"The Special Single Zone will represent a development driver for the hinterland areas of the Southern Adriatic and Taranto port system, but also for the entire region. Thanks to the concept of a 'single port zone', institutions and economic operators will be able to enhance the Apulian infrastructure and logistics network as an integrated system, capable of attracting national and international investments and strengthening the country's competitiveness."
This is supported by Admiral Inspector Vincenzo Leone, Commissioner of the Port System Authority of the Southern Adriatic Sea, with whom we discussed the challenges and opportunities of the port sector. In particular, we explored the role of logistics infrastructure, technological innovation and professional training in one of the most strategic and fascinating ports in Italy: Bari.
What are the main logistics infrastructures currently present in the port of Bari and how do they contribute to operational efficiency?
Currently, the port of Bari has yards equipped for standard container traffic (CTNS), used for the transport of goods by sea, land and air, and for the traffic of semi-trailers and trailers (S/R). These spaces are also equipped with reefer columns for maintaining the cold chain in perishable goods.
In addition to the areas dedicated to freight traffic, the port is equipped with silos and warehouses for the storage of cereals and an authorized customs warehouse of over 5.000 square meters.
Although these infrastructures are essential for the efficiency of port operations and for a better use of the docks – which, it should be remembered, are all public funtains – however, they remain undersized compared to current traffic volumes, making it necessary to strengthen them to support the growth of the sector.
The following table and image show the characteristics of the main logistics infrastructures:
What digital and automation technologies are implemented in the port to improve the management of logistics operations?
In the ports of the system, various integrated information systems are used, developed and managed by the Authority with the aim of computerising, facilitating and improving the main processes characterising port activities, such as the control of goods and passengers, boarding procedures, access to port areas, data exchange with the systems of public and private entities operating in the port and with other Authorities.
In particular, there is the PCS GAIA which was conceived as a support tool for the implementation of “maritime security” measures in compliance with the relevant Port Security and Port Facilities Security plans identified by art. 2 of Ministerial Decree 154/2009. The scope of action was subsequently expanded and today it covers almost all port operations.
The system is mainly used to manage the ticketing and boarding phases on ferries departing from the ports of Bari and Brindisi by issuing Security Cards (ensuring control for safety purposes of the maximum number of passengers who can board the ferries), and monitoring the flow of passengers and vehicles passing through the security checkpoints, both in the Schengen and non-Schengen areas. The system also allows the control of people and vehicles passing through the Port Security and Port Facilities checkpoints by issuing and managing Authorizations. The GAIA PCS has also been integrated with process management functions that are only partly related to its own competences, but otherwise concern functions under the competence of other Port Institutions, specifically the Police Forces (Border Police and Guardia di Finanza) as well as the Authority designated for Maritime Security (Port Authority), allowing the port community, both public and private, to have information and authorization services quickly, with integrated paper-less processes and with a high level of attention to application cooperation with other players in the logistics chain according to the directives of the National Strategic Plan for Ports and Logistics.
Then there is the portal for the management of administrative practices, called SUA, on which Commercial Operators can enter any type of request for permit, authorization or state concession, providing online for the payment of rights, taxes and fees always in digital mode. The staff of the competent offices of the Authority then manages, within a very accurate back-office, each procedure until the release of the final provision.
REAPLUS, on the other hand, is the portal for the formation of the administrative acts of the Institution, it involves in a transversal way the various departments that allow a totally computerized management, in particular, of the provisions of the Institution's Bodies, the spending authorizations and the monitoring of payments.
The management of the Institution's documents, correspondence and the digital preservation of documents are instead ensured with the DiDOC software.
There are many other applications and functions available to both employees and citizens, operators and institutions with thousands of enabled users, over 500/600 simultaneous single daily accesses and a number of daily transactions that exceed ten million events.
It should be noted that all the software is owned by the AdSP, managed directly by a specific office with specialized technicians, and allows the provision of cloud services on all the ports managed in full compliance with the current regulations on cybersecurity and privacy.
Could you tell us the main flows of goods that pass through the port of Bari and if there are international partnerships or agreements that support these flows?
The port of Bari is a port that has made versatility its strong point. It is a strategic multimodal hub in the Mediterranean basin, capable of handling a wide range of traffic. The main types of goods handled include grain bulk, general cargo on rolling stock and containers (CTNS), passengers - both for ferries and cruises - and project cargo, i.e. exceptional loads intended for specific projects.
Several companies have entered into agreements to optimize costs and improve operational efficiency, for example by sharing resources and services (co-sharing).
Thanks to these forms of collaboration, the port of Bari has not only maintained its position in the logistics landscape, but in some cases has also improved its economic and operational performance.
Are there any ongoing or planned infrastructure development projects to improve intermodality and logistics efficiency at the port of Bari?
A major work is underway that will significantly change the overall layout of the port basin: the construction of the Pizzoli-Marisabella landfill sites. The work consists of:
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excavation of the seabed for approximately 700.000 cubic metres, in order to allow ships to dock at the new port docks
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construction of the dock to the east and at the head of the Pizzoli pier with a structure of independent piles of artificial boulders;
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completion of the western quay of the Pizzoli pier, and of Marisabella with the use of thirteen new cellular reinforced concrete caissons, to be added to the nineteen already based with the first contract, on which to build the concrete superstructure.
The new yards extend for about 30Ha and will complete the provisions of the current port master plan. The new infrastructures will allow to better organize and distribute the logistic operations assigned to the traffic of rolling stock from that of bulk, adequately optimizing the spaces currently existing.
The new yards extend for about 30Ha and will complete the provisions of the current port master plan. The new infrastructures will allow to better organize and distribute the logistic operations assigned to the traffic of rolling stock from that of bulk, adequately optimizing the spaces currently existing.
These new logistics spaces will be further enhanced by another important work, now in the process of being awarded: the so-called Bari truck road. Also known as "Strada Porta del Levante", it is an important infrastructure designed to improve the connection between the A14 motorway and the port of Bari. It aims to facilitate the flow of heavy traffic, reducing congestion in urban areas and improving logistics efficiency. The strategic infrastructure, which sees the Metropolitan City of Bari as the implementing body, is financed for the amount of 216 million euros with funds deriving from state funds with CIPE resolutions and with Agreements entered into with the Southern Adriatic Sea System Authority to which are added 84 million euros deriving from the Development and Cohesion Fund 2021/2027. The construction of this work reorganizes the layout of the connections between the communication routes of the city of Bari and the entire metropolitan area, easing critical traffic through integrated planning and involves the territories of three municipalities: Bari, Modugno and Bitonto.
It will also serve as a direct connection between the A14 motorway, where a new toll booth will be built halfway between those of Bitonto and Bari Nord with the industrial area of Bari, the Bari Palese airport, the Puglia Regional Interporto and, finally, the Port.
Could the opportunities and challenges related to the creation of the Special Economic Zone (SEZ) in the port of Bari influence local and regional logistics?
The Special Single Zone will certainly constitute a multiplier of potential development, not only for the hinterland areas of the Southern Adriatic and Taranto port system but for the entire region to the extent that, also by exploiting the concept of a “single port zone”, all institutional and economic actors will be able to concentrate on considering the infrastructural and logistical platform constituted by the regional port system as a unicum capable of attracting national and international investments and investors also in the interest of the economic system of the entire country.
Il Legislative Decree No. 124/2023 has established, starting from 1 January 2024, the Special Economic Zone for the South - "SINGLE ZES" - which includes the territories of the regions of Abruzzo, Basilicata, Calabria, Campania, Molise, Puglia, Sicily, Sardinia and which replaces the previous Special Economic Zones fragmented into 8 different administrative structures. This is a project of great importance for the economic development and growth of the southern areas of Italy.
The single ZES, in fact, was created with the aim of incentivizing investments, favoring the creation of businesses and attracting foreign capital and, therefore, is configured as a single large development area that, uniting the various regional ZES of the South, offers fiscal and administrative advantages.
As is known, the Special Economic Zones were "designed" for the areas of the regions identified by European legislation as "less developed" and "in transition", which include at least one port area included in the Trans-European Transport Network (TEN-T). Ports, therefore, play a strategic role in the Mediterranean, even more so through the single SEZ of the South and the Simplified Logistics Zones of the Center-North.
The maritime economy represents a varied supply chain composed of Shipowners, Terminal Operators, Maritime Agents, Freight Forwarders, Port Companies, Logistics Companies, Shipbuilding, each of which represents areas of potential interest for international investors. For Italy it is essential to implement initiatives and projects aimed at strengthening and consolidating its port and maritime system and promoting this system towards foreign players to increase investments and foster relations with our cluster. And the ZES have the ability to stimulate some of the main economic indicators of a territory; estimates by SRM (the Research Center linked to the Intesa Sanpaolo Group) have shown how they can increase exports by up to 4% per year, container port traffic by up to 8,4% and how public resources invested can activate double that amount from private sources (1 public euro invested in the ZES activates a further 2 from companies).
It is easy to deduce how the opportunities and challenges linked to the creation of the Special Economic Zone in the major ports of our region, including that of Bari, can influence local and regional logistics, changing "the pace" with respect to a bureaucratic system, such as the Italian one, which stifles any entrepreneurial initiative at birth.
6. On February 10, the Deputy Minister of Infrastructure and Transport, Edoardo Rixi, visiting the port and welcomed by you, stated that the Apulian ports of Bari and Taranto will represent the backbone of the country, not only for the South but for all of Italy, also with developments that will be carried forward with the opening towards the North African area. Therefore, an important challenge in terms of resources and infrastructure. Will training be the subject of future projects in general terms and for the port?
Italy's ability to regain effective management of its maritime function can only pass through the need to train operators and managers in the specific sector of ports and integrated management of the coast.
On this subject, much time has been wasted, but I am confident that it is not too late; especially to the extent that the expertise and scientific knowledge that our country still possesses can be systematized.
The Southern Adriatic Sea Port System Authority, since its establishment, has always paid great attention to training and updating skills, aware of the strategic role that ports play not only for the economy, but also for the social fabric of the cities in which they are located. With this in mind, over the years, we have already started high-level training courses, such as the short Master on ZES (Special Economic Zones), aimed at providing operational and strategic tools for the management and development of these areas with a high economic vocation.
Another significant example was the recently concluded second level Master's Degree, "Port City School - For the governance of cities", promoted by the University of Bari in collaboration with the Gianfranco Dioguardi Foundation and the Port System Authorities of the Southern and Northern Adriatic Sea, with the aim of presenting and examining in depth the governance tools of port cities, which by their very nature are complex organisms perhaps even more than the current emerging large metropolitan cities. During the study path, the professionals who participated in it examined in depth the role of the Port System Authorities, in comparison, on the one hand with the advanced services aimed at trade, industry and tourism, on the other with the relationship with the urban and territorial contexts in which they are located.
In short, we have tried to promote the training of officials and professionals, focusing on a greater awareness of the interconnection between the port and the urban and social fabric in which it exists, developing advanced skills and promoting the culture of port governance that considers the port not as an isolated entity, but as a development engine integrated with the city and the territory.
These and other initiatives that will be developed in the future aim to constitute a concrete contribution of the Authority in promoting sustainable and conscious growth, strengthening the link between the port world and society, with an innovative and future-oriented approach.
