional policies from public administrations, banking foundations and territorial
actors. This substantial harmonisation of cultural heritage policies (the only at national level) enabled
identifying joint/shared strategies to enhance museums, libraries and archives capable of supporting,
favouring and setting up local development processes.
In particular, the Project for upgrading and enhancement of the «Residences of the Royal House of Savoy»
(UNESCO World Heritage Site) is a priority objective both for the State and Piedmont Regional
Administration, as demonstrated by unitary objectives for restoring the Residences of Venaria Reale, Rivoli,
Stupinigi, Pollenzo, Racconigi, and Villa della Regina. All such luxury buildings are aimed at becoming
«museums of themselves» and/or host permanent cultural institutions and activities, such as: exhibitions,
periodical manifestations, centres for promotion of studies/research/meetings, exchange and experimentation
in sectors ranging from architecture to history, from agriculture to typical produce, from environment to
landscape, from cinema to theatre, also including new specialists/professions in the culture sector.
Within the Institutional Framework Understanding, an APQ was stipulated in 2001 in the Cultural Heritage
sector. Actors’ convergent interests enabled setting up an important programme for cultural system
enhancement which, along with the resources programmed in the subsequent integrative acts of 2006 and
2007, envisaged overall 465 million EUR investment (at stipulation date). The latest 2011 monitoring data
reveal an investment volume of approx. 570 million EUR, which enabled performing the recovery, restoration
and enhancement of the network of the Residences once belonging to the Royal House of Savoy.
The intervention focusing on the «Venaria Reale» Residence (Reggia di Venaria) represents the primary
example.
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Piedmont
Such interventions for recovery of both Royal Palace and Gardens are encompassed in the multi-year
investment programme set up at end-1990s through a State-Region Framework Agreement, subsequently
integrated by other agreements underwritten with the Ministry of Economy and Finance, Ministry of Cultural
Heritage, and Ministry of Economic Development, involving EU funds as well as resources from FAS,
Regional Administrations, local authorities and private subjects.
The overall programme aims to support knowledge, conservation, use, enhancement and promotion of
cultural heritage assets (as well as related activities and services in the Region) through a joint programming
action partaken by all involved actors. The programme relies upon operational collaboration in identifying
common objectives and implementing interventions for recovery and enhancement of the Residences of the
Royal House of Savoy.
The intervention focusing on the Venaria Royal Palace and Gardens (inaugurated on 12 October 2007)
entailed a financial investment of 200 milllion EUR circa (of which 38 million from FAS), and represents the
most relevant programme of restoration and enhancement at European level.
The Venaria Royal Palace and Gardens are a remarkable example of magnificent Baroque architecture and
art dating back the XVII and XVIII centuries within Turin’s metropolitan area.
La Mandria Park is one of the main examples of European environment protection initiatives, hosting
numerous species of wild and pet animals as well as remarkable historical-architectural assets.
The splendor and admirable architectural quality of the restored Royal Palace, and its immense and beautiful
Gardens and Park, offer opportunities in terms of culture and traditions, entertainment, relax, food & wine,
leisure, sports, and direct intimate interaction with the amazing surrounding nature and landscape.
2 Project Genesis
In agreement with the Ministry of Cultural Heritage Assets and Activities, Venaria Reale and the Municipality
of Druento, Piedmont Regional Administrations were engaged in completing the recovery and enhancement
of Venaria Reale Palace and Gardens, Citroniera (Orangery) and Scuderia (Great Stables), Villa ai Laghi and
Borgo Castello della Mandria, and implementing the Project (also through infrastructural interventions) aiming
to:
> Favour enhancement of cultural and environmental resources strongly integrated in the territory and
capable of significantly impacting on local development processes;
> Promote and experiment innovative models for cultural heritage management;
> Convert cultural heritage assets into sites aimed at communication, integration, and cohesion activities with
special attention to their educational roles for new generations;
> Operate incisively on cultural heritage conservation, also through innovative technologies and projectdesigning of integrated enhancement systems.
In particular, the recovery of the Royal Palace and Gardens entailed an investment of approx. 200 million
EUR (of which 38 million EUR circa from FAS).
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Piedmont
The intervention envisages the implementation of an Operational Plan for management of the completed
section of Venaria Reale Gardens (agreed between the Superintendence to Architectural Heritage, Piedmont
Regional Administrations, and Paesaggio del Piemontese − Piedmont Landscape Trust), and for
accomodation of contemporary art works (public heritage). Through an ad-hoc covenant, the Rivoli Castle
Association – Museum of Contemporary Art was entrusted to define a programme of interventions to identify
contemporary artists and related artworks to be accomodated in the Gardens, and to execute the required
integration.
The aim is to repropose ancient circuits with archaelogical inspiration and signs in a balanced spacial ratio to
the Royal Palace, and to reproduce court life leisure atmosphere in the Gardens (which date back the Royal
Palace golden age). The recovery action involved:
> The whole Royal Palace (Reggia), which reveals the artistic contributions by famous Court architects such
as Castellamonte, Garove, Juvarra, and Alfieri (from basement to top floors, which now host offices,
exhibition areas and a polyfunctional hall overlooking the gorgeous Gardens recently restored);
> The Grand Gallery, which now represents the Royal Palace trademark; the Alfieri Gallery, connecting the
Reggia to S. Uberto church;
> The aulic grand staircase by G.B. Piacenza (end-1700), connecting the Honour Courtyard to new top floor
apartments;
> The towers and facade dating back the XVII century, and modified by Garove and Castellamonte in the
XVIII century (both interventions are made evident).
The Complex has extraordinary dimensions; and the restoration concerned a covered surface equal to
approx. 250,000 sqm (Reggia, Borgo Castello della Mandria, Cascina Rubianetta and Medici del Vascello,
Villa ai Laghi) and approx. 800,000 sqm of gardens. In detail:
> 145,000 sqm of plasters;
> 35,000 sqm of facades;
> 25,000 sqm of in-door pavements (Reggia);
> 3,000 tons of stone pavements;
> 8,000 sqm of former Alfieri Stables, now devoted to «Conservation and Restoration Centre» (among major
restoration centres in the world);
> 5,000 sqm of frescoes;
> 11 kms of decorative frames, and over 1 km of balausters (Reggia);
> 1.5 km of visit path;
> 800,000 sqm of gardens and parks with 100,000 new plants/trees;
> 11 million litres of water in the Gardens’ Peschiera Grande; and
> 35 km of fencing walls around La Mandria Park.
The intervention also concerned Juvarra’s Scuderie and Citroniera (encompassed in the general programme
for restoration and enhancement of Venaria Reale and Borgo Castello in La Mandria Park) to preserve the
architectonic features (thus the original materials and function) of the Complex originally designed and
partially carried out by Filippo Juvarra.
From the very start, the restoration project-design (based upon use destinations compatible with the
monumental Complex and on self-financing initiatives) aimed to ensure visitors’ full access by removing
architectonic barriers. Special attention was also paid to environment and ecosystem protection: ad-hoc
facilities were project-designed to ensure maximum energy saving. Indeed pigeons’ presence was addressed
by breeding a couple of little birds of prey, and preserving the colonies of «resident» bats.
Works were carried out in respect of bats’ habits, thus avoiding typical building-yard noises and allowing for
their reproduction. A didactic lab on bats’ life and night habits is also envisaged for the next future.
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Piedmont
The building and enlargement features of Venaria Reale imposed a new restoration and recovery
methodology: the Complex was constructed over 150 years through different styles, building techniques and
materials (120,000 indoor sqm) and is characterised by mutual and unbreakable links between the buildings,
gardens, park and borgo (hamlet), ensuring strong territorial continuum.
Historical overlapping and degradation lasted until the 1970s when the authorities set up maintenance works
and provisional interventions (neither organical or programmatic), which however prevented the collapse of
the monumental Complex.
The implementation choices imposed a new restoration project-design model consistent with the original
historical period, based on adequate knowledge (through wide research and diagnostics) and comparative
analysis of historical data, archives and previous interventions, in order to perform a philological recovery of
the Complex while respecting the quality and «readibility» of the historical period. Due to the Complex
degradation level, the main instance was to concile «aestethic» research for restoration and preservation with
«historical» research, and indications for precise use destinations in order to enhance the Complex potentials.
Over ten years the Reggia underwent complex structural consolidation and renovation of its facilities, aiming
to remedy their secular fragility and adjust them to their new use destinations.
Works were completed within the set schedule, and relied upon ad-hoc methodologies, technologies and
products selected to curb restoration and maintenance costs, and trying to keep the Reggia always open to
the public.
Despite the large restoration interventions so far implemented (i.e. the main European project for cultural
heritage restoration), the Reggia’s critical conditions persist and will persist for years, due to the long period of
neglect, looting and general carelessness, as well as to water leakages weakening walls for decades. The
structure fragility also affects premises located at basement and ground floors, where some halls are still
damaged by water leakages occurring in past decades.
As a result, despite the attentive diagnostic campaign and on-going monitoring of maintenance interventions,
it was and still is necessary to prevent, on a regular basis, harm/damage to the restored premises.
The State-Region Agreement on Cultural Heritage represents a successful experience: the programme
(devised in agreement with the State) for restoration of the overall network of the Residences of the Royal
House of Savoy paved the way for urban upgrading (central and peripheral areas).
The Agreement required strongly integrated regional policies with a view to local development. The
restoration of cultural heritage assets must be complemented with adequate hospitality/tourist offer (attracting
new categories of visitors) and entrepreneurial promotion in order to optimise heritage management, ensure
economic sustainability, and reduce public administration costs in the medium term.
Figures related to the Venaria Reale cultural Complex at the gates of Turin are exceptional also as to the
effects on its territory: 800 workers employed every day in about 50 building sites, approx. 500 new jobs
created in Turin, and a remarkable increase of real estate prices in the area.
Over 2.5 million visitors in the first three years of opening to the public boosted a 9.1% trade increase and a
24.2% tourist increase (e.g. new restaurants, hotels, commercial activities) in the territory, and the rebirth of a
peripheral urban community now having international visibility through plenty of events held at the Reggia
(over 2 years: 10 exhibitions, and dozens of concerts, shows, and demonstrations).
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Piedmont
One of the first restoration interventions at Venaria Reale Complex (funded by the «8 per thousand» tax
contribution − Ministry of Cultural Heritage) was addressed to Sant’Uberto Church (among Filippo Juvarra’s
main artistic expressions), working as experimental site for typologies of interventions and materials then
replicated/utilised throughout the Reggia. The church, by now fully recovered, is an important historical and
artistic site. Being one of the highest expressions of Italian Baroque Art, it exerts strong cultural-artistic appeal
and is therefore designated to host concerts, meetings and conferences.
The Venaria Project is a true benchmark experience thanks to its innovative management solutions, which
minimised implementation timing and reduced costs.
The Project objectives were attained through:
> Activation and promotion of healthy competition among manufacturers of selected materials;
> Application of industrial technologies to restoration;
> New restoration approach based on diagnostics and historical research of manufactured items;
> Use of new pre-blended materials compliant with EU standards, with technical and safety-related files
preventing arbitrary use by operators;
> Optimisation of restoration site activities, thanks to on-going monitoring of implementation/management;
> Study of innovative technologies, based on energy saving.
The Reggia proved a sort of buildingyard/laboratory capable of matching restoration/recovery and new use
destinations, research and cost curbing solutions, as well as training and enhancement, thus transforming the
monumental Complex into a dynamic cultural centre and an extraordinary resource for the whole territory.
The regional programming primary objective was, in all cases, to ensure excellence in terms of cultural offer
and services quality through integrated interventions.
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Piedmont
179
Autonomous
Region of Sardinia
180
Priorities
On 21 April 1999 Italy’s Government and Sardinia’s Regional Administration stipulated the Institutional
Programme Understanding («Intesa Istituzionale di Programma») setting up an ad-hoc policy to address
the socio-economic rebalancing of the Region’s underutilised areas, identifying common interest sectors,
Programme Agreements − in sectors such as: Road System, Mobility, Water Cycle, Soil Protection, Local
Development, Cultural Heritage, Urban Areas, Information Society and Research.
Administrations’ will, identifying the specific interventions required to attain the objectives pursued, and
ensuring consistency with Community, national, and regional programming.
Over less than a decade Sardinia Regional Administration has programmed 1,895 million EUR from FAS
resources and set up numerous interventions in the above sectors. In detail:
> About 70 interventions in the «Road System» sector (1,282 million EUR circa) to enhance the road
network along European corridors’ directrices. Among main works, it is worth signalling interventions
along A-Roads such as SS 131, SS 125 (Cagliari–Tortolì), and SS 291 (Sassari–Alghero). In detail,
following Regional Council Decision n. 20/50 of 09.07.2003, the «Road Network» APQ was stipulated in
July 2003 to regulate the implementation of a programme of interventions on the whole regional network
of A-Roads.
> Numerous interventions in the «Water Cycle» sector to protect surface and underground water, improve
water environment, and preserve and safeguard all water-related ecosystems.
181
Cohesion enabled active subjects at regional level to cooperate aiming to a single objective: creating
progress and growth for the territory and its inhabitants. To such end, numerous projects were
implemented, among which:
> «Carbonia: Intermodal Station for Passengers: Train-Bus Integration and Community Support»; and
> «Functional Adjustment of SS 125: Terramala–Capo Boi Section, Lots I-II (Cagliari-Tortolì)».
The following pages illustrate in further detail the two projects, as they represent the most successful
cases.
Their implementation was also enabled by sound collaboration between Sardinia’s Regional
Administration, Italy’s Central Administrations, and ANAS (Italy’s national road agency).
attained.
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Autonomous Region
of Sardinia
Province:
Carbonia Iglesias
Municipality:
Carbonia
Municipal Administration of Carbonia
(Comune di Carbonia)
Project Title:
«Carbonia: Intermodal
Station for Passengers:
Train-Bus Integration and
Community Support»
Budget:
9,590,590.00 EUR
15 January 2012
1 Project Synthesis
The Project is encompassed int the «Sardinia Mobility» APQ (Integrative Act II) within the Institutional
Programme Understanding stipulated on 21 April 1999 between Italy’s President of the Council of Ministers
and the President of the Autonomous Region of Sardinia for overall 9,590,590.00 EUR.
The Project (7,728,590.00 EUR through FAS, as per CIPE Decision n. 20/2004; 1,400,000.00 EUR from
2007-2013 ERDF OP; and 462,000.00 EUR through municipal resources) is aimed at implementing the
intermodal station for passengers in Carbonia, in the cross-section between via Roma and the «new
equipped axis» (following via Costituente).
The Project (started in 2005) was substantially composed of the following interventions:
>Railway station factory building
>Bus Parking Area
>Accessory road network
>Railway track works
>Railway station square
>Sub-services (sewage system, water-supply, electrification).
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Autonomous Region
of Sardinia
2 Project Genesis
The Project was programmed and funded by Sardinia’s Transport Department and involved Carbonia’s
municipal administration (tendering station). In July 2006 the intervention involved Italy’s Ministry of
Infrastructure and Transports, S.I.I.T., Ferrovie Meridionali Sarde (Southern Sardinia Railways) and ENEL. A
sector company was also involved through tender procedure.
Pursuant to Sardinia’s Regional Plan for Transport (PRT), the Project fell within the wider framework of
interventions designed for enhancing intermodal transport services.
The implementation of the Intermodal Transport Centre is in line with Kyoto Protocol objectives in terms of
sustainable mobility. Indermodality promotion is required by the transport sector to counter climatic changes
and effects thereof, and encourage citizens to use collective transport means.
As above, the projects were carried out consistently with the following timetable:
>Preliminary project approval: 04.11.2005
>Final project approval: 24.07.2006
>Executive project approval: 26.10.2006
>Works awarding: 12.12.2007
>Functionality: 23.07.2011.
>Stress test: Concluded 15.01.2012.
The criticalities encountered over the implementaion phase were mainly linked to the defunding process
stemming from G8 summit financing (end-2008) and the resulting need to gain new financial resources. The
works trend underwent some modifications required by non predictable circumstances at executive projectdesign phase:
>Presence of remarkable quantities of waste to be removed from the building site and taken to dumpsites;
>Creation of a round-about between new via Roma and via Costituente;
>Acquisition of ENEL area to create the round-about.
Preliminary excavation works for the parking area nearby the building aimed at passengers revealed that
most of the area was used as an urban waste dumpsite. It was therefore necessary to reclaim the site,
remove all the waste and, necessarily, prolonge works.
The creation of the round-about between via Costituente and new via Roma was requested by Carbonia’s
Municipal Administration, being a prioritary work for the Intermodal Centre functioning to connect the old and
new road systems. It was thus necessary to remodulate the network of subservices (electricity, telephone,
water supply networks) and adjust it to the new Project conditions, with longer implementation timing.
In April 2009, a 271-day extension was requested to Carbonia’s municipal administration, equal to the interval
between the delivery date (06.02.2008) and the Service Order (03.11.2008). The request was met only
partially, and the Administration authorised a 192-day extension (notified on 26.10.2009).
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Autonomous Region
of Sardinia
Pending the approval of the technical survey performed to assess possible modifications/integrations, works
were suspended on 15.01.2010 and resumed on 15.04.2010 (after 90 days). A further 195-day extension was
then granted to implement such modifications/integrations.
The Project proves consistent with the Regional Plan for Transport strategies, as the Intermodal Centre
enables optimising the use of various modes/means of transport, promoting competition and complementarity
between different networks of carriers.
The Project relevance and impact on the territory are even stronger, as the Intermodal Centre was
implemented in Sulcis southern area, characterised by strong socio-economic criticalities and poor transport
infrastructure.
The Project differs from other interventions entrusted to Sardinia’s Regional Administration not only for the
benefits provided to the inhabitants of municipalities around Carbonia but also for attaining the pursued
objectives within admissable timing, despite the above described implementation problems.
Remarkable benefits will also derive from the Intermodal Centre in terms of railway transport enhancement,
reduced road traffic, and positive impact on circulation and environment.
6 Project Success
Consistently with sector planning strategies, the Project benefited of various financial sources, and primarily
FAS. The Project implementation must be considered as exemplary: despite the mentioned criticalities, the
resources allocated were spent within adequate timing, and a transport infrastructure was successfully
implemented to serve a wide array of users, with subsequent positive effects for the territory’s economic and
transport system.
185
Autonomous Region
of Sardinia
186
Autonomous Region
of Sardinia
Province:
Cagliari
Municipalities:
Sinnai−Maracalagonis−
Quartu Sant’Elena
ANAS S.p.A.
Project Title:
«Functional Adjustment of
SS 125: Terramala–Capo
Boi, Lots I-II (Cagliari–
Tortolì)»
Budget:
243,900,000.00 EUR
Lot I – 25 May 2010
Lot II – By December 2012
1 Project Synthesis
Encompassed in the «Road Network» APQ under the 1999 Institutional Programme Understanding, the
Project has an overalll budget of 243,900,000.00 EUR (of which 91.69 million from FAS).
The Project encompasses two interventions differing in costs, indicators, localisation, etc., but aims to
common objectives, summarised as follows:
> Involvement of local companies – Accomplishment timing is 8 years (3 for project-designing and 5 for
implementation), involving several engineering project-designing and building companies, most of which
based in the Region.
> Driving time reduction – Implementing a new section (circa 9 km) within the new road directrix (SS 125 – ARoad) 120km overall length (Cagliari–Tortolì) improves driving conditions vis-à-vis old SS 125 and
remarkably reduces travelling time.
The Project’s success relies on the exemplary identification of needs, costant monitoring of construction
activities, and local administrations’ flexibility in guiding the Project implementation.
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Autonomous Region
of Sardinia
2 Project Genesis
Sardinia’s infrastructural endowment proved rather poor and required improvement/extension of the regional
road network, previously insufficient to enable inhabitants’ enhanced mobility.
The main response was to optimise circulation conditions by eliminating those points having limited traffic
outflow capacity (due to the presence of urban centres) and providing service standards below users’
expectations and needs.
Following a thorough analysis commissioned by the Regional Administration and carried out in the mid-80s to
establish how and in which specific area(s) the road network had to be extended, a further survey was
performed to analyse the areas identified and implement an alternative road connection to old SS 125 (ARoad), recording heavy traffic flows between Ogliastra and Cagliari.
The Project (two interventions) was implemented through several procedural phases, based upon a thorough
study of the regional territory (on-site surveys and geo-physical studies), which enabled project-designing and
scheduling activities.
As follows the Project phases in detail:
> Study and project-design − The executive project-design was concluded, and approved in October 2003.
> Works execution − Started in February 2005 by a temporary association of enterprises (i.e. SAFAB SpA,
GE.CO.PRE SpA, A. & I. DELLA MORTE SpA) and lasted 5 years.
> Place-in-Service Date: The new road section was open to traffic on 25 May 2010.
The road extension proved rather complex as it impacted on a rather wide area.
At times the need for constant interaction among the municipalities generated tension and incomprehension,
due to different views, needs and priorities in terms of works implementation/modifications.
Remarkable metereological factors slowed down the activities and required modifications to the path initially
established, shifting it by a few kilometres vis-à-vis the original project-design.
Nevertheless «iron» cooperation within the working group and Project manager’s skills enabled solving
criticalities promptly.
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Autonomous Region
of Sardinia
The intervention was implemented between km 5,985 and km 14,765 (municipalities of Sinnai, Maracalagonis
and Quartu Sant’Elena) and included the adjustment of Geremeas municipal road (about 1,646-km long)
cross-cutting Provincial Road n. 17.
In collaboration with ANAS (Implementing Subject), Sardinia conceived this new artery to replace Provincial
Road 124, once connecting Cagliari to Tortolì and now hosting Arbatax Port and Tortolì Airport.
The new artery will foster industrial, commercial and tourist development in the crossed territories and
relaunch Arbatax Port and Tortolì Airport.
In its complexity, the Project will enable skipping a winding section along the 17-km Provincial Road for
approx. 15-minute driving time, through Lot I, and 25-minute driving time, through Lot II, to complete the
itinerary by directly connecting to new SS 125.
The Project envisages the implementation and operativeness of a 8,780-km section (10.5 metres, Type IV,
1980 C.N.R. provisions, 2 lanes (3.75 metres each) and 2 lateral paved shoulders − 1.75 metres each).
The Project also encompassed the implementation of the following works:
> «Arcu Sa Porta» Gallery
2,645 metres
> «Bruncu Su Campu» Gallery
600 metres
> «Is Canaleddus» Gallery
300 metres
> «Arcu Sa Ruxi» Gallery
120 metres
> «Arco Sa Ruxi» Viaduct
321 metres
> «Baccu Mandara» Viaduct
401 metres
> «Baccu Peddis» Viaduct
480 metres
> «Geremeas» Viaduct
540 metres.
6 Project Success
The Project outsmarts the other interventions implemented by Sardinia’s Regional Administration, not only for
the benefits provided to the Community but also for successfully attaining its objectives within the set
schedule.
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Autonomous Region
of Sardinia
190
Sicily
191
Sicily
Priorities
In September 1999, Italy’s Government and Sicily’s Regional Administration stipulated the Institutional
Programme Understanding («Intesa Istituzionale di Programma») setting up an ad-hoc policy to address
resources to the socio-economic rebalancing of the Region’s underutilised areas, identifying common
interest sectors, engagements, objectives, and resources.
Programme Agreements − in sectors such as: Mobility (Airports, Railways, Roads, Ports), Information and
Research.
Specifically, since 2001 Sicily Regional Administration has stipulated APQs with relevant governmental and
administrative bodies, companies and organisations entrusted with implementation and management of
interventions on railway/road networks, sea ports, and airports.
Over less than a decade, Sicily has set up several interventions in the sectors identified, among which:
> 56 interventions in the «Railway» sector to enhance the railway network along European corridors’
directrices (i.e. Messina Metroferrovia, Palermo Junction, F.C.E. in Catania, doubling of the
Palermo−Messina Line);
> 48 interventions in the «Air Transport» sector, indispensable to increase Sicily’s productivity and contribute
to territorial rebalancing. It is worth signalling the implementation of the Airports of Catania, Comiso,
Lampedusa, Palermo, Pantelleria, and Trapani;
> 20 interventions in the «Road Network» sector to reduce distances between capital towns, and best
connect coastal centres with inland areas (i.e. Messina–Palermo, and Siracusa–Gela);
> 11 interventions in the «Goods and Logistics» sector to optimise goods handling (mobility) through Sicily
(Catania–Bicocca, Termini–Imerese, and Tremestieri «Interporto»).
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Sicily
The cohesion developed in the above sectors enabled active subjects at regional level to cooperate aiming
to a single objective: creating progress and growth for the territory and its inhabitants.
The following pages will illustrate in further detail two of the projects implemented, as they represent the
most successful cases, and namely:
> «Comiso: Civil Works, Infrastructures, and Facilities for Civil Airport (II Level)»; and
> «Messina−Giampilieri Underground Railway Line».
Their implementation was also enabled by sound collaboration between Sicily’s Regional Administration
Through this publication Sicily has the opportunity to inform citizens, in a transparent and direct mode, of
how public resources have been invested at regional level, highlighting the results and benefits attained.
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Sicily
Province:
Ragusa
Municipality:
Comiso
Municipality of Comiso
(Comune di Comiso)
Project Title:
«Comiso: Civil Works,
Infrastructures, and
Facilities for Civil Airport
(II Level)»
Budget:
47,407,976.73 EUR
30 June 2011
1 Project Synthesis
The Project falls within Sicily’s «Air Transport» APQ stipulated on 5 November 2001 by Italy’s Ministry of
Economy and Finance, Ministry of Infrastructures and Transports, Sicily Regional Administration, ENAC,
ENAV SpA, and the enterprises managing the Airports of Palermo (GESAP), Catania (SAC) and Trapani
(AIRGEST), respectively.
The Project cost was 47,407,976.73 EUR, of which 12,777,976.73 EUR from 2000-2006 Sicily’s ROP
(including 4,000,000 EUR from private subjects) and 34,630,000 EUR issued pursuant to CIPE Decision n.
36/2002.
In order to implement works more homogeneously, the Project was broken down into two big sections:
> LANDSIDE works (Source: 2000-2006 Sicily’s ROP) aimed at dismantling pre-existing facilities and
implementing the Airport Terminal on three levels (VV.FF headquarters – fire brigades; electric cabin;
parking areas; external road network);
> AIRSIDE works (Source: CIPE Decision n. 36/2002) aimed at implementing civil buildings and facilities for:
runway, connection structures, circulation and road networks, external fencing, control tower, and flight radio
assistance.
The Project aimed to convert Comiso’s former NATO base into a civil airport, and adjust all the existing
facilities to the new use destination.
The tender contract was stipulated with the awarded enterprise on 22.10.2004. Works started on 29.11.2004
and ended on 16.07.2010.
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Sicily
Air-side works did not encounter particular criticalities. On the contrary, land-side works experienced delays,
mainly ascribable to the implementing company (as well as to metereological factors).
The Project is estimated to increase the number of local users, make marginal/peripheral areas more
accessible, and favour goods and people mobility both for Ragusa and the nearby municipalities/provinces.
The development of the whole territory (besides its impact on tourism) will foster and develop local
enterprises producing citrus products. The new Airport will shape Catania and the airport network of eastern
Sicily, as envisaged by Sicily’s Implementation Plan of Transports.
2 Project Genesis
The requalification of the Airport area aimed to respond to local mobility demand in Ragusa and surrounding
areas, and activate an airport in eastern Sicily operating in synergy with Catania’s Airport.
The Operational Programme related to Konver Community’s initiative set up in 1996 (Reconversion of
Infrastructures in the Defence sector) envisaged (Action 1 – Measure 12) study and technical assessments
for demilitarisation, reconversion into civil use, restructuring and polyfunctional recovery, as well as
infrastructural adjustment and upgrading of Comiso’s NATO air base.
The pre-feasibility analysis carried out in April 1999 focused on several hypotheses for recovery of the former
NATO base, identifying ad-hoc solutions for the upgrading operation. The subsequent feasibility study carried
out in September 1999 produced an in-depth analysis of the required interventions and defined their
characteristics and localisation. The Airport soil was also analysed so as to verify its compatibility with Project
implementation.
The analysis was extended to access points (road/railway networks), potential users, and airport traffic, taking
into account data on the Airports of Palermo, Trapani, Catania and Foggia (having similar features).
The above studies were set up in October 1998 and concluded in September 1999.
The proceedings for converting the former military base into Comiso’s Civil Airport can be summarised as
follows:
> Regional Plan for Transport and Mobility – Master Plan (Sicily Region’s programming instrument) in synergy
with the National Plan;
> Sicily Region’s implementation plan for freight and logistics;
> Technical approval of final project by ENAC (following the unified consultation of relevant bodies) and the
Municipality of Comiso.
As follows the project-designing phases:
> Konver Project (pre-feasibility and feasibility studies)
> Final Project
> Executive Project
> Works entrustment contract
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Sicily
> Works start-up
> Modifications/Integrations (Assessment) Survey
> Works conclusion
> Final Stress Test.
Remarkable delays were experienced, ascribable to the awarded enterprise and to metereological factors.
Furthermore, an ad-hoc survey was issued to assess the modifications/integrations required for adjustment
of:
> Runway safety facilities;
> Further safety provisions issued by ENAC;
> Compliance with technical prescriptions on land reclamation to identify possible presence of explosive
devices.
The above factors resulted in remarkable implementation delays. Works conclusion, envisaged for May 2007,
was instead attained in July 2010.
The Airport will enable users in the Province of Ragusa and surrounding areas to have access to wider
mobility (both tourist and commercial applications).
At environmental level, the interventions implemented will reduce traffic flows along Ragusa–Catania directrix,
as it will no longer be necessary to reach Catania to use air trasport.
The objectives pursued have been successfully attained and, when the infrastructure becomes functional,
benefits will further enhance thanks to the interest proven by local inhabitants and some air companies
operating in the Region.
6 Project Success
The Project implementation enabled Sicily to meet one of the prescriptions set by its Regional Plan for
Transports − i.e. creation of an airport system in eastern Sicily (Catania/Comiso). The Project upgraded the
NATO military base infrastructure (and surrounding areas) and converted it from a military airport into a civil
airport, by creating new facilities (airport, control tower, etc.) and adjusting the existing ones.
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Sicily
197
Sicily
Province:
Messina
Municipality:
Messina
Rete Ferroviaria Italiana
(Italian Railway Network)
Project Title:
«Messina−Giampilieri
Underground Railway
Line»
Budget:
29,305,129.45 EUR
14 December 2008
1 Project Synthesis
The «Metroferrovia Messina−Giampilieri» Project, whose Implementing Subject is the Società Rete
Ferroviaria Italiana − RFI (Italian railway network enterprise), is encompassed in the «Railway Transport
Network» APQ stipulated between Sicily Regional Administration, Italy’s Ministry of Economy and Finance,
Ministry for Infrastructure and Transport, Ferrovie dello Stato SpA (national railway company), and Ferrovia
Circumetnea. The Project is strongly integrated with «Enhancement of road infrastructure and annexed
services for urban mobility of the Messina−Giampilieri Underground Railway Line» («Railway Transport »)
APQ.
The «Metroferrovia Messina−Giampilieri» Project was funded pursuant to D.G. Decision n. 688/Serv. XI-Tr of
25 September 2006 (CIPE Decisions n. 36/2002 and n. 17/2003, for overall 29,305,048.14 EUR).
The intervention encompassed three assessment surveys and namely:
> Survey n. NTW100011871 by RFI − On tender: internal spending, project-design, and geognostic analysis
(103,288.08 EUR);
> Survey n. NTW100015306 by RFI − On executive project-design and implementation of works for
conversion of the Messina−Giampilieri railway line into an overground railway line, with six additonal stops
and adjustment of five existing stations (ATI Tecnics) – 17,683,572.74 EUR;
> Survey n. NTW100015308 by RFI − On executive project-design and implementation of safety, signalling
and telecommunication systems along the Messina−Giampilieri line (ATI Bombardier).
The Project objective was to counter the considerable traffic increase due to private vehicles moving every
day from Messina’s southern periphery to its central area. The Project feasibility study was drawn up in
January 1994 in collaboration with Ferrovie dello Stato (now RFI SpA) and Messina Municipal Administration.
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Sicily
The works implemented by RFI started on 23 February 2004 (TFB31/1) and 1 March 2004 (TFB31/2),
respectively. The overall Project was made functional on 14 December 2008.
The Messina−Giampilieri railway line stretches over 15.5 km. Before implementing the above civil and
technological interventions, train circulation (highly urbanised area with limited road network and poor local
transport services) was managed through a strongly out-of-date technological system, which enabled a train
to depart from one station only once the previous train had reached the next station.
The Project also included the installation of new technologies to distance trains and consistently increase the
line capacity, enabling simultaneous circulation of more than one train at the same time.
The main results and benefits of the Project consist in the implementation of civil and technological works
along Messina Central Station and Giampilieri Station, thus implementing a «metropolitan» line servicing
Messina.
2 Project Genesis
The Project responds to the need to equip Messina with valuable infrastructure to support urban mobility as
far as its southern periphery. The result is a valuable alternative to private cars, reducing urban traffic (main
cause of air/sound pollution) and favouring better life conditions at urban level.
Messina−Giampilieri territory was characterised by strongly «parallel» railway lines and road arteries. It was
therefore extremely important to effectively integrate the urban line with the railway line. The integrated
service enables reducing urban traffic considerably, as it concentrates user flows previously obliged to use
buses/cars in ad-hoc Park&Ride terminals expressly located nearby stops/stations along the railway line.
The main analysis focused on the assessment of positive environmental effects exerted by the intervention, in
order to verify its compatibility with the surrounding natural context. The Project, jointly approved by all
relevant authorities, was complemented with all preliminary analyses, and in particular: environmental impact
report; geotechnical; geological and hydrological reports; assessments of interferences and sub-services;
electrical feeding and sub-stations; technological and safety systems.
The Project within focuses on Messina’s urban area (15.5 km) between Messina Central Railway Station and
Giampilieri Station, and on the following fractions within Messina municipal area:
> Fiumara Gazzi, Mili, Ponte Santo Stefano, Ponte Schiavo, and San Paolo (new stations/stops
implemented);
> Messina Centrale, Contesse, Tremestieri, Galati, Giampilieri (modification/adjustment of pre-existing
stations).
As follows, the project-designing phases:
> Preliminary Project (pre-feasibility and feasibility studies)
> Final Project
> Executive Project
> Works entrustment contract
> Works start-up
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Sicily
> Modifications/Integrations (Assessment) Surveys
> Works completion
> Final stress test.
No specific problems/criticalities were encountered during the Project implementation.
The main benefit attained through the Project lies in improved transport along Messina−Catania−Siracusa
railway directrix, notably as to the dedicated metropolitan railway system implemented by Trenitalia for the
Messina Centre−Giampilieri line.
The Project aim was successfully attained, considerably reducing vehicle traffic/circulation in/about Messina’s
fractions located along the railway route.
The Project is strongly connected to interventions executed in the Municipality of Messina («Works for
enhancement of road infrastructures and annexed services for urban mobility within the Messina–Giampilieri
underground railway line») envisaging the implementation of the road network and parking areas servicing
the mentioned underground stations/stops.
6 Project Success
The Project implementation has enabled Sicily to accomplish one of the prescriptions set out by its Regional
Plan for Transports and by the «Railway Transport Network» APQ.
As to future initiatives, the Project fully matches the railway line doubling between Giampilieri and
Fiumefreddo (Messina–Catania–Siracusa railway line), which can and must be intended as the natural
extension of the pre-existing railway doubling (between Messina Central Station and Giampilieri Station).
200
Autonomous
Province of Trento
201
Priorities
In April 2001 Italy’s Government and the Autonomous Province of Trento signed the Institutional
Programme Understanding concretely setting up an ad-hoc policy to address the socio-economic
rebalancing of the Region’s underutilised areas, identifying common interest sectors, engagements,
objectives, and resources.
Cultural Heritage Assets, Urban Areas, Information Society and Research.
Over less than a decade the Autonomous Province of Trento has programmed 608 million EUR, setting up
66 interventions in the above sectors. In detail:
> 17 interventions in the «Mobility» sector to enhance the road network along European corridors
(implementation of several road infrastructures);
> 6 interventions in the «Information Society» sector to: reduce the digital divide and enhance IT literacy;
implement a broadband infrastructure network to provide citizens with innovative and digital services;
implement a lifelong learning system to create an integrated environment suitable to on-going training;
implement and disseminate an ad-hoc «product» for socio-sanitary data integration and warehousing
enabling inter-operability and advanced services, in order to create a patrimony of integrated data on the
overall socio-sanitary system;
> 8 interventions in the «Water Cycle» sector to preserve surface and underground water, improve the
water environment, protect and safeguard all water related ecosystems. Among main interventions:
implementation of depurators and collectors, updating of manual and monitoring of water resources and
related planning;
> 8 interventions in the «Urban Areas» sector to rationalise the State and Provincial Administrations’
headquarters and facilities located in Trento, and notably: creation of new judicial/financial offices, and
lodges for military personnel; and funding of logistic and functional infrastructure for the Defence;
202
> 27 interventions in the «Youth Policy» sector to: accompany young people’s growth, and support new
generations’ life choices through measures aimed at favouring effective social inclusion. Among main
intiatives: enhancement of creativity, innovation and cultural exchange; training/education paths aimed at
acquiring the necessary competences for Youth Centres management; district of youth tourism and interreligious dialogue; international seminars on innovation and valorisation of young talents; focus on
regional identity, and development of Trentino’s regional community and related responsible citizenship.
The cohesion developed in the above sectors enabled active subjects at regional level to jointly cooperate
several projects were implemented, among which:
> Intervention RZ-1.12 − «SS n. 42 of Tonale and Mendola − 2 subways, inter-connected road, and
pedestrian works in the Municipality of Caldes»;
> Intervention RY-1.08 − «Implementation of a junction in Selva di Grigno (SS 47) for correction of the
municipal road network and new railway underpass (FS)»;
> Intervention RX-1.14 − «Adjustment and widening of SS 42 of Tonale and Mendola, between Romallo
and Cloz»;
> Intervention RK-1.06 − «Repair and correction of a section of SS n. 612 of Val di Cembra (Km 27.670 −
Km 28.47) between Valda and Capriana»;
> Intervention RX-1.16 − «Implementation of round-about (SP 31 − Telve) and pavement works (SP 110)»;
> Intervention SI-02 − «Enhanced broadband infrastructure endowment for Trento’s underutilised areas»;
> Intervention SY-01 − «Implementation of a network of permanent GPS stations for training, management,
and updating of the related cartography and services»;
> Intervention SZ − «Implementation of a Life-Long Learning system for Trento Province»;
> Intervention SJ-01 − «Medical File and Social file: inter-operability and socio-sanitary governance»;
> Intervention CI-1.01 − «Stenico Depurator»;
> Intervention CI-1.02 − «Dimaro Depurator»;
> Intervention CI-1.03 − «Banco Depurator»;
> Intervention CI-1.04 − «Nanno−Taio Collector»;
> Intervention CI-1.05 − «Tassello−Nanno Collector»;
> Intervention CI-1.06 − «Temporary facility supplying Aldeno−Cimone−Garniga−Cei»;
> Intervention CI-1.07 − «IFF Manual updating»;
> Intervention CI-1.08 − «Water monitoring and planning»;
> Intervention SP-1 − «Implementation of Trento’s new prison»;
> Intervention SP-2 − «Defence: new logistic and functional infrastructure»;
> Intervention SP-3 − «Implementation of new unified headquarters for Trento’s judiciary offices»;
> Intervention SP-4 − «New seat for Trento’s financial offices»;
> Intervention SP-6 − «State property operations»;
> Intervention SP-7 − «Completion of facilities aimed at the new Questura of Trento headquarters»;
> Intervention SP-8 − «New military lodges»;
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> Intervention PG-1 − «International Convention to investigate how proficuous collaborations can create a
fertile ground enabling young people to experiment new ideas and innovative projects for ethically
sustainable development benefiting citizens’ life» − Cooperation with Italy’s Ministry of Youth;
> Intervention PG-6 − «Beyond borders: on-site phased training for young people (18−30 years) to
enhance knowledge of international cooperation mechanisms between peoples and nations, and critical
reading and understanding of States’ interdependences»;
> Intervention PG-19 − «Identity and Development of Trentino-AltoAdige/Südtirol young generations» Seminar Convention on personal commitment/engagement to promote cultural/social change of the
community (addressed to 150 young people in the Alpine cross-border area between Trento−Bolzano
and Tirol Land)»;
> Intervention PG-22 − «Fair of Ideas – A reflection day among/for «Young» Plans: training initiatives and
illustration of best practices for joint growth based on active citizenship»;
> Intervention PG-24 − «Trentino and Locride – A journey for legality: socio-educational experience for 136
teenagers focusing on legality, fight against Mafia, and active citizenship»; «The Train of Memory:
knowledge and in-depth analysis of historical and social thematic issues on the Second World War −
history and memory: journey through places and people living during the Second World War, so as not to
forget and to reflect on ever-green topical issues».
The following pages illustrate in detail two of the above listed projects, representing the most successful
cases, namely:
> «Romallo and Cloz (TN): Repair and widening of SS 42 − Tonale and Mendola»;
> «Grigno (TN): Selva Junction (SS 47 – Valsugana), municipal road system adjustment, and new railway
underpass (FS)».
Their implementation was also enabled by sound collaboration between the Autonomous Province of
Trento and Italy’s Central Administration.
Through this publication, the Province has the opportunity to inform citizens, in a transparent and direct
mode, of how public resources have been invested at provincial level, highlighting the results and benefits
attained.
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Autonomous Province
of Trento
Province:
Trento
Municipalities:
Romallo and Cloz
Autonomous Province of Trento Administrations
(Provincia Autonoma di Trento)
Project Title:
«Romallo and Cloz (TN):
Repair and widening of SS
42 − Tonale and Mendola»
Budget:
3,400,000.00 EUR
15 June 2011
1 Project Synthesis
The Project falls within «Infrastructural endowment rebalancing in Objective 2 and phasing areas» APQ
(Integrative Act V ) for overall 3,400,000.00 EUR (of which 2,326,968.00 EUR from FAS).
The Project envisages the enhancement of a section of SS n. 42 (A-Road) of Tonale and Mendola, between
Romallo and Cloz urban centres for overall 1.76-km, by adjusting and widening the section between Km
198+550 and Km 200+400 ca.
The Project envisaged 7 years’ implementation (3 for planning: 2005-2007; 4 for implementation: 2008−2011)
and 1 year’s stress test, and involvement of: Civil Protection and Infrastructure Department of the
Autonomous Province of Trento; Romallo and Cloz municipal administrations; four professional studies in the
sectors of project-designing, works direction, stress test and geology; and a road construction enterprise.
The Project success relies on exempalry definition of needs and constant monitoring of building works, as
well as on the synergy developed between the Trento Provincial Administration (promoter) and local
administrations (Romallo and Cloz municipalities) entrusted with direct Project guidance.
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Autonomous Province
of Trento
2 Project Genesis
The Project falls within Trento’s programming framework of interventions aimed at enhancing its
infrastructural network, envisaging the necessary works for improvement and widening of the road network,
insufficient to stand current traffic levels.
The above section stretches along an area at 700-800 metres above sea level. The original road included
several curves intervalled by small straight stretches. The pre-existing structure presented criticalities such as
non adequate traffic access, varying in nature and relevance through the day (work commuters; heavy
vehicles linked to commercial flows and craftsmanship activities; intense farming activity in the surroundings,
which entails the circulation of slow and cumbersome vehicles).
The main objective was to optimise circulation in order to favour urbanisation, ensure positive environmental
impact , and encourage use of new lands. Continuity and analogy was therefore ensured in terms of road
geometry, materials and typologies of interventions already on-going along the State Road, etc.
Following the attentive analysis of urban planning needs and estimates, and aiming to functional and
qualitative adjustment of the route, all Project choices priviledged most economical and simple solutions in
terms of tracks, occupied areas, and materials employed.
The Project implementation encompassed the following procedural phases:
> Works programming;
> Technical entrustments for project-design, geological study and related integrations: Oct. 2004 − July 2005;
> Final project-design: June 2005 – August 2005; Approval: November 2006;
> Executive project-design: January 2007 – March 2007; Approval: December 2007;
> Selction of contractor, and expropriation phase: 2008;
> Works implementation: Started in Sept. 2008 and ended in June 2011 (Place-in-Service Date: 15.06.2011)
> Stress test: Envisaged for 15 June 2012.
The works implementation encountered unexpected and unpredictable obstacles (mainly related to geological
and hydro-geological factors), which required modifications/integrations to the original Project. An ad-hoc
survey was carried out and approved (entailing further analyses, tests, works, and consequently costs),
overcoming the criticalities so far encountered.
The exceptional situations arisen also include the Giro d’Italia racing stage (Tour of Italy - road bicycle race)
along the road section (26.05.2010). On the occasion, specific programming accessory interventions were
identified to implement the necessary safety measures.
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Autonomous Province
of Trento
The Project has played a decisive role to ensure better driving conditions along the road, through modern
techniques/choices (track development and construction materials) positively impacting on users’ safety.
Expected benefits such as road safety, adjustment to traffic volumes, and road access improvement have
been fully attained.
6 Project Success
The Project has proved particularly significant for the administrations involved, thanks to: extraordinary
synergy and balance between/among promotion/implementation teams, jointly addressed technical choices,
and extraordinary problem-solving skills.
It is worth highlighting that most economical and simple solutions were always privileged, and special
attention was paid to safeguarding the rural mountain environment in which the Project was implemented.
Synergy and effective cooperation supported the subjects involved in project-design and implementation, with
excellent quality results versus the objectives pursued.
207
Autonomous Province
of Trento
Province:
Trento
Municipality:
Grigno
Project Title:
«Grigno (TN): Selva
Junction (SS 47 −
Valsugana), municipal
road system adjustment,
and new railway
underpass (FS)»
Autonomous Province of Trento Administrations
(Provincia Autonoma di Trento)
Budget:
4,106,387.83 EUR
10 April 2009
1 Project Synthesis
The Project fell within the «Infrastructural endowment re-balancing in Objective 2 and phasing areas» APQ
(Integrative Act II) for overall 4,106,387.83 EUR (of which 3,751,825 EUR from FAS).
The aim was to endow the Municipality of Grigno with an adequate access point to be located along SS 47
(A-Road) of Valsugana (in line with via Pertega), and to strongly improve the connection between Selva
(fraction) and the above A-Road and Grigno (nearby village).
The executive project-design (drawn up in August 2003 and updated in April 2004) was approved on 29 April
2005. The tender contract was stipulated on 19 April 2007 (partial delivery report signed on 15 May 2007;
final delivery report signed on 3 December 2007) and works were finalised on 10 April 2009. The technoadministrative stress test certificate was issued on 25 September 2009.
The Project aims were: demolition and reconstruction of a bridge over the Laguna stream; and adjustment of
existing facilities to enable the transit of heavy vehicles. The Project was completed by the implementation of
a pavement on the bridge of the Grigno stream (at the margins of Provincial Road 75/dir.), and the removal
and re-location of sub-services interfering with the building site.
As follows, the main characteristics of the connection road:
> Road category (as per the Code): F-Local (urban)
> Max speed envisaged: 50 km/h
> Road with – North of junction along SS 47: 6.00 mt
> Road with – South of junction along SS 47: 7.00 mt
> Road enlargement – North of junction along SS 47 L: 6.00 mt for 247.27 mt.
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Autonomous Province
of Trento
>Road enlargement – South of a junction along SS47 L: 7.00 mt for 180.07 mt
>Round-about implementation – SS47: 100.53 mt
>Round-about implementation – SP 75: 72.25 mt
>Gradient of road (south of junction) along SS 47: Max 3.2% – Min 0.5%
>Transversal inclination: 2.5%
>Min. curving radius – North/South of junction: 50 mt
>Road and round-about overall development: 600.12 mt.
The intervention fulfilled the territory’s needs, namely implementing an adequate entrance to the village and
improve the connection with Selva (fraction).
Effective choices/solutions curbed the discomfort and inconvenience caused to local resident families; the
materials employed for wall coating provided the area with better landscape-environmental patterns.
2 Project Genesis
The intervention stemmed from the need to provide the Municipality of Grigno with an adequate entrance (in
line with via Pertega) and to remarkably improve Silva’s connection with SS 47 of Valsugana and the village
centre. It furthermore allows for the entrance and exit of heavy vehicles involved in the extraction and
manufacturing of local materials.
The intervention will furthermore enable closing the current in-flow point on SS 47 of Valsugana (west),
exposed to rockfall risks along SP 75/dir leading to Grigno centre. The implementation of a new railway
underpass is also envisaged to improve the connection between Grigno centre and Silva (its fraction).
The Project complied with all urban planning instruments currently applied; the adjustment/enlargement of the
existing road network was implemented along the originary track, thus limiting the expropriation of
surrounding areas.
The Project was implemented pursuant to the following procedural phases:
> Work programming
> Technical entrustments (project-designer; geologist): July−November 2000
> Final project-design: Nov. 2002 − May 2003. Approval: May 2003
> Executive project-design: Aug. 2003; Update: April 2004. Approvals: Dec. 2004 − April 2005
> Selection of contractor, and expropriation phase: 2006
> Implementation: Start: May 2007; Finalisation: 10 April 2009
> Stress test: September 2010.
The implementation phase encountered unexpected criticalities mainly resulting from the need to implement
variations/integrations to the original Project (based upon four assessment surveys) and entailing
increased/enhanced works (i.e. excavations, demolitions, etc.).
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Autonomous Province
of Trento
The works implemented were decisive to ensure improved driving conditions along a road built through
modern techniques and patterns (both as to track development and materials employed), with positive impact
also in terms of users’ safety.
The benefits attained consist in the improved road system and enhanced safety within Grigno urban area and
its connection with Selva (fraction).
6 Project Success
The Project was strongly supported and contributed by Grigno’s Municipal Administration. Both technical
choices and difficulties were jointly addressed in an exemplary manner, thanks to strong collaboration
amongst all the subjects involved.
It is worth highlighting the Project’s spirit privileged ad-hoc solutions best suiting single interventions, and paid
special attention to ensure local environment safeguard.
Grigno’s Municipal Administration collaboration and support to the subjects involved in project-designing and
implementation enabled attaining excellent results.
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Autonomous Province
of Trento
211
Tuscany
212
Tuscany
Priorities
In March 1999, Italy’s Government and Tuscany’s Regional Administration signed the Institutional
address the socio-economic rebalancing of the Region’s underutilised areas, identifying common interest
The development objectives identified in the Understanding were then implemented through «Accordi di
Programma Quadro» (APQs) − namely, Framework Programme Agreements − in sectors such as: Mobility,
Water Cycle, Soil Protection, Local Development, Cultural Heritage, Childcare, Competitiveness of
Territories and Enteprises, Urban Areas, Information Society, and Research.
Over less than a decade Tuscany has programmed 12.8 billion EUR, setting up numerous interventions in
the above sectors. In detail:
> 226 interventions: «Cultural Heritage» – 257.9 million EUR
> 58 interventions: «Childcare Infrastructure» – 25.9 million EUR
> 144 interventions: «Local Infrastructure Development» – 96.9 million EUR
> 34 interventions: «Research» – 66.2 million EUR
> 107 interventions: «Competitiveness of Territories and Enterprises» – 201.6 million EUR
> 160 interventions: «Transport» – 11.4 billion EUR
> 311 interventions: «Soil Protection and Preservation of Water Resources» – 644.1 million EUR
> 19 interventions: «Information Society» – 46.9 million EUR
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Cohesion enabled active subjects at regional level to cooperate aiming to a common objective: creating
progress and growth for the territory and its inhabitants. To such end, numerous projects were
implemented, among which:
> «Tuscany: Adjustment of Regional Road Networks – Implementation of Safety Measures to Reduce
Traffic in Urban Centres»; and
> «Tuscany: Socio-Educational Infrastructure for Local Development».
The following pages illustrate in detail the two abovementioned interventions, as they represent the most
successful cases.
Their implementation was also enabled by sound collaboration between Tuscany’s Regional Administration
and Italy’s Central Administration.
Through this publication the Region has the opportunity to inform citizens, in a trasparent and direct mode,
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Tuscany
Province:
Whole regional territory
Municipality:
Project Title:
«Tuscany: Adjustment of
Regional Road Networks,
Implementation of Safety
Measures to Reduce
Traffic in Urban Centres»
Various
Budget:
93,777,697.47 EUR
Works Progress:
Concluded Projects: 25
Semi-finalised Projects: 2
Projects under project-designing: 1
1 Project Synthesis
The «Transport» APQ (Integrative Act I) was stipulated on 28 March 2003 between Italy’s Ministry of
Infrastructure and Transport, Ministry of Economy and Finance, ANAS (Italy’s national road agency) and
Tuscany Regional Administration. The APQ also envisages 12 interventions on road systems at regional,
provincial and municipal level for overall 73,955,068.56 EUR, of which 59,555,380.48 EUR from FAS.
Subsequent monitoring interventions revealed the need to break down some interventions, whose number
thus increased to 28, for overall 93,777,697.47 EUR. The additional budget was provided by local
Administrations through own resources, thus leaving FAS unvaried.
2 Project Genesis
Tuscany’s shortage of public and private transport infrastructures strongly contributes to reduce the Region’s
competitiveness both at national and European level. The 2006/2010 Regional Development Programme (in
line with the «Government Programme») confirmed Tuscany’s interest in providing the territory with an
integrated and effective infrastructural system enabling the regional productive system to compete with the
challenges imposed by new global economic scenarios.
In such strategy, it is crucial to adequately orient goods and people’s mobility by making the regional mobility
system more accessible and integrated in terms of infrastructural endowment and services, and to favour
environmentally sustainable development at territorial, economic and social level.
The general objective is to enhance main regional infrastructures and their interconnection with national
infrastructural networks so as to improve their overall accessibility, ensure punctual local/territorial systems
and optimise infrastructures for goods and people’s mobility.
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Tuscany
Infrastructural interventions are all aimed at regional roads recording more traffic and accidents, where it is
more urgent to improve living conditions in urban centres whilst enhancing transversal connections of the
regional road network and integrating connections between main roads.
Interventions were identified based on key criteria of Tuscany’s infrastructural programming − namely:
> Road safety enhancement − With special reference to roads recording more accidents, by intervening on
critical points to create adequate conditions for annual decrease of the number of accident victims
consistently with EU objectives;
> Interventions on urban centres congested with crossing traffic. Statistical data indicate Tuscany’s urban
areas record 78% of road accidents.
Being infrastructural interventions very different from one another in terms of works’ scope, implementation
terms and level of difficulty, it was not possible to set out one single schedule. In some cases, punctual
interventions were aimed at improving dangerous intersections or implementing ad-hoc round-abouts; in other
cases, interventions were very extensive and aimed at implementing (or making safe) roads or modified
sections.
As follows, the situation of interventions at January 2012:
> Concluded Projects: 25
> Semi-finalised Projects: 2
> Projects under project-designing: 1
Works started with delay essentially because of lengthy procedures required for Project approval (notably for
environmental sustainability) and tender execution. Delays were due to adverse metereological conditions,
which imposed some suspensions.
Adjusting the pre-existing tracks to the new regulation on road project-design (Ministerial Decrees dated
05.11.2001 and 19.04.2006) and new tracks aimed to solve main road safety problems and improve travelling
conditions (through simplified itineraries to cross/bypass urban centres and reduce travelling time for goods
and people along the regional networks). Reduced traffic results in sensibly lower air/sound pollution, with
evident benefits for the whole regional territory. Stronger benefits result from the implementation of alternative
roads bypassing urban centres − i.e. improved living/environmental conditions in urban centres; centre
upgrading.
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Tuscany
6 Project Success
For the 25 projects concluded (see Point 3) the benefits attained are already evident − i.e. improved safety
conditions for vehicle circulation, traffic decrease, enhanced life quality for residents along regional roads.
Falciani (FI), SR 2 «Cassia» Junction –
SP 3 «Chiantigiana for Val di Greve»
Florence Prov. - SR 2 «Cassia» Junction –
SP 94 «Chiantigiana»
Falciani (FI), SR 2 «Cassia» Junction –
SP 3 «Chiantigiana for Val di Greve»
Florence Prov. – SR 2 «Cassia» Junction –
SP 94 «Chiantigiana»
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Tuscany
Province:
Municipality:
Municipalities, Associations of Municipalities,
Mountain Communes
Project Title:
«Tuscany: SocioEducational Infrastructure
for Local Development»
Budget:
24,771,987.00 EUR
38 interventions: December 2011
20 interventions: By 2013
1 Project Synthesis
The Project is composed of 58 interventions, for overall 24,771,987.00 EUR (of which 19,441,671.00 EUR
from FAS).
The interventions differ as to costs and localisation but all share common indicators and objectives.
The general objective is to insert training processes throughout life (since childhood), starting from social
cohesion, human resources training, and higher competitiveness of the regional system, by identifying ad-hoc
actions focusing on education, information, training, leisure and recreation, so as to provide people, on a
permanent basis, with widest opportunities for individual learning to improve knowledge, expertise, know-how
and competences to be spent on the market.
The pre-requisite for social qualification at regional and local level lies in making children socio-educational
services available, efficient and effective, perceived as a social qualification instrument enhancing job
opportunities and better conciling family life and women’s employment.
The final objective is to attain relevant EU benchmark (i.e. services for at least 33% of children under 3 years)
and ensure the right to such services for 100% of children aged 0-36 months (without differentiation in terms
of origin/ability) to have access to infant school services.
It is then necessary to promote non-formal education interventions for adolescents and young people,
focusing on information, training, recreation, and leisure activities, in order to provide local residents with
widest opportunities of individual learning to enhance their respective knowledge, expertise, know-how, and
competences, and accompany their personal learning and education through complementary and integrative
education paths.
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Tuscany
The projects and activities implemented are aimed at promoting positive socialisation, aggregation and
solidarity enhancement, teenagers’ creativity and participation, thus enabling them to acquire active social
roles.
Interventions are also aimed at: favouring educational continuity between school and families; involving
parents in educational choices and verification of their actual implementation; developing information and
training initiatives addressed to parents.
The identified average timing is 5 years: 2 for project-designing and 3 for implementation.
The main criticalities encountered were related to:
> Advancement of project-designing phases: The executive project approval revealed problems not
envisaged at the time of preliminary/final project;
> Tender phase: Unexpected or unpredictable situations may arise (i.e. number of participants in the tender,
or possible appeals filed by participants);
> Implementation phase: criticalities linked to extraordinary events (e.g. weather).
The Project is composed of a series of interventions thoroughly distributed throughout the Region. Its success
stems from effective and stable collaboration between the Regional Administration and local entities for
correct implementation of projects and access to services with direct effects on the territory, hence on its
inhabitants.
2
Project Genesis
The underlying needs that inspired the Project are related to the 33% objective for childcare services by 2010
required by the Lisbon Agenda. In 2000 the related national percentage was 9% and the regional percentage
was 26%, ensuring actually equal opportunity of access to children whether living in large towns or in small
municipalities.
The territory analysis was carried out by the Regional Information System for Childhood and Adolescence
(so-called SIRIA) implemented by Tuscany Regional Administration to monitor services and projects related to
childhood, adolescence and youth in Tuscany. The Information System benefits of the experience matured,
until 2000, through questionnaires issued and disseminated by the relevant office. The system is directly
implemented by municipalities, which have access to the electronic questionnaires through a code and can
thus provide data on their respective Provinces.
3
Project Implementation Plan
The Project does not envisage one single schedule as it encompasses different interventions funded at
different moments. It is however possible to identify a first phase of study and verification of the territory
directly carried out by the involved Municipalities, also based on waiting lists and inhabitants’ requests.
Projects are funded through public tender procedures participated by Municipalities, Associations of
Municipalities and Mountain Communes. The required timing is usually 5 years: 2 for project-designing and 3
for implementation, respectively.
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Works essentially respected the Implementation Plan schedule (involving 48 municipalities) except for some
unpredictable events. The criticalities encountered notably concerned meteorological adversities and external
interventions (i.e. judiciary proceedings, expenditure problems related to the Stability Pact, etc.) and were
successfully overcome thanks to Project manager’s ability, as well as collaboration among territorial bodies.
The Project enabled the implementation of 38 childcare services and 20 services for non-formal education of
children, adolescents, and youths (some projects fund multiple services).
The services contributed to:
1. Attaining the Lisbon Agenda objective (5.6%)
2. Ensuring equal opportunities, encouraging women’s presence in the labour market, promoting services
aimed at conciling family life and working life, enabling women to participate in labour policies; supporting
integrated projects to favour women enterprises and self-employment in educational services for children
and teenagers.
3. Pursuing the dissemination of services in poorly (and/or non) endowed/equipped territories.
4. Keeping services diversified to provide tailored responses to multiple needs; ensuring a flexibly organised
network.
6 Project Success
The Project is assessed as «excellent», for having:
> Respected the envisaged implementation timetables
> Utilised bio-sustainable building techniques, with special attention paid to materials and sustainable energy
sources (being addressed to children of 0-36 months)
> Substantially reduced waiting lists.
As follows the lessons drawn from the above programming:
> Favour interventions at advanced project-designing stage by assigning higher score to interventions at
executive level and works already set up;
> Assess the number of children inserted in childcare services as an evaluation factor
> Insert a score for interventions based on sustainable building criteria
> Favour private subjects’ participation (not only for economic advantage), relieving Municipalities from
difficulties related to compliance with the Stability Pact.
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Pre-Intervention −
Ground Floor Interiors: Sambuca
Pre-Intervention –
South and South-West Prospects: Sambuca
Post-Intervention Image −
Sambuca
Post-Intervention Image −
Children Bathroom − Bibbona
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Priorities
In March 1999, Italy’s Government and Umbria Regional Administration signed the Institutional Programme
Understanding («Intesa Istituzionale di Programma») concretely setting up the ad-hoc policy addressing the
socio-economic rebalancing of the Region’s underutilised areas, identifying common interest sectors,
Cultural Heritage Assets, Urban Areas, Information Society and Research.
Over less than a decade Umbria Regional Administration has programmed 518 million EUR (of which 262
million from FAS) and set up 595 interventions (of which 338 co-funded by FAS) in the above sectors. In
detail:
> 12 interventions in the «Industrial Areas» sector to upgrade «settlement» opportunities in terms of services
and accessibility. Among main works, it is worth signalling the implementation of:
1. Infrastructure and road system works in Bacanella industrial area (Municipality of Magione);
2. Primary urban planning works encompassed in the plan for production settlements in «La Nave III» of
Deruta main town − First section (Municipality of Deruta);
3. Upgrading and enlargement of the PIP industrial area of Collepepe (Mandrelle) – Lots I, II, III and IV
(Municipality of Collazzone)
> 12 interventions in the «Water Cycle» sector to protect surface and underground water, preserve water
environment, and safeguard all water-related ecosystems. It is worth signalling the implementation of:
1. Enhancement, regulatory adjustment and functional improvement of Montesperello plant (Municipality
of Magione);
2. Enlargement and enhancement of Pontevalleceppi depuration plant, and Ponte Rio plant: sewage
collectors and dismissal – Sections I and II (Municipality of Perugia);
3. Functional improvement of «Terni 1» depuration plant in Maratta Bassa (Municipality of Terni);
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Umbria
4. Water supply system within Alta Valle del Tevere municipalities – Sections I and II (Città di Castello,
Citerna, San Giustino, and Umbertide);
5. Casone plant: regulatory adjustment and functional improvement; implementation of gasometer and
electric plant. Extension and completion of the sewage system of Foligno and its fractions – Lot I
(Municipality of Foligno);
> 11 interventions in the «Soil Protection» sector to reduce rockfall and water-related risks, and prevent
further exposition to hydro-geological risks. It is worth signalling:
1. Hydraulic settlement of Fosso delle Scentelle (Municipality of Santa Anatolia di Narco);
2. Hydro-geological recovery – Terni, Cascata delle Marmore (Municipality of Terni);
3. Hydraulic settlement of Fosso Paglia in Ciconia (Municipality of Orvieto);
4. Hydraulic settlement of Fosso Cuccaro (Municipality of Cascia)
> 10 tenders composed of multiple interventions in the «Local Development» sector to: promote and
support Umbria’s productive system; enhance employment; and favour pre-competitive development and
systems/networks of enterprises. It is worth signalling:
1. Integrated tenders for regional aid regime to support SME investments (industry and craftsmanship)
throughout the Region;
2. Integrated tenders for regional aid to support tourist operators investments (throughout the Region);
3. Integrated tenders for aid to commercial enterprises’ investments (throughout the Region)
> 40 interventions in the «Local Development» sector – Infrastructure in Green Territorial Pacts aiming to
preserve and, at the same time, relaunch the territory; capitalise on local produce and social/natural
environment specificities by modernising productive facilities: offer opportunity for revenue increase; and
enhance local populations’ life quality. It is worth signalling:
1. Adjustment and restructuring of the municipal abatoir of Gualdo Tadino (Municipality);
2. Implementation of Agricultural Services Centre: Garden Centre and biological productions. Lands
belonging to former Pietrafitta mine (Municipality of Pietrafitta);
3. Adjustment of rural roads: SP100 (A-Road) of Pistrino, variance to central Pistrino (Municipality of
Citerna);
> 10 interventions in the «Cultural Heritage Preservation» sector to ensure availability of specialised
facilities for: rescue actions, civil protection, conservation, maintenance and enhancement of cultural
heritage assets. In particular:
1. Operational centre for conservation, maintenance and enhancement of Umbria’s historical, artistic,
archive and library assets (Municipality of Spoleto);
2. Pilot project for development of containers, packaging and technologies for rescue operations aimed
at institutional transports (Municipality of Spoleto);
> 75 interventions in the «Cultural Heritage Assets» sector to support knowledge, access, enhancement
and promotion of cultural assets/activities/services. Among the main implemented works, it is worth
signalling:
1. Completion of works for recovery, restoration, and museum organisation at Palazzo della Corgna
(Municipality of Castiglione del Lago);
2. Restoration, static consolidation and re-use of Bottaccione’s Medioeval Aqueduct (Municipality of
Gubbio);
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3. Palazzo Vitelli in S. Giacomo (Municipality of Spoleto);
4. Former Convent of San Francesco in Orvieto. Finalisation of works and accessories of the new
municipal library («Luigi Fiumi» – Municipality of Orvieto)
> 3 interventions in the «Mobility» sector to enhance the road network on European corridors’ directrices:
1. Underpass (km 134+689) replacing level crossing at km 134+259 and 135+434, and Madonna di
Baiano junction (Municipality of Spoleto);
2. Implementation of the road connection between SS 147 (Assisana A-Road − Ospedalicchio junction)
and regional Airport of S. Egidio (Municipalities of Perugia and Bastia Umbra);
3. Works for curve modification nearby Villa Col de Canali Hollow (between km 207+900 and km
208+100 of SR 3 «Flaminia» (A-Road − Municipality of Costacciaro)
> 13 interventions in the «Information Society» sector to: spread and consolidate ITC opportunities,
enhance IT systems, improve services supply, implement telecommunication infrastructures, cooperation
and associated management of services. In this regard, it is worth signalling:
1. Federated system for management of digital identity and authentication of Umbria Regional entities
(FED-UMBRIA) throughout the Region;
2. Enhancement of the regional network of GPS/GNSS permanent stations and positioning system
prototyping (throughout the Region);
3. «Umbria Cadaster scanning system» (throughout the Region);
> 36 interventions in the «Urban Areas» sector to: enhance urban areas’ attractiveness and territory’s
competitiveness; recover the existing real estate patrimony; widen infrastructural endowment and improve
life conditions. In this regard, it is worth signalling:
1. Urban programme for Borgo Bovio − Strada dei Quartieri (Municipality of Terni);
2. Upgrading of Campo della Fiera urban park (Municipality of Massa Martana);
3. Palazzo Malizia restructuring (Municipality of Torgiano);
4. Upgrading of public spaces of Sant’Agostino monument (Municipality of Narni);
5. Former Montedison building. Recovery for implementation of polivalent public spaces (Municipality of
Assisi);
> 3 interventions in the sector of «Technical Assistance and Feasibility Studies» to reinforce the monitoring
system of Umbria’s cohesion policy, and elaborate feasibilities studies on the integrated project envisaged
by the Understanding. Among main works implemented, it is worth signalling:
1. Feasibility Study: «Project for monitoring system and control of EU funds and other instruments aimed
at Umbria’s programming and adjustment of current applications»;
2. Feasibility Study for modernisation of the road system connecting the municipalities of Piegaro,
Panicale, Citta della Pieve, and Chiusi;
3. Feasibility Study: Integrated development programme of earthquaked areas − Focus on related
mountainous areas;
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Umbria
> 5 tenders encompassing multiple interventions in the «Research» sector to: enhance enterprises’ system
and competitiveness; pursue sustainable development of higher added value productions and
innovations; promote/enhance qualified employment notably through aid to enterprises (support to
innovation, research and enhancement of employment potential in the research sector). In this regard, it
is worth signallling:
1. Tenders for funding of interventions pursuant to Law n. 598/94 (Art. 11) for research and precompetitive development (throughout the Region)
2. Tenders for human resources enhancement in the sector of research and technological development −
Promotion of innovation and research spin-off − Fellowship (throughout the Region).
The cohesion developed in the above sectors enabled active subjects at regional level to jointly cooperate
numerous projects were implemented.
The following pages illustrate two of the projects implemented, representing the most successful cases –
namely:
> «Road connection: Assisana SS 147 (Ospedalicchio Junction) and Sant’Egidio Airport»; and
> «Casone (PG): Depuration Plant, Gasometer, Electric Plant, Sewage System Extension for Perugia and
its Fractions».
Their implementation was also enabled by sound collaboration between Umbria Regional Administration
Through this publication Umbria has the opportunity to inform citizens, in a transparent and direct manner,
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Umbria
Province:
Chieti
Municipality:
Ortona
Municipality of Ortona (Comune di Ortona)
Project Title:
«Road connection:
Assisana SS 147
(Ospedalicchio Junction)
and Sant’Egidio Airport»
Budget:
24,509,000.00 EUR (FAS)
December 2010
1 Project Synthesis
The Project falls within the «Road System» APQ stipulated on 10 June 2004 for overall 5,560,000.00 EUR (of
which 3,456,348.32 EUR from FAS and the remaining resources from regional budget), aimed at a secondary
extra-urban road (C2 type section, pursuant to Ministerial Decree of 05.11.2001) – Overall width: 9.50 mt.
The overall extension is 1,385.92 metres: from ANAS round-about along former SS 147 (Assisana) near SS
75 (Centrale Umbra) junction to another round-about along the pre-existing provincial road, also including a
short inception giving access to the historical entrance of Sant’Egidio regional Airport.
At approx. 340 metres from former SS 147, the track crosses the Foligno–Terontola railway line through an
underpass.
The intervention position was subordinated to the position of pre-existing elements, and namely: access to
the Airport, on one side, and a round-about implemented by ANAS along SS 147 (Assisana A-Road) near SS
75 junction (Centrale Umbra), on the other.
The main objective was to provide a functional, direct, fast and safe access to the regional airport.
The Project implementation lasted 11 years. Most of the time was taken to define the phases of projectdesigning, approval and identification of interventions’ financial coverage (7 years), awarding (1 year), and
implementation (3 years).
Main criticalities stemmed from the presence of: environmental and landscape constraints (e.g. Assisi view);
numerous infrastructures/sub-services causing interference; and residential/productive settlements.
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Umbria
The main result/benefit of the Project was to ensure a fast, safe and direct connection along the main road
network (4-lane State Road, Centrale Umbra SS 75, Collestrada section) to Assisi and Foligno, at the main
entrance to the Airport area.
In synthesis, the Project’s successful elements were: harmonisation of constraints (water-related, landscape,
etc.) and interference components (i.e. railway line, level crossing to be suppressed, local road networks,
access to houses, economic activities, etc.) without altering the Project’s functional need (fast and direct road
connection).
2 Project Genesis
The need to adequate the road access was coupled with the need to enhance the Airport infrastructure,
always considered essential for its functionality and image.
Access to the Airport from main roads (E 45 and SS 75) was previously provided by local roads (i.e. totally
inadequate, twisted/narrow, crossing urban centres and cross-roads/turns) making the itinerary uneasy and
difficult to be spotted by occasional users (e.g. tourists), having limited signals and exerting heavy effects on
access ease and speed.
The project-design of an intervention ensuring a direct link from the main road (Centrale Umbra SS 75) to the
Airport main access area (section of Perugia (Collestrada)-Assisi-Foligno) was strongly pursued by public
administrations and by the Airport management company (SASE SpA), aiming to evident functional aspects
and fast-and-easy access to the Airport both for domestic and international flights.
The Project contributed to removing heavy limitations weighing on the Airport’s overall image, certainly
evaluated by visitors and tourists and, thus, not to be underestimated.
The first assessments concerned functional and transport-related aspects, as well as
environmental/landscape aspects. The territory directly impacted by the Project implementation concerns a
20-30 mt section at the sides of the road (1,400 mt). The first passages leading to Project
authorisation/approval were preliminary meetings and on-site inspections, which highlighted problems then
addressed by the final version of the Project.
The need to comply with several prescriptions and fulfill different (and sometimes conflicting) needs required
considerable integrations and modifications to the Project.
Some financial criticalities were also encountered (the initially estimated amount was 2.5 billion EUR, which
then grew to 5.66 billion EUR) and it was necessary to suspend the approval proceeding in order to collect
new resources.
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Umbria
Specifically, the Project encompassed the following phases:
> Study and project-design: Preliminary and first draw-up of the final version in 1999. This phase involved also
Perugia and Bastia Umbra Municipal Administration and Perugia Provincial Administration in the study of
territories impacted by Project implementation and in the definition of all project-design phases (preliminary,
final and executive).
> The «Conferenze di Servizio» (collegial meetings of relevant Public Administrations) were implemented
between March 2000 and May 2006.
> Works implementation: Works were awarded on 28.11.2006 and started on 10.12.2007 (partial delivery).
Several suspensions and prorogations were due to: adverse weather conditions, further FS (national railway
company) prescriptions, and interventions complexity.
> Works were concluded on 07.12.2010
> Functionality: the Project was inaugurated and opened to traffic on 20.12.2010.
Despite the Project’s apparent simplicity and limited scope, various and complex problems arose throughout
the project-design, approval and implementation phases, which remarkably extended the initial schedule and
increased costs. In light of the problems encountered, the Project is emblematic of the countless difficulties
unavoidably experienced nowadays when implementing public works; hence its entry into operation was
welcomed with great satisfaction.
The various project-designing phases encountered numerous problems due to crossed prescriptions and
bans that often seemed to exclude any possible solution (i.e. Assisi landscape constraints, water works, etc.).
Other complex aspects were related to the presence of: sub-services, a level crossing to be suppressed,
access to some houses located nearby the railway line and the new track (besides the need to ensure
continuity to country road networks so as to gain access to farming funds, which shall not remain enclosed).
5 Project Success
The Project envisaged the implementation of a road section (1,385.92 mt) starting from the round-about
implemented by ANAS along former Assisana SS 147 at the junction with Centrale Umbra SS 75 and ending
with another round-about implemented on the pre-existing provincial road network, also including a short
section for access to the Airport’s historical entrance. The extra-urban secondary road (C2 category pursuant
to Ministerial Decree of 05.11.2001) has an overall 9.50-metre width (two 3.50-mt lanes, one for each
direction, plus 1.25-mt for two lateral shoulders).
The Project implementation was essential for:
> Users’ safety − Traffic flows for access to the Airport are now separated from other flows along the local
road network, previously driving along old, twisted, narrow roads.
> Traffic fluidification and improved travel conditions − Thanks to the separation of traffic flows, ad-hoc
inceptions on the existing road network, and round-abouts.
> Reduction of Airport access time − Direct connection from State roads and by means of public/private
buses.
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Umbria
That will contribute to offer better services to Airport infrastructure users. Current 800,000–1,000,000
inhabitants are estimated to become, upon conclusion of enhancement works, 250,000–400,000
passengers/year (Study commissioned by Umbria Regional Administration to IATA (International Air Transport
Association) delivered in June 1997 − DGR 4809 of 22.07.97 and subsequent estimates), against current
120,000.
6 Project Success
As said, problems complexity entailed a considerable increase in time and resources needed. Sufficient
coordination was however ensured to identify adequate solutions, harmonise the different needs, and enable
works to be successfully finalised and made operational.
Despite the long timing required, works became operational and fuctioning before the Airport finalisation,
funded within the resources issued to celebrate Italy’s 150th Unification Anniversary. Its functionality and
effectiveness are therefore fully appreciable.
Pre-Intervention Image – The track (red) is the connection
then implemented with the regional Airport
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Umbria
Province
Perugia
Municipality:
Foligno
Project Title:
«Casone (PG): Depuration
Plant, Gasometer, Electric
Plant, Sewage System
Extension for Perugia and
its Fractions»
Valle Umbra Servizi SpA
Budget:
7,195,231.49 EUR
31 January 2009 (new line)
1 Project Synthesis
The Project represents the first functional lot, and was inserted in the «Water Preservation and Integrated
Management» APQ under the Institutional Programme Understanding stipulated on 1 March 2004 by Italy’s
Government and Umbria Regional Administration.
The Project envisaged works for adjustment, restructuring and enlargement of the existing depuration plant
(operational since 1983 – activated sludge – 60,000 E.I. capacity). The overall budget of the first lot was 7.19
million EUR funded through FAS resources and 3.23 million EUR from SII Tariff.
Following the subsequent assignment of further FAS funds (CIPE Decision n. 20/2004), the first lot was
broken down into two accounting sections inserted within Integrative Act l (RJ).
The works under the two sections (analogous typologies and identical timetables) were thus differentiated on
the basis of their respective costs and deadlines as per funding sources:
> First section: Civil and electro-mechanical works for enlargement, restructuring and adjustment of the plant,
except for the second section (5.7 million EUR, of which 2.6 million EUR from FAS);
> Second section: Civil and electro-mechanical works for electric plant and tertiary treatment, electromechanical works for local ozone production (1.5 million EUR, of which 1.3 million from FAS).
The objectives and benefits attained by the Project (Sections I and II) essentially consist in:
> Adjustment of the existing plant pursuant to environmental legislation (Legislative Decree n. 152/99 and
subsequent integrations) and workplace safety regulations (Legislative Decrees n. 626/94 and n. 494/96,
and subsequent integrations);
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Umbria
> Increase in the plant depuration capacity (from 60,000 to 90,000 E.I.);
> Plant modernisation: introduction of innovative technologies, notably for tertiary treatment and telecontrol
system;
> Simplification of plant control and management activities.
The Project was implemented over 7 years. The procedure adopted for works implementation
(tender/selection based on preliminary project analysis) enabled devoting less than 1 year to the draw-up of
the preliminary project-design and selection for works entrustment; about 6 years were taken for executive
project and variations/integrations survey, stress test and controlled management (tendered, too).
The Project implementation involved only one implementing enterprise, two subjects (a project-designing
company and a single professional) for professional tasks both during project-design and execution phases
(project-design, geological analysis, safety coordination), and an ad-hoc stress test commission.
The Project’s positive outcome derives from well-defined objectives, constant monitoring and control of
technical-operational and administrative-accounting activities.
2 Project Genesis
The Project stems from the need to adequate the plant’s capacity to growing urbanisation and
industrialisation, make it compliant with EU Directives regulating wastewater-related issues, and monitor its
functioning and depuration efficiency in real time.
The following studies underlay the project-design and revealed the Plant’s under-sizing, even more
inadequate in rainy seasons:
> «V.E.I.D.E. Project» (Verification of Depuration Plants’ Efficiency) by ARPA Umbria in 2001−2002;
> Findings of self-checks carried out by the Project Implementing Subject (Plant Manager).
The territory directly impacted by the Project is located in a «sensitive» area (addressed by the Plan for Water
Preservation in Umbria) hosting the Chiascio River basin.
As follows, Local Authorities and Bodies involved in the Project implementation:
For the issuing of authorisations and opinions:
> ARPA: Opinion of 14.10.04 on preliminary project;
> ASL: Opinion of 22.10.04 on preliminary project;
> Foligno Municipal Administration: Building permit pursuant to DGC n. 516 of 07.12.05 on executive project,
and DGC n. 99 of 12.04.07 on modifications/integrations survey;
> Perugia Provincial Administration: Water works authorisation of 24.01.07
For Project approval and works awarding:
> VUS SpA: Dir. Res. n. 67 of 17.09.04 – Preliminary project approval;
> VUS SpA: BoD Decision n. 50 of 22.12.04 – Final project approval and works awarding;
> VUS SpA: Dir. Res. n. 39 of 10.05.06 – Executive project approval;
> VUS SpA: Dir. Res. n. 36 of 27.04.07 – Variations/Integrations survey approval;
> VUS SpA: Dir. Res. n. 93 of 08.11.07 – Budget remodulation.
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The Project was implemented following the procedural phases established for public investment
implementation pursuant to law: planning, project-designing, works awarding, stress test, functioning,
accounting and final accounting reporting.
Subsequent modifications were implemented by subjects involved in Project programming and monitoring −
i.e. Investment Budget of VUS SpA, Understanding Application Software of Umbria Regional Administration.
In detail, the Project was developed through the following procedural phases:
> Planning: Within the Territorial Plan (Piano d’Ambito) approved by the Territorial Authority (Autorità
Territoriale) on 29.05.03;
> Preliminary project-design: from 01.03.2004 to 17.09.2004 (approval deed by Project Manager);
> Final project-design and works awarding (Tender/Selection procedure): 18.09.2004 – 22.12.2004 (awarding
deliberation date) by Project Manager;
> Works execution: 30.12.2004 – 30.09.08 (completion works report) by the tendering enterprise. The phase
also included executive project-design (30.12.2004 – 10.05.06, approval deed date) and draw-up of
variations/integrations survey (approval date: 27.04.07). Executive project-design, works implementation
and variations/integrations survey were performed by Giovanni Putignano&Figli Srl based in Noci (Bari) –
Duration: 910 days, 2 suspensions (354 days), and 3 prorogations (490 days);
> Stress test: by ad-hoc Commission;
> Functionality: Also the management control period (4 months, by the tendering enterprise) is concluded;
(NOTE: enlargement works did not interrupt the functioning of the existing plant, thus ensuring on-going
depuration service).
All other (techno-operational) criticalities arose during the contract execution phase; in order to address and
solve them, the Tendering Body was obliged to suspend works and grant prorogations:
> First work suspension (16.05.05 − 16.03.06): In order to obtain, from Bodies involved, the necessary permits
to approve the executive project-design;
> Second works suspension (Partial: 01.03.08 – 16.05.08): So as to fully cleanse the existing items from mud
and sand, prior to their restructuring (consistently with the Project);
> First prorogation – 160 days: For further works as per variations/integrations survey;
> Second prorogation – 180 days: Due to the impossibility to intervene on a part of the plant subject to seizure
proceeding and for failed acquisition of Fire Brigades’s Certification of compliant fire extinguishing system
(Comando dei Vigili del Fuoco);
> Third prorogation – 150 days: mainly due to lengthy operations of disconnection and connection of the new
transformation cabin, due to Enel’s delay in executing its own tasks and to the presence of subservices and
sections of unknown dismissed works.
Numerous criticalities were encountered and addressed, all related to procedures – i.e. the first for
variations/integrations survey; the second for electricity supply increase.
The increase in overall Project costs (i.e. 112,590.20 EUR and 24,267.00 EUR, respectively) were covered by
the Project Manager.
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The results and benefits provided to the community consist in servicing a very wide number of users (up to
90,000) responding both to current demand and future estimates.
The main «environmental» objectives (i.e. to ensure limits on emissions into surface water compliantly with
Legislative Decree n. 152/99 and subsequent amendments) were attained, and in detail:
> Water treatment compliantly with accessibility limits as per current provisions (Legislative Decree n. 152/99
and subsequent amendments);
> Finishing operations for draining system compliant with agricultural use provisions (Ministerial Decree
n.185/2003);
> Reducing the effects of rainwater discharge into secondary canals of the draining network nearby the plant;
> Eliminating nutritional components to reduce water eutrophisation affecting the draining network with low
inclination;
> Reducing/Eliminating solid substances in the final draining system to reduce deposits on draining canals
bottoms and slow-flow water anoxia;
> Adjustment and preservation of functioning facilities.
The criteria underlying both project-designing and implementation aimed at equipment quality and reliability to
the benefit of the whole depuration cycle. As a result, the equipment could guarantee over time: functionality,
efficiency, reliability, safety, and easier management of all sections. In detail:
> The main materials utilised (steel and concrete) will ensure works functionality over time, thanks to their
static resistance and durability;
> The equipment installed was also endowed with control instruments (manometers, measurers, etc.) to
monitor its efficiency trend. Furthermore, the equipment is also supported by monitoring devices to favour
management and maintenance;
> All the plant units were implemented to ensure automatic functioning of depurator and connected machines.
The overall system is supervised by the main «control room», which displays, in real time, its electric
distribution, overall functioning, (possible) anomalies and failure, with the possibility to intervene directly.
All interventions were implemented so as to ensure the right balance between treatment stations’ efficiency,
management simplicity, and minimised environmental impact, as well as maximum safety.
6 Project Success
The Project is exemplary in terms of benefits attained (as described in the previous paragraphs).
What useful lesson has the Region drawn from the Project implementation?
The Water Preservation Plan approved by Umbria Regional Administration and entered into force on 27 Jan.
2010 envisaged, for water quality protection, the so-called «Q5P Measure» requiring Territorial Authorites to:
implement, by 2012, an example of each storage tank conncted to a depuration plant; assess the experience,
and extend such typology to specific depuration plants.
The Project implemented the first example of such a plant in Umbria, promptly enabling experimentation setup. The innovation success will enable «exporting» the methodology to other similar plants.
The Project success is essentially ascribable to sound collaboration amongst the subjects involved (both
within and outside the Tendering Body), within their respective tasks.
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Region of Valle d'Aosta
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Priorities
On 9 May 2001 an Institutional Programme Understanding («Intesa Istituzionale di Programma») was
stipulated between Italy’s President of the Council of Ministers and the President of the Autonomous Region
of Valle d’Aosta, aiming to identify the strategic orientations of regional programming and development
objectives, and the related prioritary intervention sectors. More precisely, the primary objectives consist in:
1. Fostering Valle d’ Aosta’s relations and reinforcing its position in the European context, in particular by
upgrading and enhancing its transport infrastructures;
2. Requalifying/Upgrading and diversifying the productive fabric, by recovering settlements in the central
valley and enhancing cultural and environmental tourism;
3. Preserving and enhancing the environmental patrimony, safeguarding it from hydro-geological
disbalance, and pollution.
More precisely, the parties undersigning the Institutional Programme Understanding subsequently
underwrote the so-called Framework Programme Agreements (Accordi di Programma Quadro – APQ) in
more specific sectors such as: reconversion of former Ilva Cogne area; adjustment and improvement of
Aosta-Torino railway system; e-government and Information Society; improvement of regional airport system
accessibility; R&I promotion; water protection and integrated management; and youth policies.
As follows two relevant projects for the Region in terms of FAS funding:
1. Reconversion of former Ilva Cogne area
2. Aosta: Corrado Gex Airport: Runway Extension; Acquisition and Installation of Radioassistance Devices.
More in detail, for the first project, the Autonomous Region of Valle d’Aosta stipulated two Framework
Programme Agreements (2005 and 2006) and an Integrative Act (2009) with Italy’s Ministry of Economy and
Finance and the Presidency of the Council of Ministers. The first Framework Programme Agreement (APQ)
for «Information Society» was undersigned on 10 March 2005; the second on 21 December 2006. Both
aimed to attain objectives consistent with EU, national and regional plans for e-government and Information
Society. The first APQ envisaged two interventions (for overall 2,588,777 EUR):
> RUPAR (Unified Network of Regional Public Administrations);
> ICAR (Inter-operability and Applicative Cooperation between Regions).
The second APQ objectives are analogous and complementary with the first APQ objectives, and envisaged
three interventions for overall 7,628,477.00 EUR – namely:
> RUPAR broadband wireless, subsequently remodulated into «VdA All BroadBand»;
> One-Stop-Shop - local entities/bodies;
> Project for Infomobility in north-west.
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Regional Council Decision n. 3758 of 18 December 2009 approved the First Integrative Act to the
Framework Programme Agreement on «E-government and Information Society» in Valle d'Aosta for
implementation of «RIVA – Re-use PEOPLE, Valle d'Aosta» aimed at re-using e-government solutions
belonging to Public Administrations, signed on 22 December 2009 for overall 1,020,528 .00 EUR.
Relatively to the second Project, on 22 July 2002 a Framework Programme Agreement (APQ) was
stipulated between the Autonomous Region of Valle d’Aosta and Italy’s Ministry of Economy and Finance
for reconversion of former Ilva Cogne area (industrial area in the Municipality of Aosta).
On 10 March 2005, within the Framework Programme Agreement (APQ) between Valle d’Aosta and Italy’s
Ministry of Economy and Finance, the «APQ Integrative Act for reconversion of former Ilva Cogne area in
Aosta» was signed to enable complete restructuring of PAC (a dismissed industrial condominium).
The above APQ and related Integrative Act envisaged four interventions (for overall 8,766,031 EUR over a
decade):
> Image Area: Restructuring of collector tank and surge drum (1,104,015 EUR )
> Sports Area: Completion of the cycling-pedestrian path in the industrial area (1,128,603 EUR)
> PAC: Restructuring of a dismissed industrial condominium (5,533,413 EUR + 1,000,000 EUR).
Their implementation was enabled by sound collaboration between the Autonomous Region of Valle
d’Aosta and implementing bodies (Vallée d’Aoste Structure srl and CVA SpA).
Eventually, for the third project, the Region stipulated a Framework Programme Agreement (2005) and an
Integrative Act (2007) with Italy’s Ministry of Economic Development, Ministry for Infrastructure and
Transport, and ENAC (Italy’s National Body for Civil Aviation).
Through Decision n. 4442 of 16 December 2005, Valle d’Aosta Regional Council approved the stipulation
of the APQ aimed at improving regional airport system accessibility. The APQ was underwritten on 23
December 2005 by Valle d’Aosta Regional Administrations, relevant Central Administrations, and ENAC.
With such APQ, the Region programmed 14,580,000 EUR and set up two interventions for:
> Runway extension; and
> Acquisition and installation of radioassistance devices.
Besides the two interventions related to the first APQ (by now concluded), an Integrative Act was stipulated
in July 2007 to enhance the airport system accessibility (15,400,000 EUR) through the following
interventions (as remodulated in 2009):
> Implementation of: new passengers airport (terminal) and car parking areas;
> Acquisition and installation of IT endowment and furnishing;
> Re-organisation of the junction between SS 26 and SR 34 (A-Roads) in Sogno area, and upgrading the
areas surrounding the Municipality of Saint-Christophe.
In detail, the interventions related to APQ Integrative Act for improving Valle d’Aosta airport system
accessibility are still being implemented and thus will not be described in this publication.
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Region:
Valle d’Aosta
Municipality:
Aosta
Vallée d’Aoste Structure s.r.l. – C.V.A. S.p.A.
Budget:
9,141,424.48 EUR
Project Title:
«Aosta: Reconversion of
Former Ilva Cogne Area»
> Image Area: Electric Collector Cabin:
Sept. 2006 Surge Drum: July 2009
> PAC: Partial functionality – March 2008
> Sports Area: Summer 2012
1 Project Synthesis
The Project is encompassed in the APQ (and related Integrative Act) for reconversion of former Ilva Cogne
area, aiming to production fabric upgrading and diversification. The real cost of interventions amounts to
9,141,424.48 EUR, of which 8,538,640.96 EUR from FAS.
The Project includes four interventions differentiated by costs, indicators, duration, and localisation, but aimed
at common objectives and benefits. As follows, a description of the interventions implemented for the «Image
Area» (collector tank and surge drum, for 1,176,722,67 EUR) and restructuring of the so-called PAC (a
dismissed industrial condominium – 6,797,966.11 EUR), being the «Sports Area» intervention not yet
finalised (for overall 1,166,735.70 EUR).
The Project’s general objective was to enhance former Ilva Cogne area in Aosta (a 90-ha industrial area
acquired by the Autonomous Region of Valle d’Aosta from Ilva Group in the 1990s) through relevant financial
resources (150 billion liras then) and wide programming contents. A part of the area was let to an iron and
steel industry, while the southern area (40 ha) underwent production reconversion set up in 1993 through:
demolition of derelict buildings, implementation of security measures inside buildings, re-infrastructuring
interventions, and creation of a «Pépinière d’Entreprises» (enterprise incubator), and new industrial buildings.
The area was also enhanced through:
> Restructuring of an existing industrial building (so-called PAC – Surface: 20,000 sqm) capable of hosting
new productive activities;
> Restructuring of the existing surge drum and functional recovery of the relevant water tank to provide water
for fire extinction and industrial use to the buildings located in the area;
> Restructuring of the eletric collector cabin;
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> Implementation of the cycling/pedestrian path to connect green areas (east-side) to the town. The Project
has been mostly implemented; it is still necessary to finalise the cycling/pedestrian path (Sports Area) and
PAC restructuring.
Image Area
The restructuring of the electric collector cabin took three months for project-designing and one year for
implementaton (by CVA SpA). The restructuring of the surge drum took one year for project-designing and
five years for implementation (by Vallée d’Aoste Structure srl).
PAC
PAC restructuring and completion took one year for project-designing and six years for implementation. The
personalisation/furnishing of interiors is still to be finalised, tailored onto the entreprises to be housed in the
building (implementing subject: Vallée d’Aoste Structure srl). The overall Project involved eight projectdesigning and building enterprises.
2 Project Genesis
The Project is aimed at upgrading and diversifying the production fabric in the related priority sector of
intervention for «recovery of central valley settlements» pursuant to Art. 4(1) of the Institutional Programme
Understanding between Italy’s Central Administrations and Valle d’Aosta Regional Council.
In light of poor availability of soil for production settlements, the Regional Administration decided to: reclaim
the APQ area from an environmental profile; promote new production settlements (following re-infrastructuring
and restructuring of existing buildings); define future urban-planning structure in agreement with Aosta
Municipal Administration; and define interconnections between the concerned areas and the town, and its
contiguous transport infrastructure.
The Project focuses on follow-up to economic reconversion and urban-planning reorganisation of former Ilva
Cogne industrial area in Aosta through an ad-hoc Plan funded within 1992-1993 EU Structural Funds Obj. 2
interventions. The Plan was implemented through Obj. 2 SPD and RESIDER Community Initiative
Programme (1994-1999), and through Valle d’Aosta Obj. 2 SPD, and the above 2000–2006 APQs.
Image Area
Restructuring of the electric collector tank: consolidation of roof water-proofing treatment; decoration of
facades; and restructuring of fencing sections. The recovery of the surge drum required: external plastering of
the tank; external decoration of the tower and building underneath; restructuring of three spaces (circa 400
sqm of pavement surface); and functional recovery of the top tank, which provides the area with water for fire
extinction and industrial use.
PAC
PAC restructuring enabled recovering an old industrial building composed of 5 subsequent bays (covered
surface: 20,000 sqm) divided into 8 lots (circa 2,000-2,500 sqm). Aosta Municipal Administration (reference
body) issued the necessary building permits.
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Autonomous Region
The Project implementation included various procedural phases.
Image Area
The restructuring of the electric collector cabin encompassed the following phases:
> Study and project-design: July 2005–Sept. 2005; executive project-design approval on 28 Oct. 2005;
> Works implementation: May 2006–Sept. 2006, by F.P.S.M. enterprise (Furfaro V. & C. s.n.c.); 4 months, 2
suspensions (pending the Superintendence permit; building-yard summer closure from 9-21 Aug. 2006);
> Stress Test: Oct. 2006 (following the works conclusion in Sept. 2006).
The restructuring of the surge drum encompassed the following phases:
> Study and project-design: Sept. 2003–Oct. 2004;
> Works implementation: Oct. 2004–Aug. 2007 (by Consorzio Ravennate delle Cooperative di Produzione e
Lavoro S.c.a r.l.);
> Stress Test: July 2009
PAC
PAC restructuring encompassed the following phases:
> Study and project-design: June 2003–July 2004; executive project-design approved on 2 Aug. 2004;
> Works implementation: Nov. 2004–Oct. 2007 (by MV Costruzioni Generali SpA). Conclusion date: 26 Sept.
2008, namely when the building site was delivered by MV Costruzioni Generali SpA (then risking
bankruptcy). The contract for completion of offices and unfinished works was awarded to Consorzio
Ravennate delle Cooperative di Produzione e Lavoro S.c.a.r.l. on;
> Stress Test: March 2008, by MV Costruzioni Generali SpA.
Weather conditions, notably in winter, delayed the implementation phases. Furthermore, the co-presence of
numerous enterprises generated interferences and caused implementation delays.
Image Area
No particular criticalities were encountered for the «Image Area», unlike the surge drum – i.e. besides its
restructuring, it was decided to make the tank functional again to stock industrial water.
PAC
Due to implementing enterprise’s financial difficulties, the building yard was delivered in advance although
some works had not beeen finalised. Therefore, a one-year delay impacted the delivery, and the
implementing subject had to launch a new tender to finalise the lots, as well as the facade and roof.
Criticalities were however overcome thanks to working group’s collaboration and project manager’s problemsolving skills.
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5 Project Success
Image Area
For what concerns the restructuring of the surge drum, three premises at tower base were recovered (approx.
400 sqm of pavement surface) to host temporary exhibitions or fair reference activities. As to the expected
results, a further objective was successfully attained, namely the functional recovery of the top tank to supply
water for fire extinction and industrial use.
PAC
The restructuring resulted in the creation of new lots aimed at industrial craftsmanship productions, thus
fulfilling the need to settle new productive activities or, in some cases, to delocate productive activities
improperly housed within the urban fabric.
6 Project Success
Through the Project, Valle d’Aosta has attained a successful synthesis of its regional policy objectives and
fulfilled territories’ needs at multiple levels. The Project also relies on the integration of objectives of different
programmes/funding sources within Valle d’Aosta’s regional development policy, being it funded through
various programming phases and national/regional resources.
Besides the «thematic» industrial park implementation , the reclamation and reconversion of the former Ilva
Cogne Area offers excellent opportunities for development and settlement of SMEs and, from an
environmental point of view, for upgrading and re-aggregation of Aosta’s peripheral areas.
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Region:
Valle d’Aosta
Municipality:
Saint-Christophe
Project Title:
«Aosta: Corrado Gex
Airport: Runway
Extension; Acquisition
and Installation of
Radioassistance Devices»
Aeroporto Valle d’Aosta (AVDA) S.p.A.
Budget:
13,996,464.47 EUR
December 2010
1 Project Synthesis
The extension of Corrado Gex Airport runway, and acquisition and installation of radioassistance devices
were implemented within the APQ aimed at enhancing Valle d’Aosta’s airport system accessibility, stipulated
on 23 Dec. 2005 by Italy’s Ministry of Economic Development, Ministry for Infrastructure, ENAC (National
Body of Civil Aviation) and Valle d’Aosta Autonomous Region Administration.
The cost of the interventions is 13,996,464.47 EUR (8,641,884.15 EUR for runway, and 5,354,580.32 EUR
for acquisition and installation of radioassistance devices), of which 2,721,158 EUR from FAS.
The above APQ envisaged two interventions (Master Plan, Airport Development Plan – PSA) differing in
costs, indicators, duration and localisation, but both aiming at common objectives and benefits – namely:
> Consolidation and raising of the regional airport’s passengers traffic (increase in: traffic capacity; number of
daily flights and routes; use of higher capacity carriers (70/80 seats); night flights, in unfavourable weather
conditions and for Civil Protection and alpine rescue interventions);
> Improved service reliability – Enhanced service regularity (currently very precarious due to substantially
inadequate infrastructures), which should entail stronger integration with the national and regional transport
system, and enhanced customer satisfaction at end-period;
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Autonomous Region
> Improvement of Civil Protection/alpine rescue interventions and helicopters/air-taxis’ operativeness, through:
runway extension; radioassistance installation; extension of parking areas and creation of ad-hoc spaces for
operators and Civil Protection, to enable alpine rescue, civil protection and helicopter-related activities to be
substantially independent from other commercial activities. Daily activity increase through flying time
extension will make rescue/civil protection activities more accessible also in unfavourable weather
conditions.
Runway extension
The intervention for runway extension (from 1,240 metres to 1,499 metres, for overall 11.5 ha) should enable
taking-off/landing operations for carriers up to 70/80 passeggers (i.e. BAE 146, AVRO RJ 75/85, FOKKER
27/50, ATR 42/72, Dornier 328, Dash 8) to enhance the Region’s tourist growth. The intervention was
implemented through four years (two for project-designing, and two for execution).
Acquisition and installation of radioassistance devices
The structural intervention was implemented to enable flights in low visibility conditions and adverse weather
conditions, thus increasing the overall flying activity. More precisely the implementation phase concerned:
>Installing radioassistance devices (LLZ/DME / D-VOR/DME) to implement flying procedures (landing/takingoff);
>Installing complementary safety equipment (luminous gates, NDB, acustic markers, Lead In Lights);
>Adjusting sites to equipment installation.
The intervention was carried out over four years (study/project-designing and implementation), followed by
stress tests and verifications.
2 Project Genesis
In the 1980s Valle d’Aosta’s infrastructural endowment proved rather poor, notably for transport
infrastructures. It proved therefore necessary to intervene in the air transport sector for enhanced citizens’
mobility and increasing integration in a national/international context.
A thorough analysis of the Region’s socio-economic context revealed the presence of a thick regional road
network composed of A5 Highway, SS 26 and 26-dir (A-Roads) connecting Turin, Aosta, Little St. Bernard
Pass (France), Mont Blanc Pass (France), SS 27 (A-Road) connecting Aosta with the Great St. Bernard
Mountain and Pass (Switzerland), and by an approx. 120-km railway line connecting Turin to Aosta and the
latter to northern Valle d’Aosta. Furthermore, the regional territory hosts a single airport in the Municipality of
Saint-Christophe (Aosta).
Prior to its temporary closure for implementation of the sector APQ, the airline activity concerned additional
Italian routes: besides Aosta–Rome route, the reference carrier also operated Aosta–Pescara route and, in
summer, Aosta–Olbia, via Cuneo. Considering Valle d’Aosta’s infrastructural system (notably the airport
system), the Regional Administration undertook to enhance Corrado Gex Airport (runway extension, lighting
system, and flight assistance instrumental equipment) as a prioritary intervention.
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Autonomous Region
> Territory Landscape Plan (Piano Paesistico Territoriale − PTP), approved by Valle d’ Aosta Regional Council
in 1998, aiming to drastically reduce crossing traffic impact and enhance Valle d’Aosta within the European
context;
> Region’s Traffic Plan (PBT) for 2000-2009 (21 Oct. 1999, updated in June 2010 for 2011-2020), aimed at
enhancing transport services quality;
> Territory Analysis, encompassed in the Airport Development Plan – Master Plan (PSA) of Corrado Gex
regional Airport. All necessary technical opinions and legal authorisations were acquired. In particular, in
order to improve Airport accessibility, two understandings were underwritten pursuant to Valle d’Aosta
regional urban-planning regulation: the first with Aosta Municipal Administration for D-VOR radioassistance
plant; the second with the Municipality of Saint-Christophe for runway estension (west side).
Within the runway extension intervention (east side), also the Municipality of Quart issued favourable opinions
and authorisations, positively concluding the regional environmental impact procedure for acquisition and
installation of radioassistance devices. The necessary authorisations were granted by ARPA, Emarèse and
Saint-Vincent Municipal Administrations, and Monte Cervino (Matterhorn) Commune.
The Project was implemented through various procedural phases requiring accurate study of Valle d’Aosta’s
territory so as to effectively project-design activities and define the required timing. The study (Airport
Development Plan – PSA) underlies all the interventions implemented.
Runway extension
In detail, the intervention related to the extension of Corrado Gex Airport runway encompassed the following
phases:
> Study and project-design: May 2003-Dec. 2007. The phase involved the Regional Administration, which
entrusted Master Plan implementation and preliminary phases of each preliminary, final and executive
project-design to Tecnoengineering TE2C (enterprise);
> Works implementation: Sept. 2008-Nov. 2009 by the group of enterprises headed by AVDA SpA (airport
management enterprise). Works lasted 14 months, in addition to 4 months for «place-in-service», and 9
months for stress test.
Acquisition and installation of radioassistance devices
With regard to the intervention for acquisition and installation of radioassistance devices:
> Study and project-design: May 2003-April 2006. The phase involved the Regional Administration, which
followed executive project-design (preliminary and final phases were not envisaged) entrustment by AVDA
to Tecnoengineering TE2C (implementing enterprise).
> Works implementation: April 2007-July 2008 by Thales SpA (entrusted by AVDA SpA – airport management
company). The related stress tests and approval procedures were successfully completed.
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Although the Implementation Plan schedule was respected, the Project proved very complex as it involved
different subjects and impacted on a rather vast regional territory (i.e. three municipalities).
Relatively to the runway extension, main criticalities derived from: non expected presence of underground
services/facilities; need to adjust the road network to future taking-off and landing surfaces, and to draw up
and approve a technical survey for variations/integrations, which entailed delay versus the set schedule. With
regard to the acquisition and installation of radioassistance devices, minor criticalities were identified in the
procedures for expropriation and/or adjustment of lands to host the new plants/systems/devices.
5 Project Success
The two interventions for improvement of Corrado Gex Airport accessibility produced both direct and
indirect/induced impacts.
Relatively to direct impact: the above Airport Development Plan envisaged for Valle d’Aosta a 45%−100%
transport demand increase within 10 years, as the APQ interventions enable acquiring further traffic
segments.
Ad-hoc studies estimated the Project would also produce indirect/induced impact on multiple activities
performed within the Airport infrastructure.
The dynamic effect produced by the infrastructure enhancement is estimated to impact (through
expenditures, orders, investments, and services) so as to substantially increase regional GDP and
employment opportunities.
Waiting for fully resumed flying activity, the objectives pursued can be considered as successfully attained –
i.e. bigger carriers than in 2007, helicopter operative daily time extended for alpine rescue, and sanitary/civil
protection services.
6 Project Success
The Project success relies on effective enhancement of such an important infrastructure both for national and
international accessibility of Valle d’Aosta territory.
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Veneto
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Veneto
Priorities
In May 2001 Italy’s Government and Veneto Regional Administration signed the Institutional Programme
Understanding («Intesa Istituzionale di Programma») concretely setting up an ad-hoc policy to address the
socio-economic rebalancing of the Region’s underutilised areas, identifying common interest sectors,
Over years, CIPE Decisions on distribution of FAS resources to regional Administrations updated the original
Understanding and included further sectors − i.e. in particular, «Research and Information Society» (through
ad-hoc agreements based on FAS resources − CIPE Decision n. 36/02). Furthermore, in consideration of
Veneto’s historical buildings that attract tourists and, consequently, wealth, «Local Development» APQs
envisaged also interventions within the «Cultural Heritage» sector. Over time, Veneto deemed it advisable to
sign APQs exclusively aimed at Cultural Heritage Assets. The funding line assigned to «Urban Areas» in
Veneto led to a single programming deed (July 2007 − CIPE Decision n. 35/05).
Being the negotiating instruments outlined by Law 662/96, Veneto Regional Administration adopted APQs
also to manage non-FAS resources. To such end, it is worth recalling interventions encompassed in «Youth
Policies and Marghera Port» APQs which, though not based on FAS resources, adopted the «Governance»
APQ and paid special attention to monitoring (through instruments such as «Applicativo Intese» and,
currently, «Tracciato Unico» and «Protocollo di Colloquio»).
APQs indeed proved to be the Understanding negotiation instruments best implementing Administrations’
will, identifying and describing ad-hoc interventions to attain the objectives pursued, and ensuring their
consistency with EU, national, and regional programming (i.e. «Marghera Port» APQ: approx. 1 billion EUR).
Nevertheless, APQs have been recently adopted to utilise non-FAS resources to address the damage
deriving from possible flooding, as well as within the «Information Society» sector.
Ten years after the Understanding stipulation, 35 APQs have been underwritten in Veneto within overall ten
sectors, and namely:
> Mobility Infrastructure
> Water resources
> Soil and Coast Protection
> Local Development
> Information Society
> Research
> Cultural Heritage Assets
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Veneto
> Urban Areas
> Youth Policies
> Marghera Port.
Isolating the analysis to FAS-funded sectors, over 2001-2007 Veneto Regional Administrations
programmed approx. 1,230 million EUR (overall APQ value at 03.12.2010), setting up 533 interventions in
the above sectors. In detail:
> 70 interventions in the «Mobility» sector to enhance Veneto’s economic system efficiency and life quality
in urban centres and along roads. Parallely to developing and implementing the road network and related
safety measures, the Regional Underground Railway System (SFMR) plays an indispensable role,
hosting several productive urban centres. In this regard, it is worth signalling the implementation of
interventions aimed at enhancing former SS 50 (now Regional Road 50) of «Grappa and Passo Rolle»,
which represents an essential artery connecting Veneto and Trentino both for local vehicle traffic and
relevant tourist traffic;
> 105 interventions in the «Water Cycle» sector to ensure correct and sustainable water use. Unitary
management of aqueducts, sewage disposal systems and depuration systems plays an essential role
(based upon «integrated water cycle» principles) and requires protection of all surface and underground
water in order to reduce pollution levels and fulfill water needs. To such end, it is worth signalling the
implementation of three interventions identified within the Structural Model of Veneto’s aqueducts (Central
Veneto scheme) to enhance the system through: trasformation of aqueducts through a reliable and
efficient system of water distribution, and replacement of risk sources with other sources guaranteeing
absolute perenniality;
> 138 interventions in the «Soil and Coast Protection» sector to: reduce water risks, stabilise hydrogeological risks, and enhance the territory by safeguarding its environmental characteristics. Among main
works: adjustment of mountain torrents, and reconstruction of Veneto coast section between the Piave
mouth and the Livenza mouth.
> 65 interventions in the «Local Development» sector to enable the territory to improve its environmental,
cultural and socio-economic contexts. The policy is not sectoral; on the contrary it is based on the
interaction of various sectors which, besides reaching their own respective objectives, contribute to
developing a well-defined geographical territory;
> 29 interventions in the «Information Society» sector to favour telematic structural/infrastructural
development of local entities, enterprises and digital technology use, in order to build up Veneto Region’s
e-government. The main intervention line concerns the creation of: an integrated network, basic
technologies and services, broadband communication (cable, wireless, satellite) in regional areas not yet
supplied by the service;
> 90 interventions in the «Research» sector, indispensable to face global competition. Numerous
implemented interventions fall within two main coordinated initiatives − i.e. biotechnologies and
nanotechnologies, implemented by CNR and CIVEN (consortium of universities), respectively;
> 32 interventions in the «Cultural Heritage Assets» sector to promote knowledge, conservation and
enhancement of historical towns’ heritage, civil/religious buildings and villas, monuments and all items
belonging to history, memory and tradition of Veneto’s cultural landscape;
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Veneto
> 4 interventions in the «Urban Areas» sector to enhance local resources aiming to intersectoral economic
integration, and enhancement/development of a wider territory.
The cohesion developed in the above sectos enabled active subjects at regional level to cooperate aiming
to one common objective: creating progress and growth for the territory and its inhabitants. To such end:
> Intervention I1A3P001: «Coast protection: mantenaince and adjustment of works, coast reconstruction for
tourist/leisure enhancement»; and Intervention I1A3P100: «Remaking of the coasts before Eraclea and
Caorle urban centres» (both sections of the «General Project for arrangement and upgrading the coast
section between the Piave river mouth and Livenza river mouth» and inserted within the APQ for Soil and
Coast Protection signed in 2002 and in Integrative Act V underwritten in 2007;
> Within «Structural Model of Veneto’s aqueducts – Central Veneto scheme», Intervention I1A2P086:
«Water pipe connecting Venice and Padua hydraulic intersection nodes»; Intervention I1A2P088:
«Primary feeding water pipe – Sections 10-11-12 Cavarzere, Chioggia, Cavanella; Intervention I1A2P089:
Padua’s primary feeding water pipe (Junction A4/A13), Cavarzere (Cavanella d'Adige), Sections 7-8-9,
«Water Resources» APQ, Integrative Acts I and II»;
> Intervention I1A9P026: «S. Michele Arcangelo Dome in Candiana (Prov. of Padua). Recovery of
presbytery ceiling, transept, choir ceiling and walls, organ case, and wooden sculpture» («Cultural
Heritage Assets» APQ).
The following pages illustrate in detail the two most successful projects carried out by Veneto Regional
Administration through FAS resources – namely:
> «Caorle and Eraclea (VE): Coastline Adjustment/Upgrading between the Piave River Mouth and Livenza
River Mouth»; and
> «Venice−Padua Provinces: Structural Model of Veneto Aqueducts – Central Veneto Scheme».
Their implementation was enabled by local actors’ factual participation and regional offices’ synergy. The
sound collaboration between Veneto Regional Administration and Italy’s Central Administrations proved
absolutely indispensable to attain the aimed results.
Through this publication, Veneto has the opportunity to inform citizens, in a transparent and direct manner,
252
Veneto
Province:
Venice
Municipalities:
Caorle and Eraclea
Project Title:
«Caorle and Eraclea (VE):
Coastline Adjustment/
Upgrading between Piave
River Mouth and Livenza
River Mouth»
Veneto Regional Administration
(Regione Veneto)
Budget:
10,494,075.66 EUR
31 May 2012
1 Project Synthesis
The Project falls within a general project (in sections) for adjustment and upgrading of the coastline between
the Piave River mouth and the Livenza River mouth, for overall 10.5 million EUR (of which approx. 3.5 million
from FAS). The general project envisages the implementation of 52 rock panels along an approx. 12-km
coastline between the Piave and Livenza rivers’ mouths, and subsequent sand remaking for approx.
3,000,000 cube metres. To date, 30 groins have been implemented and 10 cells have been replenished for
approx. 2.5 km. Project I1A3P100 (contracted) will implement the replenishing of further 20 cells for approx. 5
km along the coastline section where the new rock groins have already been installed.
The Genio Civile Office of Venice has already designed the final project of all missing groins as far as the
Livenza River mouth (overall further 6 million EUR). Based upon resources available over time, it will be
possible to define the executive project-design sections up to overall Project implementation.
2 Project Genesis
Over the past few years the coastline stretching between the Piave and Livenza mouths (notably opposite
remarkable tourist centres such as Eraclea Mare, Duna Verde, and S. Margherita di Caorle) has undergone
strong degradation.
The beach neighbours a wide pinewood hosting typical vegetal species of north Adriatic coastline (by now
rare in Veneto coastline landscape), while the hinterland is characterised by farming areas safeguarded by
sand kerbs curbing possible violent sea storms.
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Veneto
The resources allocated by CIPE Decision n. 135/99 funded a feasibility study aimed at a general project for
coast protection, maintenaince and adjustment of existing works, and coastline recostruction for
tourist/recreational enhancement.
The simulation models enabled identifying the best project solution to counter coastline erosion phenomena
and build a sufficiently wide beachfront.
The alternative project solutions essentially consisted in transversal protection works (groins) coupled with
replenishing interventions.
The feasibility study indicated the best solution consisted in a system of 51 bays of 135-metre-long rock
groins spaced out by 240 metres (the first bay is more spaced). Furthermore, it proved necessary to submit
the entire seafront area to replenishing interventions in order to obtain a min. 30-metre-wide beach (i.e. the
replenishing width is however destined to decrease over time).
Veneto Regional Administration (Genio Civile Office of Venice) set up the implementation of the mentioned
general project (as from 2000) through a first lot covering an approx. 2-km-long coastline section.
Subsequently, the first and second sections were set up (2000−2006 SPD funds) along an approx. 1.75-km
coastline section, where 6 groins were installed.
At the same time a third section was funded through the «Soil and Coast Protection» APQ underwritten in
July 2002 (Intervention I1A3P001: «Coast protection, maintenaince and adjustment of existing works, and
coastline reconstruction for tourist/recreational enhancement») in Duna Verde for approx. 3-km coastline. The
intervention envisaged:
Supply and installation of huge stone boulders to reinforce protection, extend and create new rock groins’
heads along the coastline opposite Eraclea and Caorle (urban centres), as a follow-up (not necessarily
physical) to interventions implemented over 2000;
a. Removal/Lifting of degradated groins, reutilising materials in order to create new protection works;
b. Replenishing (with sand from sea bottoms or river mouth sediments) of one or more sections along the
coastline opposite Eraclea and Caorle urban areas, pursuant to legal procedures.
c. Endowing groins with a walking path for tourist use.
Intervention I1A3P001 (stress test: 12.03.2008) implemented the works listed under a) and set up b), while
interventions under c) were cancelled during the project contracting phase as the available funds did not allow
for the replenishing action and the Administration evaluated possible grants for such a considerable volume
(circa 500,000 cube metres of sand). As to b), the existing groins were shortened but not eliminated. Due to
safety reasons, they can be eliminated only immediately before the coastline replenishing.
Concretely, the intervention led to the implementation of 13 rock groins (length: 135 metres; uniform spacing:
240 metres) in Duna Verde for an approx. 3- km-long coastline section.
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Veneto
Overall, at June 2008, 30 new groins had been created for approx. 6.7 km and circa 2 km had been
completed (thanks to approx. 300,000 cube metres of sand), corresponding to the first 8 bays along the
Eraclea Mare sea front (intervention activated in 2000).
The Dec. 2006 monitoring revealed 2.5 million EUR savings to be utilised within the intervention for the
replenishing of the cells implemented by creating breakwaters. The amount rose to 3,069,234.73 EUR
(Regional Decree of February 2009) and aimed, upon consensus of the parties underwriting the «Soil and
Coast Protection» APQ, at funding a new section of the general project inserted in Integrative Act V under the
title of «I1A3P100 – Environmental and tourist upgrading and rearrangement of works for protection of
coastline and river mouths between Piave and Livenza – Section: coastline replenishing».
The intervention envisages:
a. Lifting/removal of degradated groins, reutilising materials in order to create new protection works;
b. Replenishing 20 bays of the coastline already protected by new groins, by utilising overall 500,000 cube
metres, of which 450,000 cube metres from sea caves (Eraclea and Jesolo coastline) and 50,000 cube
metres by dredging nearby river mouths;
c. Intervention scope: a coastline section of approx. 4.7 Km.
The implementation schedules of the two interventions were, respectively:
Intervention I1A3P001:
> Study and project-design: May 2001−Aug. 2004 by Venice Genio Civile
> Works implementation: 22.09.2005 – 03.04.2007
> Stress test: 08.08.2006 – 12.03.2008;
Intervention I1A3P100:
> Study and project-design: June 2008–April 2009;
> Implementation started in Sept. 2009: The intervention also included top emergency works for 200,000 EUR
(concluded in Feb. 2010), and dredging of nearby river mouths and replenishing of the same coastline for
600,000 EUR (concluded in May 2010);
> The stress test conclusion (only for the main intervention) is expected for June 2014.
Of course, considering the works localisation, the Project envisages their suspension during the bathing
season to enable tourist use.
The works did not encounter particular implementation criticalities. As already highlighted, the replenishing
activity was removed from Intervention I1A3P001 due to the difficulty in finding such a relevant quantity of
sand. The activity was then reprogrammed under Intervention I1A3P100, to be implemented by utilising
materials partially recovered by dredging the nearby river mouths (50,000 cube metres) and partially from sea
caves (450,000 cube metres).
It is worth underlining the area is characterised by fishery activities (sea clams and smooth clams), thus
requiring harmonisation with the needs expressed by the sector of bivalve molluscs fishing , which currently
experience an increasingly heavy crisis, identifying possible forms of socio-economic effect mitigation of the
increasingly impacting sea infrastructure. To such end, a dedicated task force was established, composed of
regional subjects and bodies, State bodies/administrations and fishery sector representatives.
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Veneto
The section already implemented by the overall project has enabled adjusting the coast protection capacity
(as to sea storms and erosion) and, at the same time, favouring the tourist-recreational use of beachfronts
during the bathing season. Undeniable benefits are gained in terms of environment and territory quality, as
well as the economic development of tourist-related activities.
Consequently, the beachfront works implemented enable safeguarding also the areas neighbouring the
beach, such as the wide pine woods hosting typical vegetal species of the northern Adriatic coast and
peculiar of the Veneto Region natural landscape, celebrated in Hemingway’s novel «Beyond the river and
among the trees».
The implementation of the overall project for adjustment and upgrading of the sea coastline between the
Piave river mouth and the Livenza river mouth will maximise results and benefits.
6 Project Success
The strategic role played by the Project is confirmed by the decision (following ad-hoc feasibility study as per
CIPE Dec. n. 135/99) to join funding from different sources (i.e. SPD, FAS, regional resources), in order to
implement the overall Project (broken down into sections) for adjustment and upgrading of the coastline. In
particular, FAS funds programmed in the APQ for «Soil Protection» proved decisive (through resources
reprogramming mechanism) to attract regional funding, which allowed implementing further sections of the
overall project.
The opportunity to utilise a quota of 2007−20013 Veneto PAR (Regional Action Plan) resources is currently
being evaluated, which would integrate the resources envisaged for Intervention I1A3P100 (during the tender
phase) and enable completing the overall project.
256
Veneto
257
Veneto
Provinces:
Padua and Venice
Municipalities:
Several1
Veneto Acque A.p.A.
Project Title:
«Venice−Padua Provinces:
Structural Model of Veneto
Aqueducts1 – Central
Veneto Scheme2”
Budget:
100,981,106.38 EUR
By December 2012
1 Project Synthesis
Unitary management of aqueducts, sewage disposal plants and wastewater depuration plants (jointly
composing the «Integrated Water Cycle») is a key condition to effectively attain the APQ objectives for water
protection and integrated management. It is therefore necessary to ensure a reliable and efficient water
supply system and to promote and accelerate the reorganisation of the «Integrated Water System» meant as
the overall set of public services of water gathering, feeding and distribution for civil use, sewage disposal,
and wastewater depuration.
A key role is played by the implementation of interventions within the Veneto Aqueduct Structural Model
(MoSAV), which envisages works for interconnection of the acqueduct s of four excellent territorial areas, in
order to ensure a reliable and efficient water supply system based upon guaranteed quality sources.
A concrete application of MoSAV underlies the Central Veneto Aqueduct Scheme (SAVeC) aimed (over the
long term) at interconnecting the production systems of Central and Southern Veneto areas in order to
rebalance peak use, reduce energy consumption, and ensure qualitative and quantitative drinkable water
supply to most disadvantaged areas.
1 Cavarzere, Chioggia, Cona, Dolo, Mira, Mirano, Pianiga, Rosolina, Spinea, Venice (Venice Province); Arzergrande, Cadoneghe,
Campolongo Maggiore, Correzzola Noventa Padovana, Padua, Piove di Sacco, Pontelongo, Saonara, Sant’Angelo di Piove di
Sacco, and Vigonza (Padua Province)
2 Structural Model of Veneto Aqueducts (MoSAV) – Central Veneto Aqueduct Scheme (SAVeC)
> Intervention I1A2P086: Connection water pipes – Venice and Padua’s hydraulic intersections
> Intervention I1A2P088: Primary water feeding system – Sections 10-11-12, Cavarzere, Chioggia, Cavanella;
> Intervention I1A2P089: Padua primary water feeding system (A4/A13 Junction) – Cavarzere (Cavanella d'Adige), Sect.7-8-9
258
Veneto
SAVeC aims to extend, without penalising production areas, the supply of good quality water to Polesine and
Bassa Padovana disadvantaged areas, which utilise surface water (from Adige and Po rivers) and request
varying integrations according to the season, with high purification costs and relatively low quality water
distribution.
In order to attain the above objectives, SAVeC mainly envisages the interconnection of aqueducts fed by
several rivers (e.g. Brenta, Sile, Adige and Po) into a single scheme maximising water use from the local
waterground (better quality and more economical production).
SAVeC is composed of multiple ducts for overall 250-km pipelines. Priority was granted to the implementation
of the first «ring» of the regional network (136 km circa) which connects Venice, Padua, Cavarzere, and
Chioggia.
«Water Protection and Management» APQ (Integrative Acts I and II) proposes three interventions contributing
to implement the Structural Model of Veneto Aqueducts and, in particular, the first ring of Central Veneto
Aqueduct Scheme, for overall 100,981,106.38 EUR.
Intervention I1A2P086 (started in June 2005) was concluded in August 2010.
Intervention I1A2P088 (by now fully finalised) enables interconnecting water purification plants fed by the
Adige river (nearby its mouth) and integrating drinkable water supply in the Po Delta territory.
Intervention I1A2P089 (to date finalised for Sections 8-9, and under implementation for Section 7) enables
interconnecting Arzergrande Plant and preparing other pipelines (i.e. Cavarzere−Chioggia). Works started
end-2006 and are to date mostly finalised, with the exception of two important crossings belonging to Section
7, expected to be concluded by July 2012.
The above interventions were often implemented via microtunnelling technology, which enables utilising
pipes without resorting to open-cut excavations, thus eliminating heavy negative impacts on natural/anthropic
environment, surface structures/facilities, and transport infrastructures.
2 Project Genesis
Veneto’s aqueduct-related strategy aims to meet the following needs:
> Supply good quality water to Veneto disadvantaged areas and/or requiring varying (seasonal) integrations;
> Enable fast water supply for integration and rescue operations;
> Safeguard resources aimed at drinkable water use, thus reducing leakages;
> Optimise water production, eliminate pipelines’ functional risks, remarkably improve service reliability, and
reduce management costs.
To such end, the Regional Council approved the above mentioned Veneto Aqueduct Structural Model –
MoSAV (Decision n. 1688/2000). The Central Veneto Aqueduct Scheme – SAVeC (Regional Council Decision
n. 3418/2002) represents its first application, notably falling within the Venice, Padua and Rovigo Provinces.
The territory in which the three interventions were implemented, includes the following municipalities:
> Cadoneghe and Vigonza (Padua Province), Dolo, Mira, Mirano, Pianiga, Spinea and Venice (Venice Prov.).
> Cavarzere, Chioggia and Rosolina (Venice Prov.) for the second intervention;
> Cavarzere and Cona (Venice Prov.), Arzergrande, Campolongo Maggiore, Correzzola Noventa Padovana,
Padua, Piove di Sacco, Pontelongo, Saonara, Sant’Angelo di Piove di Sacco, and Vigonza (Padua Prov.)
for the third intervention.
259
Veneto
The implementation of each of the above interventions was preceded by multiple preliminary analyses and
investigations to attain all the conditions impacting on project-designing. Once defined the overall track
development, an accurate survey was performed to collect all the necessary information on the altimetricplanimetric features of the lands and of all the sub-services that could interfere with the implementation.
Furthermore, accurate geological and geotechnical surveys were carried out to define lands’ density and
solidity, and consistently identify ad-hoc implementation criteria and patterns, notably in the presence of main
obstacles.
Eventually a geo-electric survey was performed to assess lands’ resistivity, identify adequate coating
materials for cast-iron pipelines, and counter electrolytic corrosion of underground pipes.
The Project activated very different subjects, such as local Administrations, authorising bodies and
expropriated companies – which at times resulted in longer-than-estimated timing and required project-design
modifications to better adjust it to a very urbanised (anthropised) territory hosting numerous subservices and
large infrastructures.
The three interventions were implemented through various procedural phases that (starting from an accurate
survey of the relevant regional territory) enabled: project-designing; involvement of relevant local
administrations; and works implementation. As highlighted, it was not possible to fully comply with the
timetables initially established within the relevant APQs, due to interventions’ relevant costs and strong
impacts on the territory.
Considering the three interventions as a single action, the Project start-up may be set at Summer 2000. To
date one single section of the last intervention set up is still to be finalised (1,000 metres of pipelines crossing
two important infrastructures out of overall 100,000 metres).
As highlighted, the Project size and its impacts on the territory unavoidably posed criticalities and unexpected
problems. Generally speaking, criticalities led to longer-than-estimated implementation timing, notably due to
the presence of numerous subservices, water courses (Adige, Brenta, Gorzone, Piovego, and Bacchiglione,
etc.) and large infrastructures (railway and road infrastructures) throughout the implementation territory.
Furthermore, notably for Intervention I1A2P086, delays were due to other works being then implemented (or
planned) and entrusted to other administrations (i.e. Mestre motorway link, urban tram, urban road sections,
etc.).
Within Intervention P088, the prorogations granted as to works implementation can be ascribed to various
causes, among which:
> Variations/Integrations survey due to unpredictable circumstances at contract stipulation (prescriptions from
other bodies, anomalous geological features, finding of subservices not previously signalled by managers,
etc.) and for other interventions aimed at Project improvement (introduction of telecontrol system, use of
special pipes, and anti-unscrewing elements).
> Suspension of one of the sections to spot possible presence of war devices and waste (of various nature)
along the track, resulting in its modification along an adjacent little «waste-free» road;
> Excessive rainfall during the implementation period.
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Veneto
The need to share the intervention with local administrations remarkably extended the implementation timing,
notably for Section 7 of Intervention I1A2P089. The delay was also caused by the issuance of a
Memorandum of Understanding with the Municipality of Saonara to define the best track for crossing the
municipal territory. The agreement stipulated with the Municipality of Saonara relatively to the track of
pipelines will enable implementing Section 7.
Effective cooperation among all the subjects involved in the interventions’ implementation led to overcome the
criticalities encountered – as a matter of fact, Interventions I1A2P086 and I1A2P088 were successfully
concluded, and approx. 95% of Intervention I1A2P089 has been implemented to date.
The Central Veneto Aqueduct System is composed of multiple ducts for approx. 250-km-long pipelines.
To date: about 134-km pipelines have been created; the first ring connecting Padova–Mestre–Venice–
Chioggia–Cavarzere has been finalised; and Venice–Chioggia sub-lagoon pipelines are operational.
The three projects mainly concerned the implementation of primary water feeding pipelines for acqueducts,
mostly made of 800-1,000 mm diametre spherical cast-iron pipes (and steel, for specific items) for approx.
500-litre capacity (Intervention I1A2P088), and 1,000-1,200 mm diametre for approx. 1,000/1,200-litre
capacity (Interventions I1A2P086 and I1A2P089).
Intervention I1A2P086 enabled connecting Padua and Venice, mainly along A4 Motorway (VE-PD) along 31
km, while Intervention I1A2P088 enables connecting the purification plants of Cavarzere, Cavanella d’Adige
and Brondolo di Chioggia along 36 km circa. Intervention P089, on the contrary, will enable completing the
link between Venice–Padua–Cavarzere–Chioggia hydraulic intersections within the regional supply network
(approx. 33 km).
For all the three interventions nearby strategical areas, hydraulic intersections will be created to host ad-hoc
devices, equipment and civil works ensuring correct water management – i.e. management equipment,
remote control of networks, and optical fiber detection valves. Pipelines are installed through either classical
and/or technologically advanced techniques (micro-tunnelling and teleguided drilling) consistently with rather
heterogeneous land features (i.e. due to several water flows and soil composition).
The high-capacity underground pipelines installed within territories supplied by local aqueducts, distribute
good quality (civil use) water to driest territories, enabling interconnections with main aqueducts, which
(whereby required) will benefit of the main duct. Besides supplying good quality water from Brenta
groundwater to the Polesine River, the work aims to meet water peak demands (i.e. for seasonal tourist
resorts such as Chioggia and Rosolina) and to address possible failure (resulting from sudden breaks or local
water pollution, etc.). The overall Project involves several provinces in the Veneto Region, and operates as a
regional structure ensuring continuity to aqueduct services and generating economic, social and tourist
development in Veneto’s currently expanding areas.
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Veneto
6 Project Success
As already highlighted, SAVeC implementation plays an essential role for Veneto, as it represents the first
application of the conditions identified by MoSAV. Although not fully accomplished (mainly due to its
remarkable scope and complexity), the success lies in the forthcoming attainment (short term) of the
objectives pursued, aiming to distribution of good quality water from valuable sources also to regional areas
currently using surface water flows (i.e. lower quality but higher price, due to strong purification treatments).
Water future depends on its preservation, safeguard and sensible use, also in a region rich in water resources
such as Veneto.
In its more general vision of the above principle, SAVeC implements only the first part of MoSAV indications. It
is indeed only the first among all the aqueduct schemes identified in the Structural Model, also including
«Garda Aqueduct» and «Pedemontano Aqueduct» segments.
The experience matured through this first step will therefore be enormously important for future
implementations, so as to fully attain the overall objectives envisaged by Regional administrations through
relevant legislative, planning and programming provisions.
Venice–Padua Pipelines and Hydraulic
Junctions – On-going Works Image
Venice–Padua Pipelines and Hydraulic
Junctions – On-going Works Image
Primary Water Feeding Pipelines – Sect. 10-11-12
Cavarzere, Chioggia, Cavanella – End-Works Image
Primary Water Feeding Pipelines – Sect. 10-11-12
Cavarzere, Chioggia, Cavanella – End-Works Image
262
Published by the Directorate General for National
Unitary Regional Policy – Department for
Development and Economic Cohesion – Minister
for Territorial Cohesion
Editing and coordination by Sergio Parrella
Assistance by RTI Roland Berger – Accenture
Translation by Rosetta Epifani
http://www.dps.tesoro.it/prodotti.asp
263

3 Project Implementation Plan

Transcription

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