GAL Genovese

Regional Intermediate Report Region: Province of Genoa Test area 1: Fontanabuona Test area 2: Trebbia valley

Edition: Angela Rollando Data Collection and maps: Marina Oliveri

Genoa, August 2009

Table of Contents

Table of Contents 1

Table of Contents 2

Table of Figures and Maps 4 1.1. ACCESS: Project Background 5 1.2. 5 Regional Studies Work Package: Goals, Objectives and Activities 6

2. Country Profile: Italy 8 2.1. Territorial Organisation 8 2.2. Spatial Policies in Italy 8 2.3. Roles and Responsibilities related to the Services of General Interest (SGI) Themes 9 2.3.1. Public Transport 9 2.3.2. Information and Communication Technology (ICT): Internet 9 2.3.3. Everyday Needs 10

3. Regional and Test Areas Profile 11 3.1 Geographical Situation 11 3.1.1 Topographical Specifics of the Test Areas 12 3.1.2 Settlement Pattern 12 3.2 Demographic Development 14 3.2.1 Region: Province of Genoa 14 3.2.2 Text area 1: Fontanabuona 14 3.2.3 Text area 2: Trebbia valley 14 3.3 Socio-Economic Situation 14 3.3.1 Economic Structure 14 3.3.2 Commuting to and from Work 15 3.4 Development of Tourism 16 3.4.1 Province of Genoa 16 3.4.2 Test Area 1 Fontanabuona 16 3.4.3 Test Area 2 Trebbia valley 17

4 Services of General Interest (SGI) in the Test Areas: Description, Evaluation, Problems and Prospects 17 4.1 Methodology of Evaluation related to Services of General Interest 17 4.2 Transport Situation: Public Transport 17 4.2.1 Regional Overview: Province of Genoa 17 4.2.2 Test Area 1 Fontanabuona 20 4.2.3 Test Area 2 Trebbia valley 20 4.3 Information and Communication Technology (ICT) 21 4.4 Everyday Needs: Food Stores 22 4.4.1 Regional Overview: Province of Genoa 22 4.4.2 Test Area 1 Fontanabuona valley 23 4.4.3 Test Area 2 Trebbia valley 24 4.5 Assessment of Services of General Interest– Obstacles and Main Problems 25 4.5.1 Public Transport: Obstacles and Main Problems 25 4.5.2 ICT: Obstacles and Main Problems 25 4.5.3 Everyday Needs: Obstacles and Main Problems 26

5 Good Practice Examples as a Pool of Ideas for Pilot Projects and Identification of Gaps 27

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6 Conclusions and Prospects for Pilot Activities 29 6.1 Conclusions at the Regional Level 29 6.2 Prospects for Pilot Activities 29

Appendix I: Examples of Good Practice 33

Appendix II: Maps and Statistical Data 38

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Table of Figures and Maps

Figure 1 Test areas in Province of Genoa 11 Figure 2 Transports – Province of Genoa 19 Figure 3 Transports – Province of Genoa 20 Figure 4 Broadband – Province of Genoa 21 Graph 1 Everyday needs –number of food shops-Fontanabuona Valley 23 Graph 2 Everyday needs –number of food shops-Trebbia Valley 24

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Introduction 1.1. ACCESS: Project Background

ACCESS is an INTERREG IV B project developed in the framework of the Alpine Space Programme. It involves nine partners from Austria, France, Germany, Italy and Switzerland. The partners have come together to improve the accessibility to services of general interest (SGI) in sparsely populated mountain regions. Problems to be addressed The maintenance of a spatially and socially equal accessibility to SGI is a core issue to the functionality of mountain areas and any regional development strategy both on a national as well as on a transnational level. Already in the third Cohesion Report of the European Commission. it is specified that the equality of access to basic facilities, essential services and knowledge for everyone, wherever they happen to live, is a key condition for territorial cohesion. However the INTERREG III B project PUSEMOR confirmed that sparsely populated areas in all alpine countries are facing difficulties to maintain existing services due to their poor profitability and due to the need to respond to new or changing needs of the local population. The ongoing territorial concentration of SGI leads to a vicious circle of further deterioration in the quality of provision which in turn causes a decreasing demand in the existing services. This process has many negative consequences for the affected regions. In fact the withdrawal of SGI causes a reduced functionality, competitiveness and a higher amount of motorised mobility in communities of sparsely populated areas. Furthermore it aggravates social inequalities – persons who do not dispose of a car, not having the knowledge to use ICT etc. face problems to reach services. Often these areas are characterised by important population losses and/or excessive ageing. The main challenge for the concerned communities and regions is therefore the furthering of the access to demand-oriented and flexible SGI with innovative cooperation structures in order to capitalise best the potentials of sparsely populated areas. Mobility is an important issue in the whole framework. Contrary to a still widespread opinion this must not necessarily mean in every case physical transport of goods or persons but implies the promotion of integrated mobility systems (Report on the state of the Alps, Alpine Convention). Objectives of the Project The PUSEMOR project identified a major challenge and urgent need for action in the field of public transport and the accessibility of SGI. ACCESS therefore aims at improving the accessibility to SGI in sparsely populated mountain areas by finding 1) new forms of organisation of SGI (e.g. substitute stationary services with mobile ones, improving governance) 2) using ICT (e.g. broadband internet access) and 3) fostering demand oriented, integrated mobility systems. The project is guided by the following objectives: a) Improve the competitiveness and the quality of life in sparsely populated areas – as a precondition for maintaining and attracting new inhabitants and SMEs by making use of the potentials of these areas (environmental quality, heritage, culture). b) Develop models that will contribute to regional development and spatial planning, (e.g. efficient use of infrastructures, networks and cooperation between centres and rural areas).

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c) Mitigate social inequalities in the access of SGI and reduce environmental pollution. d) Test and apply various elements of the concept of governance in order to empower the population and to ensure that society owns the process. e) New approaches to providing services will be tested and put into practice in all test areas. They will be based on the demands of the local population and Enterprises and be developed together with the service providers. Workpackages and time schedule ACCESS is structured along eight workpackages with specifically defined objectives, activities and outputs. Fig. 1 gives an overview on workpackage themes and time schedule, WP 5 will be described in detail in the following section. This report constitutes the final product of WP 5.

WP 6 WP 8 Transnat. Comparison Synthesis

WP 7 WP 5 Regional Pilot projects and models Studies

WP 2 - 4 Project Management and Information / Publicity

Sep 08 Apr 09 Sep 09 Apr 10 Sep 10 Apr 11 Aug 11

1.2. 5 Regional Studies Work Package: Goals, Objectives and Activities

General Objective This workpackage aims at clarifying the degree of accessibility and the users need with regard to SGI in selected areas (1 – 3 test areas per participating region). Furthermore, an inventory of best practices to improve the provision of SGI in sparsely populated areas is drawn up. This WP also benefits from the results and experiences gained in the regional analysis of the preceeding PUSEMOR project. Activities The activities taking place within WP 5 can be structured as follows: • To elicit methodologies how to approach best local actors in order to assess their needs and to mount projects (largely based on the PUSEMOR approach) • Improvement of the approach of regional studies used for PUSEMOR and to analyse demand and supply as well as the accessibility of SGI in selected test areas • Search for best practices

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• Data collection, based on (a) evaluation of available literature / materials, (b) expert interviews in order to draw a picture of the economic, political and institutional framework • Elaboration of Regional Intermediate Reports

The envisaged outputs are: • Output 1: Identification of Test Areas: When identifying the test areas, the general guidelines and criteria of the project have to be complied with (e.g. with regard to organisational aspects, test area size etc.). Primarily areas were chosen which are considered less- favoured from a regional viewpoint. With regard to SGIs, the test areas have to be coherent functional, administrative and organisational units. A comparison within the region is possible by the application of statistical indicators. The identification of the test areas is the responsibility of the regional project partners.

• Output 2: Common Methodology to Approach Local Stakeholders: Internal communication is guaranteed by the continuous involvement of important institutions such as local regional development agencies, representatives of the local authorities (mayors) and representations of interest groups (chambers) as well as providers of SGIs. There are regular working group meetings at the regional level and in the test areas. Expert interviews are conducted to obtain the opinion of important individual stakeholders.

• Output 3: Current Standard of SGIs: The current standard of SGIs is mainly the result of national or even regional decisions and practices. Therefore, the legal, organisational and actual criteria of access to SGIs may differ considerably when the project partners are compared. These differences can be highlighted by drawing up thematic maps using uniform classification systems at the transnational level.

• Output 4: Assessment of Users Needs: Access to SGIs is determined by the relationships between supply and demand. Major factors are the spatial situation (location – reachability), the social context (services provided – demands) and the economic situation (price – income). Data collection and conclusions on consumer behaviour have to be as differentiated as possible, e.g. with regard to social aspects according to age, gender and income.

• Output 5: Detailed Description of Good Practices (form): The questionnaire employed to describe good practice examples is a standardised transnational instrument.

• Output 6: Outline of the Relevant Framework Conditions: The answer the question of access to SGIs, the fields of public transport, ICT and every day needs have to be investigated. With regard to organisation, the positions of the public authorities awarding contracts for SGIs and the (sometimes private) providers of SGIs are relevant. A reaction to the expected differences in the situation of the users when it comes to access to SGIs is to include interest group representations and local stakeholders.

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2. Country Profile: Italy

2.1. Territorial Organisation

The Italian Republic is subdivided into Regions (Nut2), Provinces (Nut3) and Municipalities (Nut4). Each Region is a territorial entity having its own statutes, powers and functions as per those principles defined by the Constitution of the Italian Republic; Italian Regions are 20.

The most important activity performed by Regions is their legislative role. Regional laws apply on the territory of the Region only; they are not subjected to the national laws. State and regional laws do apply at the same time thanks to their separate jurisdiction and separation of expertise.

By means of Regional laws, Regions authorise Municipalities and Provinces to perform a number of its administrative functions.

Italian Provinces are 107 and Municipalities are 8,101, 150 of which are over 50,000 inhabitants.

Since 1971, Comunità Montane, associations made of mountain municipalities (bodies focusing on local territories) have been established, and what they want to do is giving new value to mountain areas and fostering the joint performing of municipal activities.

2.2. Spatial Policies in Italy

At the Italian level, a number of binding rules do apply and stem from national laws, Plans developed by Regions are connected to such binding rules; such plans aim at planning the use of land and the protection of the territory belonging to that Municipality. Territorial planning is subdivided according to the different territorial levels. • At the Regional level, general provisions are defined and are related to the landscape, the environment, settlements and their mutual relations: the Regional territorial Plan (PRT – Piano Territoriale Regionale), an update of PTCP, is the tool used for regional planning. • At the Provincial level, important planning functions are applied to the following: Protection of the territory, prevention of natural disasters, mobility, the environment, health, education, the labour market, information management. Provinces write the Provincial coordination territorial Plan PTC • At the Municipal level, plans dealing with a more detailed level are developed : PUC (Municipal Urban Plans - Piani Urbanistici Comunali)

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2.3. Roles and Responsibilities related to the Services of General Interest (SGI) Themes

Ministries and the Council of Ministers do pass laws and law decrees, specific programmes related to the various sectors. As per Italian directives, Region and Provinces do develop detailed Plans related to their territories.

2.3.1. Public Transport

As for public transport, the following regulations are highlighted at the national level: Amalgamated Law, Legislative Decree no. 422/1997: Regions and local bodies are entrusted with specific tasks and play a role as for local public transport. - Law no. 194 of June 18th, 1998: Actions on the transport sector - DPCM (Decree of the Prime Minister), November 16th, 2000: identification and transfer of the resources needed to perform those tasks and functions as per articles 8 and 12 of Legislative Decree no. 422/97 on local public transport to the Regions.

As for the Transport Sector of the Liguria Region, the following has been developed: 1) a Plan focusing on local public transport over the years 2009 – 2011 The three-year plan wants to confirm those key principles related to the organisation of Local Public Transport Services by defining the programmatic goals for the years 2009-2011, which envisage: - The regional integration of road transport - The re-launching of the regional rail transport - The enhancement of maritime transport

The Transport Department belonging to the Province of Genoa has developed the following 1) Plan related to traffic and the road network in the Province of Genoa

2.3.2. Information and Communication Technology (ICT): Internet

As for ICT, the following is pointed out: - The Programmatic agreement of the Liguria Region – Ministry of Communications for developing broadband Internet connections in Liguria. February 2008. The new Three-year development plan on Information Society 2009/2011 (Liguria Region) comes into force after being approved by the Regional Council, and its decision no.1 of 28/01/2009 with reference to the three-year planning period 2009-2011. The Three-year Plan is the regional reference document for developing an efficient and effective information society in Liguria, and it is the tool thanks to which the Liguria Region accepts the guidelines on planning for a coordinated and uniform development of the Information Society on the regional territory.

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- The Agreement Protocol between the Liguria Region and the Province of Genoa for the development of a regional integrated broadband connection system over the entire provincial territory. October 31st, 2008 The Liguria Region and the Province of Genoa want the broadband connection to be available all over the territory in order to implement services – even multi-channel services – over the territory of the Province, so to achieve what follows: - Access to everyone living or staying on the territory on the basis of everyone’s functional needs - Access to a regional connectivity system for bodies and institutions - Access to on line services managed by the local authorities all over the provincial territory

2.3.3. Everyday Needs

As for general daily services, with a special reference to food shops, the following is pointed out: - At the Italian level, please refer to the Legislative Decree no. 114 of March 31st, 1998, "Reform of regulations related to trade” and the National law 2006 “Measures for development, growth and promotion of competitiveness and competition for consumers’ protection and liberalisation of productive systems”. - At the Regional level, the Regional Law no. 1 of January 2nd, 2007: Single Act on Trade governing the management of the following commercial activities: 1. retail and wholesale trade having fixed headquarters 2. trade on public areas 3. news-stands and paper shops 4. restaurants and cafés selling food and beverages 5. petrol stations 6. special types of retail trade 7. telephone centres having fixed offices and premises

- At the Municipal level, what must be taken into consideration is the Municipal Trade Plan (Article 5 T.U.C.): Municipalities may develop a Trade Plan on commercial activities in order to protect, develop and strengthen the role of trade, with reference to its contribution to social aggregation and urban organisation.

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3. Regional and Test Areas Profile

3.1 Geographical Situation

The Province of Genoa is one of the 4 provinces of Liguria Region, and has 890,778 inhabitants.

Genova is the regional capital and has 610,934 inhabitants. do work In the territory of the Province of Genoa there are five Comunità Montane, four regional natural parks, three of which are mountain and one is a coastal natural park, and a marine natural reserve (Riserva marina di Portofino).

The Province of Genoa is geographically characterised by:

• high mountains and steep slopes bordering the coastal area (the average height of coastal mountains is over 600 metres); • a reduced transversal distance between the Apennine watershed and the coastal line (which is equal to an average of 7 km); • large width of the Apennine chain separating the coast and the Po Valley (around 50 km); • territory is mainly characterised by mountain features (1,275.77 sq km equal to 69.5% of the entire territory).

The territory of the Province of Genoa is strongly characterised by the difference between the coast and its hinterland; this is a morphological and socio-economic difference. Figure 1: Test areas in the Province of Genoa

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3.1.1 Topographical Specifics of the Test Areas

Test Area 1: Fontanabuona

The Fontanabuona Valley is one of the main valleys of the Province of Genoa. Its Comunità Montana is made of 13 municipalities: Avegno, Cicagna, Cogorno, Coreglia Ligure, Favale di Malvaro, Lorsica, Lumarzo, Moconesi, Neirone, Orero, San Colombano Certenoli, Tribogna, Uscio. The surface of the Comunità Montana Fontanabuona is equal to 220.07 km² and its population amounts to 22,764 inhabitants.

This valley rus parallel to Liguria’s coast, and is crossed from the Lavagna stream and the State road no. 225 – which follows the valley floor.

Test Area 2: Trebbia Valley The Upper Trebbia Valley is represented by the Comunità Montana Alta Val Trebbia, which is made of nine municipalities: Torriglia, Rondanina, Propata, Fascia, Montebruno, Rovegno, Fontanigorda, Gorreto and Bargagli. The surface comprised within this Comunità Montana is 212.54 km² and its population amounts to 6,618 inhabitants. The Trebbia river flows through it, this is one of the cleanest rivers in Italy; the valley is characterised by meaningful environmental and landscape values. Its territory is comprised between the lowest altitude of Gorreto (m. 522) and the highest altitude of Mount Antola (m. 1597). During the winter, the valley is almost uninhabited, however during summer it welcomes a lot of people and offers extraordinary opportunities to relax or have fun.

3.1.2 Settlement Pattern

Region: Province of Genoa The Province of Genoa is made of 67 municipalities. Genova is the regional capital of the Liguria Region and it is also the most densely inhabited town. Except for Genoa, the five most densely inhabited towns are: Rapallo (30,369 inhabitants), Chiavari (27,728), Sestri Levante (18,644), Lavagna (13,131) and Arenzano (11,626). Four main areas can be identified: • Genoa’s urban area, which is made of the Municipality of Genoa and a limited number of municipalities located in the hinterland and on the coast. • The Tigullio area, which is made of a coastal strip playing a very important role as for tourism, is an highly urbanized area. • The coastal strip of the western Riviera – which is small if compared to the eastern Riviera – is partly connected to Genoa and Savona.

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• Genoa’s hinterland where small settlements are to be found. Genoa’s area and its coast are characterised by a strong urban development, whereas the hinterland mountain areas are scarcely peopled and unevenly scattered on the territory. Test area 1: Fontanabuona Fontanabuona’s main settlements are to be found along the valley floor and mainly on the State road no. 125. The mountainside areas and those settlements that are the farthest from the State road no. 125 have been experiencing a steady decrease in population since the post-war period, and, as a consequence, they have been experiencing a decrease in SGI. The main external reference points for the Fontanabuona valley are: Genova for the Upper Fontanabuona Valley and Chiavari and Lavagna for the Lower one. The possible construction of a tunnel linking the valley to Rapallo would modify the valley mobility and the localization of residential and productive settlements.

Test area 2: Trebbia The main settlements of the Comunità Montana Alta Val Trebbia are Bargagli and Torriglia, even though they are located outside the morphological limits of the valley. Montebruno is the main town and is located along the valley floor. Genoa is the main external reference point for the valley. The lower part of the valley – which is the closest to the regional borders – is partly drawn to the neighbouring territories of the Province of Piacenza (Emilia Romagna Region).

3.1.3 Role of the larger Settlement: Genoa The Municipality of Genoa is an area to which many territories are drawn, since there are the most important regional and provincial administrative services and entities, as well as its main public services and infrastructures, among which the passenger and goods ports and the airport. From both a quantitative and qualitative point of view, the Genoa’s urban area is the most important area for mobility of the whole territory; it also influences all policies related to mobility. Genoa plays an essential role in determining the Province’s balance.

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3.2 Demographic Development

3.2.1 Region: Province of Genoa

In the years between 1998 and 2008, people living on the territory of the Province of Genoa decreased by 30,127 individuals, thus going from 913,218 to 883,091. The old- age Dependency Ratio is equal to 47. The young-age Dependency Ratio is equal to 20. 3.2.2 Text area 1: Fontanabuona

In the Fontanabuona Valley, resident population remained substantially stable; this is especially true for the municipalities located on the bottom of the valley and for those which can be easily reached. Less accessible municipalities are experiencing a very different situation, e.g. Orero, where a sharper decline in population has been registered. The population of the valley has remained stable thanks to positive migration flows characterized by both foreigners – mostly extra-EU citizens – and new residents moving to the valley from the coastal towns where house prices are often very expensive. This is particularly true for Avegno, which is turning into the suburban area of Recco. Map no. 2.1 shows the incidence of the elderly population, which is considerable in all the municipalities of the valley; map no. 3.1 shows the incidence of young people, percentages are very low in the central municipalities of Lorsica, Orero and Coreglia Ligure, whereas you find average percentages and values in the other municipalities. Such rate shows that the less accessible areas are characterized by lowest percentages of young people. 3.2.3 Text area 2: Trebbia valley

In the Trebbia Valley, the demographic situation is particularly serious. The valley is very sparsely populated and the resident population is mainly made of old people, as shown in map no. 2.2. In particular, the most peripheral municipalities are still experiencing a steady decrease in the number of residents; the municipality of Torriglia is substantially stable, whereas Bargagli – which is closer to the outskirts of Genoa – is experiencing a mild growth that is mainly due to the positive migration flows. The population is mainly made of old people and, in some municipalities, people over 64 amount to 50% of the residents. 3.3 Socio-Economic Situation

3.3.1 Economic Structure

The economic system of Liguria, and especially the Province of Genoa’s, is highly diversified. A progressive decline in industrial activities has meant a rise in services. Among the activities developed by the services sector, tourism is highly developed. The main economic centres are to be found in urban areas and tourist resorts along the coast. In 2007, the number of firms operating in the Province of Genoa increased if compared to the number of operating firms in 1998 and 1988. At the moment, the total number of firms is 67,098, agricultural firms are excluded.

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Test area 1: Fontanabuona The number of companies operating in the Fontanabuona Valley increased in the years between 1988 and 1998, however it decreased in the years between 1998 and 2007; this is not true for the Uscio Municipality, where the number of businesses increased (from 117 in 1988 to 150 in 2007). This valley’s economy has been centred on slate, its extraction and processing, as well as craft activities, wooden furniture and textiles, nursery gardening and trade. Agricultural activities are mainly performed on the mountainsides and they have got a marginal influence as for the local economy. The economic crisis affected all productive sectors. Among these, the most affected sectors are the slate industry and commercial activities, which acted as the driving sectors of this area. Test area 2: Trebbia valley In 6 out of the 9 municipalities located in the Trebbia Valley, the number of firms is very low and has been declining since 1998 and 1988. In the Bargagli Municipality, the number of firms increased. This is mainly due to its proximity to the provincial capital, Genoa. Bargagli is now turning into a suburban area of the town. The main economic activities are trade and agriculture, the active population is prevalently commuter with the workplace in Genoa.

3.3.2 Commuting to and from Work

Province of Genoa Data collected during the 14th population census carried out by ISTAT in 2001 show that in Liguria Region residents commuting between home and their workplaces or schools are 43.2%: 29.9% of residents commute to reach their workplace, 13.3% of residents commute to reach their schools or university. People travelling from one municipality to another within the Province of Genoa amount to 343,000 during daytime of a weekday. 43.5% of them are commuters (commuting is due to work or study); 56.5% of them are occasional travellers; the highest percentage of people travelling within the Province is to be found in Genoa’s area (55.6%). These two valleys are composed by small municipalities and – except for a few of them – people do not work in the same place where they live, residents are then forced to travel to larger towns for work. Test area 1: Fontanabuona Commuters travelling to the Fontanabuona valley for their work are 2,762, whereas commuters working outside the territory of the Fontanabuona Valley are 6,028. Commuters who work in the Fontanabuona Valley are often employed in the slate industry or commercial activities. The main road – former SS125 – winding along the valley floor is a very busy road, and this is especially true during peak hours because of traffic of private cars and commercial vehicles.

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The Carasco junction is critical, on the bottom of the valley and getting into both the coastal road network and the A12 motorway. Test area 2: Trebbia Valley Commuters travelling to the Trebbia Valley for their work are 346, while commuters working outside the territory of the Trebbia Valley are 1,395. The accessibility rate of public transport is very negative over the entire valley including the Torriglia Municipality (Map no.7.2). Accessibility by private cars is much better (Map no. 6.2). The internal valley floor traffic is smooth flowing, and this is also due to improvements carried out on SS25; traffic on the mountainside road network is of a different and more complex kind, due to very winding roads.

3.4 Development of Tourism

3.4.1 Province of Genoa

Tourism is one of the main economic sectors, and a special reference is made to the coast and seaside resorts. Hinterland tourism is less developed, and diversified into wine-and-food, hiking and historical- cultural types of tourism. Number of tourists has not changed significantly over the years between 1991 and 2001, except for a few annual fluctuations; this means that the tourist situation is quite stable. The typology of tourism has changed. More people do come, however their stay is shorter, and this is the so-called “hit-and-run” tourism. The number of tourists has increased by about 8% over the years between 1998 and 2001; however the length of holidays appears to be constant. In the year 2007, the number of days spent in the Province of Genoa for tourist purposes amounted to 3,308,734.

3.4.2 Test Area 1 Fontanabuona

As for the Fontanabuona valley, tourist activities are not the main economic activities of the area at the moment, although a gradual growth in B&B activities and farm tourism has been registered over the last few years. What is predominant is a kind of cultural tourism based on daily trips. The number of days spent in the Fontanabuona Valley for tourist purposes amounts to 32,221 days. The Municipality of Cogorno welcomed the highest number of tourists (12,634 people). In the municipalities of Lumarzo, Orero and Tribogna, tourism is not present. Map no. 4.1 shows low values related to the Maximum Population Ratio for the upper areas of the valley, in spite of the richest environmental resources of that area; medium values are related to the central areas located on the bottom of the valley, which are more accessible

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3.4.3 Test Area 2 Trebbia valley

In the Upper Trebbia Valley, you may find residential tourism based on country homes, environmental tourism, sports tourism and religious tourism. In the past years, the Trebbia Valley was an holiday resort for Genoa's citizens. At present, the valley is renewing its role as a tourist resort by developing new types of tourism, such as farm tourism and outdoor tourism; this is also due to the Antola Regional Natural Park. In the year 2007, the number of days spent in the Trebbia Valley for tourist purposes amounted to 12,084 days. This valley is famous for its wonderful nature. The Municipality of Rovegno welcomed the highest number of tourists (6,281 people). Map no. 4.2 shows low values related to the Maximum Population Ratio for the upper areas of the valley; medium values are related to the lower areas that are close to the Regional borders.

4 Services of General Interest (SGI) in the Test Areas: Description, Evaluation, Problems and Prospects

4.1 Methodology of Evaluation related to Services of General Interest

In order to assess the conditions of the Services of General Interest in the Province of Genoa, and in the two pilot areas especially (the Fontanabuona and Trebbia valleys), the following steps have been followed: 1) Data collection: socio-economic and demographic data were collected, as well as data relating to public transport, ICT and businesses. 2) Plans and programs related to the management and development of SGI have been analysed. 3) Interviews and meetings with everyone involved in the management and planning of SGI have been carried out. 4) Data have been processed by using the indicators provided by the WP5 coordinator. 5) The first useful proposals aimed at implementing pilot activities have been presented.

4.2 Transport Situation: Public Transport

4.2.1 Regional Overview: Province of Genoa

The road network managed by the Province of Genoa is made of “historic” Provincial roads and former State Roads and amounts to 1.125,265 km. ATP is the company currently managing the suburban public transport service by road in the Province of Genoa.

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The ATP network is made of 143 lines and their annual travelled distance amounts to more than 10Ml Km (2005). 30.000 people do travel between towns by using suburban buses on a daily basis; 40% of travellers (almost 12.000 people) are commuters, 57% of them are students and 43% of them are workers, and the remaining 60% are “occasional” travellers. At the provincial level, public transport is mainly by road, buses are the most widely used public transport vehicles all over Genoa and throughout its Province. Two local public transport companies do operate in this area: - AMT operates within the Genoa municipality, urban public transport. - ATP operates in the Tigullio area and in the hinterland territory and long Genoa’s coast

44% of travels are to be found within Genoa’s area, Entella area then follows (26%), then the Tigullio Gulf and the Polcevera Valley (about 10% on average). Fig. 3 shows the organisation of provincial mobility between by using buses according to distances travelled. Short trips are predominant (up to 10 km) and they focus on the most important towns in the Tigullio area and central Scrivia Valley. 10 to 20 km trips are taken in the Tigullio area and in the areas east and north of Genoa. Trips longer than 20 km do refer to the Genoa’s area and - to a lesser extent - to the Entella coastal area.

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Figure 2: The road network in the Province of Genoa

Verde Motorways Rosso State roads Blu : Provincial roads Ner...o Municipal roads

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Figure 3 Provincial mobility between towns according to distances travelled

black: 500 pax – up to 10 km (9465); red: 500 pax – 10 to 20 km (8855); blue: 500 pax – 20 to 30 km (6892); green: 500 pax – longer than 30 km (5068)

4.2.2 Test Area 1 Fontanabuona

Downtown Genoa is better reached by the bottom valley of Fontanabuona Valley. If you come from one of the mountain villages, your trip is longer. If you need to reach downtown Genoa by using public transport services, public transportation has longer times.

4.2.3 Test Area 2 Trebbia valley

As for the accessibility of downtown Genoa by using private vehicles, data range from "very low" to "medium" accessibility. Very winding roads are to be found along the mountainsides, population density is very low, traditional public transport service is not sufficient. The Comunità Montana, in collaboration with municipalities and ATP, has been experiencing new and specific types of integrated public transport for a few years.

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4.3 Information and Communication Technology (ICT) Situation:

Among the priorities of Liguria’s regional government is the filling of the digital divide; a wide and affordable access to broadband networks and services is one of the main tools to: • foster economic development throughout the region, since it now requires the use of advanced technologies in the more decentralized areas too, and not only in the most accessible areas; • encourage social inclusion, which means improving the accessibility to broadband services for all citizens by providing the hinterland towns and villages and their historic towns with the services that can be found along the coast; • develop IT infrastructures all over the Region, since intangibles are today as important as roads, rail networks, ports; society needs the fast and efficient transmission of information, and this is not only referred to goods and people, but also virtual transactions related to services and production competitiveness. The filling of the digital divide is closely linked to the difficulties of telecommunications operators to provide broadband connections for families and companies in unprofitable areas, since no or very little profit is made. The territory is subdivided into the following areas: - those areas where companies invest to be able to provide broadband internet connections according to the dynamics of the market; these areas are “market areas” - those areas where companies are not willing to invest having seen the actual conditions, but they could do it on the basis of incentive schemes; these areas are "incentive areas" - those areas where market dynamics have completely failed and thus only government intervention can be envisaged; these areas are "areas benefiting from direct public action". Both test areas, the Fontanabuona and Trebbia Valleys, are included in this last typology. Figure 4. Broadband services in the Province of Genoa

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red: no broadband service; yellow: broadband service is partially available; green: broadband service is available (Data have been updated on July 30th, 2008)

4.4 Everyday Needs: Food Stores

4.4.1 Regional Overview: Province of Genoa

Regulations envisaged by the Regional Law “Single Act on Trade” want: • To promote efficiency, modernization and the balanced development of the distribution network, as well as the technological evolution of supply, in order to restrain prices and improve the quality of services dedicated to consumers; • To balance the different types of distribution structures and the different sale typologies; a special reference is made to the recognition, protection and enhancement of small enterprises’ roles, which also act a protection to the territory and the urban fabric; • To foster and protect commercial services in urban, rural, mountain areas, and historic towns especially; • To promote market transparency and quality, free competition, free entrepreneurship and the free movement of goods; • To streamline procedures and formalities for starting and operating business activities; • To promote aggregation and collaboration between small enterprises; • To enhance and promote wine-and-food culture and traditional products of the Region;

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4.4.2 Test Area 1 Fontanabuona valley

What can be found in the Fontanabuona Valley are two very different conditions. 1) Many business activities are located in the bottom valley along the former SS125, among them you may find grocery stores and food shops, even though furniture factories, furnishings centres, as well as lighting, slate and building materials centres do prevail. These activities have been "renewed" very little and are strongly affected by the competition of the new shopping centres located in the outskirts of Genoa. 2) Shopping and manufacturing centres located in the mountain areas are experiencing a different situation, since there are often no shops, and the few shops that do exist need to face significant managerial problems.

Number of Food Shops Fontanabuona Valley

Uscio Tribogna San Colombano Certenoli Orero Neirone Moconesi Lumarzo Lorsica Favale di Malvaro Coreglia Ligure Cogorno Cicagna Avegno 0 5 10 15 20

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4.4.3 Test Area 2 Trebbia valley

Following the depopulation of peripheral areas, many shops have closed down. A few of them are opened during the summer only. Bargagli, Torriglia and Montebruno are the only towns where you find the greatest number of businesses.

Number of Food Shops Trebbia Valley

Torriglia Rovegno Rondanina Propata Montebruno Gorreto Fontanigorda Fascia Bargagli 0 5 10 15

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4.5 Assessment of Services of General Interest– Obstacles and Main Problems

What should be fully guaranteed is the provision of first quality and affordable services of general interest to all citizens and all companies. SGI are essential for guaranteeing social and territorial cohesion and protect competitiveness. Within the mountain areas of Province of Genoa and, in the two pilot areas especially, SGI are not always guaranteed. The first obstacle is the geographical position of the areas: what is difficult is reaching them by using local public transport; little benefit comes from investments in the ICT and broadband sectors by the telecommunications companies; the crisis is affecting local businesses, and this is especially true in the most "isolated" areas that are difficult to access, and they are characterized by phenomena of territorial marginalization and social housing problems, the aging of the population and people commuting to and from the coast.

4.5.1 Public Transport: Obstacles and Main Problems

The Interurban network is characterised by few important roads - which are mainly along the coast. Private vehicles are still mainly used in periurban and rural areas. The Provincial government must guarantee the public transport services, which could be efficient for users living in the hinterland areas as well as for users living in urban areas. But in rural areas, characterised by low population density, the traditional public transport service is not so efficient, there is a too high ratio between the quantity of resources used and actual users registered. Also more flexible transport solution, such as “transport on demand” are not so appropriate to the local demand. New solution must be found and implemented, which may harmonize the right to mobility and affordable transport costs. Public transport by road has been facing many problems and difficulties in the last few years, and this is mainly due to the price rise of uncontrollable items (such as personnel, fuel, insurance) and a decrease in productivity and desirability of these services. In Liguria the crisis of the Local Public Transport is particularly evident in the last years, above all concerning the rail transport (Local Public Transport Programme 2009-2011 – Liguria Region). In Province of Genoa the main problems are the difficults of accessibility, the contraction of the total runs due to the unification or abolition of some less used lines, the low efficiency level, the limited integration of the transport by road and the limited tariff integration among operators. In the two pilot areas, the major problems are the low profitability index and high operating costs, the lack of management integration and the infrastructural issues.

4.5.2 ICT: Obstacles and Main Problems

The technology gap, the so-called digital divide, is still a serious issue differentiating those areas that can already use increasingly fast, efficient and cheap digital technologies for Internet from those areas that cannot.

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One of the reasons causing these technology gap is the lack of infrastructures and innovative services able to enhance cooperation, efficiency and services of local authorities and bodies of Liguria’s territory. As for the two pilot areas, the major ICT-related issues are the expertise issues, the administrative borders, the digital divide and the low profitability for private investments.

4.5.3 Everyday Needs: Obstacles and Main Problems

In the Province of Genoa, the commercial sector is essentially made up of very small family- or individually-run enterprises. Such expecially in rural areas very small enterprises are characterized by a slow development, which is usually worsened by the lack of training. Many municipalities "depend" on Genoa and on the Tigullio area, and their peripheral condition is then worsened by infrastructural gaps, the "weaknesses" of the territory, and a scarcity of intermodal public transport systems. The population of our test areas municipalities is very old and the houses are scattered along the valleys; so it’s very difficult to reach the mountain shops, that are very few and the use of the home delivery for elderly is less developped. However, for the mountain municipalities of the Province of Genoa, the role of shops is still of vital importance for protecting the territory and for social aspects. As for obstacles to the fulfilment of everyday needs (small mountain shops especially) in the two pilot areas, major problems are the lack of attraction, the lack of demand and the low profitability for private investments.

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Good Practice Examples as a Pool of Ideas for Pilot Projects and Identification of Gaps

Good practice 1: Integrated public transport in Fontanabuona

1. Domain(s) of public services involved

ICT x Public transport Every day needs

Others:

2. Locality / Region / Country

Italy - Province of Genoa and the Fontanabuona Valley especially

3. Territorial level / extent

99.7 Km²

4. Target groups

People residing in 5 Municipalities; 1 Comunità Montana

5. Basic idea / Aims / How does it work

Goal: Definition of a complete transport system for the valley (it must able to reach all villages and hamlets); it must fulfil transport expectations Integration between public transport and school buses. Use of 9 minibuses instead of 11 municipality-owned school buses. 8 new jobs will thus be created. Extension of service. Increased number of passengers

6. Why it is considered innovative

Tariff standardization for every Municipality (extra costs due to trips to hamlets are set to zero) Development of valley floor services. The introduction of new road links from the hamlets to the valley floor for secondary school students

7. Start / How long it has been running

This service started in 1996 and is still working

8. Costs / Funding

500.000 € per year

9. Transferability to other regions / conditions for a transfer (Please give also an estimation 1) good 2) medium 3) not transferable

Good degree of transferability

10. More information (website, contact person) www.tigulliotrasporti.it

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Good practice examples 2: Integrated transport system in Val Trebbia

1. Domain(s) of public services involved

ICT x Public transport Every day needs

2. Locality / Region / Country

Italy - Province of Genoa and the Comunità Montana Alta Val Trebbia

3. Territorial level / extent

196.19 Km²

4. Target Groups

People residing in 8 Municipalities; 1 Comunità Montana of the Province of Genoa

5. Basic Idea / Aims / How does it work

The integration of the different transport needs of the population residing in the Trebbia Valley. Main features: - Integration between the public transport system and school buses - Introduction of school buses dedicated to the nursery schools located in 2 Municipalities - Introduction of the “on-call” transport service - Creation of 4 local jobs - Establishment of fast trips connecting the Trebbia valley and Genoa - Development of services dedicated to the elderly and minors

6. Why it is considered innovative

The most innovative aspect is the integration of the different transport needs of the valley; what must be avoided is the outright cancellation of rides thanks to the sharing of choices and in order to provide services that are able to meet real needs as much as possible.

7. Start / How long it has been running

The service started in 2007 and is still working

8. Costs / Funding

Start-up costs: 240.000 €

9. Transferability to other regions / conditions for a transfer (Please give also an estimation 1) good 2) medium 3) not transferable

Good degree of transferability

10. More information (website, contact person)

Provincial Transport Agency: www.tigulliotrasporti.it

Comunità Montana Alta Val Trebbia: www.cmaltavaltrebbia.it

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5 Conclusions and Prospects for Pilot Activities

5.1 Conclusions at the Regional Level

As a general rule, the two pilot areas enjoy good development potentials if these are connected to socio-economic synergies developed with coastal towns. Traditional SGI cannot be implemented any longer, since they are not meeting the needs and their management costs are unaffordable. This is the reason why innovative typologies of SGI must be developed. On the one hand, they need to promote a greater accessibility and on the other hand, they need to promote the charming nature of mountain areas. The gradual depopulation of the areas is directly linked to a lower demand and to a lower attractiveness. What must be done then is contributing to increase demand and promote innovative, interesting and affordable services from a managerial point of view. What is the primary strategy for developing mountain territories is sharing problems and analysing possible capabilities by involving policy makers and stakeholders, who are interested in the socio-economic process. For mountain areas to be considered more interesting, what is of the essence is setting aside the old SGI managerial typologies and developing innovative systems based on synergies established with the reality of urban areas.

5.2 Prospects for Pilot Activities

Our starting points: those experiences that have been developed from 1997 onward as for the projects developed within the LEADER programme; experiences that have been acquired thanks to the exchange of good practices and the pilot activities of the PUSEMOR and QUALIMA projects; the pieces of information collected thanks to the studies that have been carried out for the ACCESS project, in collaboration with local authorities and stakeholders belonging to the two test areas, the two following pilot activities have then been identified. Please note that these pilot projects will be developed by creating operational synergies with those activities that local authorities are about to implement, thanks to the use of the Mainstream funds related to the 2007-2013 programme period.

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The following table explains why the chosen pilot activities are innovative.

Pilot Activity 1: “Innovation related to the distribution network linked to small mountain shops”

Demand Orientation: Does the pilot action respond to an existing or potential demand?

At the moment, what is necessary is working to increase the demand and make proposals. Mountain residents find easier to buy what they need in town shops, which are larger and more comfortable if compared to mountain shops. What is necessary is a characterisation of shops with potential demand and finding a new management system for shops which do not enjoy a sufficient demand. We will carry out a survey in order to identify new models and new strategies to improve the quality of services in mountain shops and disseminate their potentialities.

Participatory Approach: Was the pilot action developed together with local stakeholders? How are they integrated into the implementation of the pilot activity?

The participation of local stakeholders is primary; we must collaborate with local stakeholders to increase the demand and improve supply. At the moment, we are collaborating with the Association of Commercial Enterprises, Comunità Montane, Municipalities, the Chamber of Commerce of Genoa and the Province of Genoa. It’s very important the participatory approach, we must investigate and interview all the involved stakeholders and in particular the local population

Technical Innovation: Does the pilot action encompass any technical innovation?

We are trying to find new solutions by using technical innovation.

Organizational Innovation: Does the pilot action encompass any organisational innovation?

The pilot action will encompass organisational innovation and try to find new strategies in order to improve the quality of small mountain shops.

Implementation: Can the pilot activity be implemented in the Test Area within the given timeframe of ACCESS?

Yes, we think that the activity will be implemented within the timeframe of the Access project. We are trying to use opportunities offered by Regional funds by creating synergies with access activities.

Financial Sustainability: Can the pilot activity be financed over the long term after the end of the ACCESS-project?

Yes, it must go on after ACCESS end; the aim is to find models that will be financial sustainable

Transferability: Can the lessons learnt from the pilot activity be transferred to other regions?

Yes, they can.

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Pilot Activity 2: Services aimed at helping the elderly use public transport in mountain areas

Demand Orientation: Does the pilot action respond to an existing or potential demand?

The aim of this pilot activity is to improve SGI quality, having as specific targets the elderly living in mountain areas. As demographic data show, the high number of old people living in these areas means demand of services. Adequate tools are needed to encourage participation of the elderly and create suitable supply.

Participatory Approach: Was the pilot action developed together with local stakeholders? How are they integrated into the implementation of the pilot activity?

GAL is collaborating with Comunità Montane, the Trebbia Valley’s especially, the Provincial Transport Company, the Municipalities, the social services and the local stakeholders

Technical Innovation: Does the pilot action encompass any technical innovation?

At the moment, the pilot action doesn’t propose technical innovations.

Organizational Innovation: Does the pilot action encompass any organisational innovation?

The pilot project wants to establish new managerial structures that may meet the current demand and the demand of the elderly living in mountain areas especially.

Implementation: Can the pilot activity be implemented in the Test Area within the given timeframe of ACCESS?

Yes, we think that the activity will be implemented within the timeframe of the Access project, according with the timeframe of the regional and provincial departments

Financial Sustainability: Can the pilot activity be financed over the long term after the end of the ACCESS-project?

Yes

Transferability: Can the lessons learnt from the pilot activity be transferred to other regions?

Yes

Regional Intermediate Report page -31- Province of Genoa

Pilot Activity 3: Services aimed at helping the young use public transport in mountain areas

Demand Orientation: Does the pilot action respond to an existing or potential demand?

The aim of this pilot activity is to improve SGI quality. The target of this activity is young people. In spite of the high incidence of old people, we have to improve public transport service for young too, in order to improve the quality of life in mountain areas and to try to convince young people to stay in this area, offering the same opportunities that have young people that live in the urban areas.

Participatory Approach: Was the pilot action developed together with local stakeholders? How are they integrated into the implementation of the pilot activity?

GAL is collaborating with Comunità Montane, the Fontanabuona Valley’s especially, the Provincial Transport Company, the Municipalities and the local stakeholders

Technical Innovation: Does the pilot action encompass any technical innovation?

At the moment, the pilot action doesn’t propose technical innovations. But we are looking for them.

Organizational Innovation: Does the pilot action encompass any organisational innovation?

The pilot action will encompass organisational innovation, trying to find new organisational services

Implementation: Can the pilot activity be implemented in the Test Area within the given timeframe of ACCESS?

Yes, we think that the activity will be implemented within the timeframe of the Access project, according with the timeframe of the regional and provincial departments

Financial Sustainability: Can the pilot activity be financed over the long term after the end of the ACCESS-project?

Yes

Transferability: Can the lessons learnt from the pilot activity be transferred to other regions?

Yes

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Appendix I: Examples of Good Practice

Good Practice Examples 1: Fontanabuona

1. Domain(s) of public services involved

ICT x Public transport Every day needs

Others:

2. Target group

People residing in 5 Municipalities; 1 Comunità Montana of the Province of Genoa

3. Territorial level or extent

The total extent of the 5 municipalities is 99.7 Km²

4. For how long it has been running / operating?

The new service has been active since 1996 and is still working

5. Basic idea and aim of your good practice in the provision of public services?

The aim of the service is the definition of a complete transport system for the valley (it must able to reach all villages and hamlets); it must fulfil transport expectations

6. Background / main reasons for implementation of this particular service and how did the operation emerge?

The main reason is to improve the local transport service in order to offer a high quality service to the population of all small villages of the involved Municipalities. The operation stems from people’s demand (bottom-up approach)

7. Who was the initiator?

The Provincial Transport Agency in collaboration with the Municipalities and the Comunità Montana

8. How does it work / function?

Integration between public transport and school buses. Use of 9 minibuses instead of 11 municipality-owned school buses. 8 new jobs will thus be created. Extension of service. Increased number of passengers

9. Who is the provider?

The Provincial Transport Agency

10. Why is it considered innovative?

Tariff standardization for every Municipality (extra costs due to trips to hamlets are set to zero)

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Development of valley floor services. The introduction of new road links from the hamlets to the valley floor for secondary school students.

11. Has the provision required special institutional arrangements?

Official Agreement among Municipalities, Comunità Montana and the Provincial Transport Agency

12. What were the initial costs (in €) and how was it financed?

13. What are the annual running costs (in €) and how are they financed?

500.000 € per year

14. Are there any problems / obstacles encountered / identified so far?

Problems: difficulties due to geo-morphologic aspects (small villages scattered all over the territories of the Municipalities)

15. Any feedback and/or evaluation available? Do you plan to asses the operation? How?

Our feedback is the result we obtained: an increase of 450 passengers (300 students attending compulsory school)

As for the evaluation, the involved bodies collaborate in monitoring the mobility system.

16. Future plans

Development of the “on-call” service during the slack demand time bands.

Extension of the integrated service to 3 other Municipalities (Lumarzo, Tribogna, Moconesi)

17. Do you think that this good practice is transferable to other regions? (Please give also an estimation 1) good 2) medium 3) not transferable)

Good degree of transferability

18. Do you think that this good practice is transferable to other areas of domain in public services? (Please give also an estimation 1) good 2) medium 3) not transferable)

Good degree of transferability

19. Contact information

Provincial Transport Agency: www.tigulliotrasporti.it Comunità Montana Fontanabuona: www.fontanabuona.com

Regional Intermediate Report page -34- Province of Genoa

Examples of Good Practice 2: Val Trebbia

1. Domain(s) of public services involved

ICT x Public transport Every day needs

Others:

2. Target group

People residing in 8 Municipalities; 1 Comunità Montana of the Province of Genoa ( Fascia, Fontanigorda, Gorreto, Rovegno, Montebruno, Rondanina, Propata, Torriglia; Comunità Montana Alta Val Trebbia)

3. Territorial level or extent

The total extent of the 8 municipalities is 196.19 Km²

4. For how long it has been running / operating?

The new service has been active since September 2007 and is still working: 2006: the Comunità Montana entrusted the planning to the Provincial Transport Agency 2007: Search for funding and start up of the Service (September) 2008-2012: Development of the project planning: implementation of a four-year agreement with the Provincial Transport Agency

5. Basic idea and aim of your good practice in the provision of public services?

The integration of the different transport needs of the population residing in the Trebbia. Main features: - Integration between the public transport system and school buses - Introduction of school buses dedicated to the nursery schools located in 2 Municipalities - Introduction of the “on-call” transport service - Creation of 4 local jobs - Establishment of fast trips connecting the Trebbia valley and Genoa - Development of services dedicated to the elderly and minors

6. Background / main reasons for implementation of this particular service and how did the operation emerge?

Reason: our goal was improving the local transport service, in order to offer a high quality service to the population of all small villages of the Municipalities involved. The operation stems from people’s demand (bottom-up approach)

7. Who was the initiator?

Municipalities and the Comunità Montana

8. How does it work / function?

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Integration between the public transport system and school buses. Creation of 4 new jobs. Extension of the service.

9. Who is the provider?

The Provincial Transport Agency

10. Why is it considered innovative?

The most innovative aspect is the integration of the different transport needs of the valley; what must be avoided is the outright cancellation of rides thanks to the sharing of choices and in order to provide services that are able to meet real needs as much as possible.

11. Has the provision required special institutional arrangements?

Cooperation Agreement involving the 8 Municipalities and the Comunità Montana. The Provincial Transport Agency is in charge of the service.

12. What were the initial costs (in €) and how was it financed?

The total cost of the project was 240.000 € in 2008

13. What are the annual running costs (in €) and how are they financed?

14. Are there any problems / obstacles encountered / identified so far?

Problems: difficulties due to geo-morphologic aspects (small villages scattered all over the territories of the Municipalities);

15. Any feedback and/or evaluation available? Do you plan to asses the operation? How?

As for our evaluation, the involved bodies collaborate in monitoring the mobility system. Results: cooperation among the 8 Municipalities; increased number of trips; support to the elderly; development of school bus rides

16. Future plans

- A steady and regular service - Connecting the service and other initiatives, such as the game centre and summer centre in Montebruno and the multifunctional laboratory in Bargagli.

17. Do you think that this good practice is transferable to other regions? (Please give also an estimation 1) good 2) medium 3) not transferable)

Good degree of transferability

18. Do you think that this good practice is transferable to other areas of domain in public services? (Please give also an estimation 1) good 2) medium 3) not transferable)

Good degree of transferability

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19. Contact information

Provincial Transport Agency: www.tigulliotrasporti.it

Comunità Montana Alta Val Trebbia: www.cmaltavaltrebbia.it

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Appendix II: Maps and Statistical Data

Table of maps Map 1.1

Map 2.1

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Map 3.1

Map 4.1

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Map 5.1

Map 6.1

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Map 7.1

Map 8.1

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Map 1.2

Map 2.2

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Map 3.2

Map 4.2

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Map 5.2

Map 6.2

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Map 7.2

Map 8.2

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Table of statistical data

A - Social Data – Population Structure and Area

population resident number of area development Population households from x to y year 2008 year 2001 percentage individuals Number of square km Indicator 1 POP_ACT HOHO_ACT AREA_ACT NUTS_2 Liguria Region 1609822 5420 NUTS_3 Province of Genoa -0.03 883091 398460 1839.50 Val Fontanabuona 0.43 22764 10171 22.07 LAU_Nat 1 Avegno 1.01 2328 987 11.05 LAU_Nat 2 Cicagna 0.21 2547 1067 11.55 LAU_Nat 3 Cogorno 0.11 5389 2308 9.14 LAU_Nat 4 Coreglia Ligure 0.73 257 116 8.02 LAU_Nat 5 Favale di Malvaro 0.52 499 227 16.68 LAU_Nat 6 Lorsica -0.06 510 262 17.79 LAU_Nat 7 Lumarzo 0.39 1536 784 25.52 LAU_Nat 8 Moconesi 0.06 2641 1210 16.17 LAU_Nat 9 Neirone 0.82 1023 518 30.31 LAU_Nat 10 Orero -0.87 569 291 15.86 LAU_Nat 11 S. Colombano 0.49 2539 1075 41.28 Certenoli LAU_Nat 12 Tribogna 1.48 592 273 7.06 LAU_Nat 13 Uscio 0.51 2334 1053 9.64 Val Trebbia - 3 6618 3685 212.54 LAU_Nat 1 Bargagli 0.31 2729 1278 16.26 LAU_Nat 2 Fascia -1.8 116 97 11.49 LAU_Nat 3 Fontanigorda -1.91 294 222 16.64 LAU_Nat 4 Gorreto -4.62 136 101 18.54 LAU_Nat 5 Montebruno -1.01 255 159 17.55 LAU_Nat 6 Propata -0.77 162 113 16.81 LAU_Nat 7 Rondanina -3.45 80 65 12.66 LAU_Nat 8 Rovegno -0.77 555 393 42.5 LAU_Nat 9 Torriglia -0.14 2291 1257 60.09

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A - Social Data – Age Pattern

old age young age The elderly Young dependency dependency people > 64 ratio ratio < 15 year 2008 year 2008 year 2008 year 2008 percentage percentage individuals Individuals Indicator 2a Indicator 2b POP_OLD POP_YOUN NUTS_2 Liguria Region 44 20 431329 193292 NUTS_3 Province of Genoa 47 20 248450 105583 Val Fontanabuona 43 22 5972 2988 LAU_Nat 1 Avegno 39 23 523 314 LAU_Nat 2 Cicagna 41 21 649 331 LAU_Nat 3 Cogorno 38 22 1275 736 LAU_Nat 4 Coreglia Ligure 44 19 69 30 LAU_Nat 5 Favale di Malvaro 52 24 148 68 LAU_Nat 6 Lorsica 60 18 173 51 LAU_Nat 7 Lumarzo 57 23 483 200 LAU_Nat 8 Moconesi 46 21 724 337 LAU_Nat 9 Neirone 53 21 310 125 LAU_Nat 10 Orero 50 17 170 57 LAU_Nat 11 S. Colombano Certenoli 38 21 622 345 LAU_Nat 12 Tribogna 51 26 172 86 LAU_Nat 13 Uscio 48 22 654 308 Val Trebbia 56 19 2133 704 LAU_Nat 1 Bargagli 35 21 658 391 LAU_Nat 2 Fascia 120 12 60 6 LAU_Nat 3 Fontanigorda 114 12 149 15 LAU_Nat 4 Gorreto 133 5 76 3 LAU_Nat 5 Montebruno 70 15 96 21 LAU_Nat 6 Propata 95 18 72 14 LAU_Nat 7 Rondanina 147 20 44 6 LAU_Nat 8 Rovegno 93 15 248 40 LAU_Nat 9 Torriglia 54 15 730 208

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B - Socio-Economic Data – Maximum Population Ratio (commuters and tourists included)

maximum Commuters commuters overnight population reaching the leaving the stays in ratio valley to valley for Tourism work work year x year 2001 year 2001 year 2007 Indicator 3 WORK_IN WORK_OUT OVNSTAY_T NUTS_2 Liguria Region 678486 NUTS_3 Province of Genoa 98 42359 70734 3308734 Val Fontanabuona 86 2762 6028 32221 LAU_Nat 1 Avegno 76 201 756 730 LAU_Nat 2 Cicagna 101 546 512 3524 LAU_Nat 3 Cogorno 81 680 1762 12634 LAU_Nat 4 Coreglia Ligure 85 44 86 1762 LAU_Nat 5 Favale di Malvaro 82 18 115 1762 LAU_Nat 6 Lorsica 79 19 132 1764 LAU_Nat 7 Lumarzo 81 71 366 0 LAU_Nat 8 Moconesi 95 408 546 1233 LAU_Nat 9 Neirone 83 42 218 1762 LAU_Nat 10 Orero 92 115 161 0 LAU_Nat 11 S. Colombano Certenoli 88 405 724 1763 LAU_Nat 12 Tribogna 98 138 147 0 LAU_Nat 13 Uscio 82 75 503 5287 Val Trebbia 85 346 1395 12084 LAU_Nat 1 Bargagli 77 162 790 645 LAU_Nat 2 Fascia 95 2 9 322 LAU_Nat 3 Fontanigorda 89 4 39 645 LAU_Nat 4 Gorreto 98 8 13 645 LAU_Nat 5 Montebruno 92 8 29 0 LAU_Nat 6 Propata 92 5 22 1290 LAU_Nat 7 Rondanina 84 2 16 322 LAU_Nat 8 Rovegno 104 37 31 6281 LAU_Nat 9 Torriglia 86 118 446 1934

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B - Socio-Economic Data – Economic Structure

development current number of number of of number of enterprises enterprises enterprises enterprises before before year 2007 to year 2007 year 1998 year 1988 1998 Indicator 4 ENT_ACT ENT_BACK ENT_BACK NUTS_2 Liguria Region NUTS_3 Province of Genoa 0.15 67098 64787 63538 Val Fontanabuona -2.11 1727 2086 1446 LAU_Nat 1 Avegno 0.22 138 141 123 LAU_Nat 2 Cicagna 0.77 279 298 243 LAU_Nat 3 Cogorno -1.77 343 404 336 LAU_Nat 4 Coreglia Ligure -4 30 43 10 LAU_Nat 5 Favale di Malvaro -5 30 47 26 LAU_Nat 6 Lorsica -5.33 28 45 33 LAU_Nat 7 Lumarzo -2 92 110 59 LAU_Nat 8 Moconesi -0.33 316 327 234 LAU_Nat 9 Neirone -5.77 49 82 45 LAU_Nat 10 Orero -4.77 42 65 48 LAU_Nat 11 S. Colombano Certenoli -7 176 330 130 LAU_Nat 12 Tribogna -1.11 54 60 42 LAU_Nat 13 Uscio 1.22 150 134 117 Val Trebbia - 033 435 452 436 LAU_Nat 1 Bargagli 1.66 156 134 122 LAU_Nat 2 Fascia -7.67 4 8 6 LAU_Nat 3 Fontanigorda -4 21 30 35 LAU_Nat 4 Gorreto -0.67 15 16 20 LAU_Nat 5 Montebruno -2.78 27 35 32 LAU_Nat 6 Propata -8.11 11 23 11 LAU_Nat 7 Rondanina 2 6 5 3 LAU_Nat 8 Rovegno 0.33 57 55 53 LAU_Nat 9 Torriglia -0.55 138 146 154

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C - Spatial Data - Settlement

local local population population settlement settlement living in living in concentratio concentratio compact compact n Ratio n Ratio settlements settlements larger 500 larger 1000 larger 500 larger 1000 year x year x year x year x percentage percentage individuals individuals Indicator 5 a Indicator 5b SETT_L500 SETT_L1000 NUTS_2 # name NUTS_3 # name # name Test Area 1 LAU_Nat 1 # name LAU_Nat 2 # name LAU_Nat 3 # name LAU_Nat 4 # name LAU_Nat 5 # name LAU_Nat 6 # name LAU_Nat 7 # name LAU_Nat 8 # name LAU_Nat 9 # name LAU_Nat 10 # name # name Test Area 2 LAU_Nat 1 # name LAU_Nat 2 # name LAU_Nat 3 # name LAU_Nat 4 # name LAU_Nat 5 # name LAU_Nat 6 # name LAU_Nat 7 # name LAU_Nat 8 # name LAU_Nat 9 # name LAU_Nat 10 # name

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C - Spatial Data – Private vehicles and Public Transport

regional regional maximum distance accessibility accessibility frequency to the closest private public public traffic regional vehicles transport centre (bus/ train+ To Genoa bus) (outside of test area) To Genoa (outside of test area) year x year x year x in minutes in minutes number of in km Indicator 6a Indicator 6b Indicator 7 optional! NUTS_2 Liguria Region NUTS_3 Province of Genoa Val Fontanabuona 45 94 LAU_Nat 1 Avegno 32 41 LAU_Nat 2 Cicagna 46 101 LAU_Nat 3 Cogorno 37 69 LAU_Nat 4 Coreglia Ligure 56 LAU_Nat 5 Favale di Malvaro 56 141 LAU_Nat 6 Lorsica 54 121 LAU_Nat 7 Lumarzo 35 81 LAU_Nat 8 Moconesi 41 128 LAU_Nat 9 Neirone 41 118 LAU_Nat 10Orero 54 123 LAU_Nat 11 S. Colombano Certenoli 48 67 LAU_Nat 12 Tribogna 43 86 LAU_Nat 13 Uscio 39 56 Val Trebbia 53 99 LAU_Nat 1 Bargagli 29 40 LAU_Nat 2 Fascia 43 - LAU_Nat 3 Fontanigorda 65 120 LAU_Nat 4 Gorreto 66 130 LAU_Nat 5 Montebruno 51 100 LAU_Nat 6 Propata 62 100 LAU_Nat 7 Rondanina 61 115 LAU_Nat 8 Rovegno 62 125 LAU_Nat 9 Torriglia 41 65

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C - Spatial Data – Everyday Needs and ICT

Density of food shops private private groceries by broadband internet resident access usage population year x year 2008 year x year x number of number of percentage percentage Indicator 8 FOOD_SHO Indicator 9a Indicator 9b NUTS_2 Liguria Region NUTS_3 Province of Genoa Val Fontanabuona 308 74 LAU_Nat 1 Avegno 582 4 LAU_Nat 2 Cicagna 196 13 LAU_Nat 3 Cogorno 385 14 LAU_Nat 4 Coreglia Ligure 0 0 LAU_Nat 5 Favale di Malvaro 499 1 LAU_Nat 6 Lorsica 510 1 LAU_Nat 7 Lumarzo 384 4 LAU_Nat 8 Moconesi 155 17 LAU_Nat 9 Neirone 341 3 LAU_Nat 10 Orero 190 3 LAU_Nat 11 S. Colombano Certenoli 363 7 LAU_Nat 12 Tribogna 0 0 LAU_Nat 13 Uscio 333 7 Val Trebbia 158 42 LAU_Nat 1 Bargagli 273 10 LAU_Nat 2 Fascia 116 1 LAU_Nat 3 Fontanigorda 147 2 LAU_Nat 4 Gorreto 68 2 LAU_Nat 5 Montebruno 42 6 LAU_Nat 6 Propata 162 1 LAU_Nat 7 Rondanina 0 0 LAU_Nat 8 Rovegno 92 6 LAU_Nat 9 Torriglia 164 14

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Description of ACCESS Statistical Data ACCESS Statistical Data contains data about region, subregion(s) and local units refering to test area(s) Data Definition Description is following columns of Excel sheet Obligatory content in boldface

NUTS_2 Identifier of NUTS_2 Region European Type NUTS_3 Identifier of NUTS_3 Region European Type DISTRICT Identifier of Political or Administration Unit between NUTS_3 and Local Unit Level ASS_LAU Identifier of Political or Administration Association of Local Units LAU_NAT Identifier of Local Unit National Type

PUB_ORG Description of Public Organisation from NUTS_2 to Local Unit National Type NAME_NAT Name of Public Organisation National Type

Insert Census Year into next row below field name! AREA_ACT Most actual Area Unit Square Kilometre 2 decimal places

POP_ACT Most actual Resident Population Unit Person POP_BACK Resident Population 10 to 20 years before actual census Unit Person POP_OLD Most actual Population elder than 64 years Unit Person POP_YOUNG Most actual Poulation younger than 15 years Unit Person

HOHO_ACT Most actual Number of Households

POP_WORK_IN Commuters coming to work from another Municipality Unit Person POP_WORK_OUT Commuters leaving for work to another Municipality Unit Person OVNSTAY_TOUR Annual Over Night Stays in Tourism Unit Person

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ENT_ACT Most actual Number of Enterprises (without agricultural ones) ENT_BACK Number of Enterprises 10 to 20 years before actual census

POP_SETT_L500 Resident Population living in compact settlements larger 500 Inhabitants Unit Person POP_SETT_L1000 Resident Population living in compact settlements larger 1.000 Inhabitants Unit Person REACH_REG_IT Time to reach Regional Centre by motorized individual Traffic Unit Minutes REACH_REG_PT Time to reach Regional Centre by Public Traffic Unit Minutes

FREQ_PTRAF Daily Departures of Public Bus at the best served Station (line-stops only in one direction) FOOD_SHOP Number of Shops offering Food (also baker and butcher but no petrol station) HOHO_BBAND Number of Households with Internet Broadband Access POP_INTUSE Population using Internet Unit Person

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ACCESS Indicators

The Indicators of ACCESS represent statistical characteristics of preconditions for the establishment, the establishment itself and the impact of SGI. On one hand the indicators will be able to reveal disparities on a local level on the other they will also serve for the transnational comparison. It is important to mention that indicators are designed to get a clear picture of a sometimes complexe process influenced by society, economy etc. It is not always possible to capture all components of such a process.

In the following 2 indicators in the sphere of society, socio-economy and spatial development completed by indicators for ACCESS core themes (goods of daily need, Mobility and ICT).

The information for the indicators shall be collected on the municipality level (example Tyrol: Gemeinden), test area (example Tyrol: Bezirk Landeck) and region (example Tyrol: Bundesland Tirol). The indicators themselves will be calculated automatically on the basis of the statistical data filled in. Calculations of (regional) averages follow equal rules.

A recommendation of transnational classification of indicators values is raised finally.

A Social Indicators

Indicator 1 Population Development (Bevölkerungsentwicklung) Annual average of the relative change in resident population for a time period of 10 – 20 years POP_DEV = (fx LN POP_ACT – fx LN POP_BACK) / YEARS Percent 2 decimal places fx LN Logarithmus Naturalis

Indicator 2a Old-age Dependency Ratio (Altenquotient) The ratio of the number of the most actual Population elder than 64 years generally economically inactive divided by the number of persons of working age (15 – 65 years). POP_OLD_RATE = POP_OLD / (POP_ACT – POP_OLD – POP_YOUNG) * 100 Percent 0 decimal places Indicator 2b Young age Dependency Ratio (Jugendqoutient)

The young-age dependency ratio is the ratio of the most actual Poulation younger than 15 years divided by the number of persons of working age (15 – 65 years).

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POP_YOUNG_RATE = POP_YOUNG / (POP_ACT – POP_OLD – POP_YOUNG) * 100 Percent 0 decimal places

B Socio-economic Indicators

Indicator 3 Maximum Population Ratio (Quotient der Maximalbevölkerung) The ratio of the total of resident and working population as well as the number of touristic overnight stays (entire year) divided by the number of the resident population. POP_MAX_RATE = (POP_ACT + POP_WORK_IN – POP_WORK_OUT + OVNSTAY_TOUR / 365) / POP_ACT * 100 Percent 0 decimal places

Indicator 4 Development of Enterprises (Entwicklung von Unternehmen) Average annual change in the number of enterprises (not including farms) for a time period of 10 – 20 years. ENT_DEV = (fx LN ENT_ACT – fx LN ENT_BACK) / YEARS Percent 2 decimal places

C Spatial Indicators

Indicator 5a Settlement Concentration Ratio 500 (Siedlungskonzentration über 500 EW) Ratio of the resident population living in compact settlements larger than 500 inhabitants divided by the most actual resident population. SETT_CONC_L500 = POP_SETT_L500 / POP_ACT * 100 Percent 0 decimal places Indicator 5a Settlement Concentration Ratio 1.000 (Siedlungskonzentration 1.000 EW) Ratio of the resident population living in compact settlements larger than 1.000 inhabitants divided by the most actual resident population. SETT_CONC_L1.000 = POP_SETT_L1.000 / POP_ACT * 100 Percent 0 decimal places

Indicator 6a Regional Reachability Individual Traffic (Regionale Erreichbarkeit im Individualverkehr) Time spent in order to reach the next regional center (appoint name in data set and if it is outside or inside of testarea) by individual motorised traffic. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center. REACH_REG_IT Minutes 0 decimal places

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Indicator 6b Regional Reachability Public Transit (Regionale Erreichbarkeit im öffentlichen Personennahverkehr) Time spent in order to reach the next regional center (appoint name in data set and if it is outside or inside of testarea) by public transport. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center. REACH_REG_PT Minutes 0 decimal places

C Special Indicators (optional)

Indicator 7 Maximum Frequency Public Traffic (Maximale Bedienungsfrequenz im öffentlichen Nahverkehr) Daily departures of public transport on best served stopping points (line stops only in one direction). Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center. FREQ_PTRAF_MAX Number 0 decimal places

Indicator 8 Density of Groceries by Resident Population (Dichte an Einzelhandelsgeschäften mit Lebensmittelangebot nach der Wohnbevölkerung) The number of most actual resident population divided by the number of groceries (incl. bakeries and butcheries) DENS_GROC_POP = POP_ACT / FOOD_SHOP Person 0 decimal places

Indicator 9a Private Broadband Access (Breitband Zugang für Haushalte) The ratio of the number of households with broad band access divided by the most actual number of households. BBAND_PRVACC_RATE = HOHO_BBAND / HOHO_ACT * 100 Percent 0 decimal places Indicator 9b Private Internet Usage (Internetnutzung durch Private) The ratio of the population using internet divided by the most actual resident population. INTERNET_PRVUSE_RATE = POP_INTUSE / POP_ACT * 100 Percent 0 decimal places

D Classification

Similar legend of classification

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Indicator Very low mean high very high low Color dark blue yellow pink red blue

Value Ranges

1 POP_DEV < -0,99 -0,99 to -0,25 -0,24 to 0,25 0,26 to 1,00 > 1,00

2a POP_OLD_R. < |21 21 - 25 26 -30 31 - 35 > 35

2b POP_YOUNG_R. < 16 16 - 20 21 - 25 26 - 30 > 30

3 POP_MAX_RATE < 75 75 - 94 95 - 109 110 - 150 > 150

4 ENT_DEV < -0,99 -0,99 to -0,00 -0,01 to 1,00 1,01 to 2,00 > 2,00

5a SETT_CONC_L500 < 21 21 - 40 41 - 60 61 - 80 > 80

5b SETT_CONC_L1.000 < 21 21 - 40 41 - 60 61 - 80 > 80

6a REACH_REG_IT > 59 59 - 45 44 - 30 29 - 15 14 – 0

6b REACH_REG_PT > 59 59 - 45 44 - 30 29 - 15 14 – 0

7 FREQ_PTRAF_MAX 0 1 - 6 7 - 12 13 - 24 > 24

8 DENS_GROC_POP 0 > 1.000 501 – 1.000 251 – 500 1 - 250

9a BBAND_PRVACC_R. 0 -19 20 - 39 40 - 59 60 - 79 80 - 100

9b I.NET_PRVUSE_R. 0 -19 20 - 39 40 - 59 60 - 79 80 - 100

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