Transnational Intermediate Report
Work Package 6: Transnational Comparison
July 2010
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Lead Partner Schweizerische Arbeitsgemeinschaft für die Berggebiete (SAB) Thomas Egger / Peter Niederer
Seilerstrasse 4, CH-3001 Bern Tel.: +41 31 382 10 10 [email protected]
WP-Responsible Project Partner GAL Genovese Angela Rollando
Palazzo Ducale, Piazza Matteotti 9, I- 16123 Genova Tel.: +39 0 108683242 [email protected]
Authors Thomas Egger, Schweizerische Arbeitsgemeinschaft für die Berggebiete Peter Niederer, Schweizerische Arbeitsgemeinschaft für die Berggebiete Carina Stephan, Technische Universität Kaiserslautern / Regionalverband Südlicher Oberrhein Marina Oliveri, GAL Genovese Angela Rollando, GAL Genovese
This document is accessible on: http://www.access-alpinespace.eu/downloads/access_tir_final.pdf
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Table of Contents
Table of Contents II Tables of Figures, Maps and Tables III 1. Introduction 1 1.1. ACCESS: Project Background 2 1.2. Aims, Structure and Methodology of the Transnational Intermediate Report 3 1.3. Overview on ACCESS Regions and TAs 6 2. Framework Conditions of SGI 10 2.1. Spatial Policies in Partner Countries 10 2.2. Roles and Responsibilities in the field of SGI 11 2.2.1. Public Transport 12 2.2.2. Information and Communication Technologies 14 2.2.3. Everyday Needs 15 3. Transnational Comparison of ACCESS Regions and TAs 17 3.1. Geographical Situation 17 3.1.1. Topographical Features 17 3.1.2. Settlement Pattern 18 3.2. Demographic Development 22 3.2.1. Population Development 22 3.2.2. Age Structure: Old-Age and Young-Age Dependency Ratio 23 3.3. Socio-Economic Situation 25 3.3.1. Economic Development: Enterprises 25 3.3.2. Commuting Rate 26 3.3.3. Tourism: Overnight Stays 28 3.3.4. Maximum Population Ratio 28 4. Transnational Comparison of SGI 30 4.1. Public Transport 30 4.1.1. Regional Situation - Public Transport 30 4.1.2. Problems to solve - Public Transport 34 4.2. Information and Communication Technologies 35 4.2.1. Regional Situation - Information and Communication Technologies 35 4.2.2. Problems to solve - Information and Communication Technologies 36 4.3. Everyday needs: Food shops 37 4.3.1. Regional Situations - Food shops 37 4.3.2. Problems to solve - Food shops 38 5. Conclusions and Recommendations 40 5.1. Synoptical Overview of ACCESS TAs 40 5.2. Main Cathegories of SGI Accessibility Areas in Alpine Space and Opportunities 41 5.3. Outlook on Pilot Activities 46 Appendix I: Description of ACCESS Statistical Data 50 Appendix II: Statistical Data on Regional and TA Level 54 Appendix III: Outlook on Good Practices 64 Appendix IV: Outlook on Pilot Activities 69 Appendix V: Bibliography 74
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Tables of Figures, Maps and Tables
Table of Figures Figure 1: Work Packages and Time Schedule of the ACCESS project...... 3 Figure 2: One of the ACCESS Stakeholder Workshops on Public Transport in Milan (25th/26th February 2010)...... 5 Figure 3: Size of the TAs ...... 17 Figure 4: Number of Municipalities in the TAs ...... 18 Figure 5: Amount of Resident Population ...... 19 Figure 6: Local Settlement Concentration Ratio 500 ...... 21 Figure 7: Local Settlement Concentration Ratio 1.000 ...... 21 Figure 8: Population Development (mean annual increase / decrease)...... 22 Figure 9: Old-age Dependency Ratio ...... 24 Figure 10: Young-age Dependency Ratio ...... 24 Figure 11: Development of Enterprises ...... 26 Figure 12: Commuters coming to work and leaving for work to another municipality...... 27 Figure 13: Overnight Stays in Tourism (per 1.000 inhabitants) ...... 28 Figure 14: Maximum Population Ratio...... 29 Figure 15: Regional Reachability of the Regional Centre by Individual Traffic and by Public Transport ...... 32 Figure 16: Maximum Frequency Public Traffic ...... 33 Figure 17: Density of Groceries by Resident Population ...... 38
Table of Maps Map 1: Overview on ACCESS Regions with TAs...... 6 Map 2: Overview on Setting of the TAs in the Main Transport Networks in Alpine Space ...... 30 Map 3: Overview on planned Pilot Activities in the TAs...... 49
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List of Tables Table 1: Important Parameters of the TAs...... 9 Table 2: Spatial Policies in Partner Countries ...... 10 Table 3: Roles and Responsibilities of Public Transport in Partner Counties...... 12 Table 4: Roles and Responsibilities of Information and Communication Technologies in Partner Countries...... 14 Table 5: Roles and Responsibilities of Everyday Needs in Partner Counties ...... 15 Table 6: Qualitative Evaluation of Economic and SGI Situation in ACCESS Pilot Areas ...... 41 Table 7: Overview of Classified Indicators of the TAs ...... 62 Table 8: Overview of Good Practices ...... 64 Table 9: Overview of Pilot Activities...... 69
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List of Abbreviations
ADNV Association pour le développement du Nord Vaudois AT Austria BLC Office of the Government of Carinthia, Department 20 - Spatial Planning (Amt der Kärtner Landesregierung, Abteilung 20 – Landesplanung) BLT Region of Tyrol represented by Office of Regional Government of Tyrol, Department Spatial Planning and Statistics (Land Tirol vertreten durch Amt der Tiroler Landesregierung, Abteilung Raumordnung-Statistik) CH Switzerland DE Germany e.g. exempli gratia / for example EU European Union GAL Development Agency GAL Genovese ICT Information and Communication Technologies IT Italy PA Pilot activity (= Pilot project) PP Project Partner RFC Regional Council of Franche-Comté/spatial planning department (Région Franche-Comté / direction de l'Aménagement du territoire) RIR Regional Intermediate Report RLO Regione Lombardia - General Direction Industry, SMEs and Cooperation (Regione Lombardia, D.G. Industria, PMI e Cooperazione) RRA Rhône-Alpes Region / Mountain policy department (Région Rhône-Alpes, Direction générale des services /Mission Montagne) RVSO Regionalverband Südlicher Oberrhein SAB Swiss Center for Mountain Regions (Schweizerische Arbeitsgemeinschaft für die Berggebiete) SGI services of general interest SME small and medium sized enterprises sqkm square kilometre TA Test area TIR Transnational Intermediate Report TUKL Technical University of Kaiserslautern WP Work Package
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Summary The Transnational Intermediate Report (TIR) is a synthesis of the Regional Intermediate Reports (RIR) made by each project partner in the course of Work Package 5 of the Interreg IVB ACCESS project. In a first part (chapter 2) it gives an overview of the legal and political framework relevant for the provision of services of general interest (SGI) in the European partner regions. The second part (chapter 3 and 4) includes a transnational comparison of 13 test areas (TA) in five countries which is based on one hand on statistical data/indicators and on the other hand on qualitative data such as expert interviews, studies, reports and transnational workshops with stakeholders. Finally the results (Chapter 5) have been combined and synthesised in a synoptic table that shows that the accessibility to SGI (public transport, ICT and daily goods) in the involved TAs is very heterogenous. In public transport the situation can be considered in 4 out 13 TAs as good (namely the Carinthian and the German TAs), in the others the services are sufficient (5 out of 13) or in part of the Italian and the French TAs the situation must be judged as bad (4 out of 13). In contrast to this, in Italian TAs one will find a very good situation with respect to groceries (except TA Trebbia). Most of the TAs have a sufficient provision with daily goods (7 out of 13). With respect to ICT (Information & Communication Technology) the situation is most biased. In 7 out of 13 the situation is very good or good (mainly German, Austrian and Swiss TAs) whereas 4 out of 13 are bad to very bad (TA Trebbia, TA Fontanabuona, TA Horloger, TA Alta Valtellina). The differences in the provision of SGI in the different ACCESS-Partner regions cannot be easily explained. The indicator of settlement concentration rate shows no clear picture. Namely the TA Landeck, TA Hermagor und TA Völkermarkt reveal the lowest settlement concentration rate, but have a very good accessibility by public transport. In contrast to this the TAs in Region Lombardia show a dense settlement pattern in combination with a low accessibility. However, TAs close to a regional centre or having their own regional centre such as the German and Swiss TA reveal in general a good accessibility. Tourism is for sure heavily supporting public transport in TA Hermagor and TA Landeck, but seems to have only modest impact in a similar touristic region like TA Alta Valtellina. With regard to ICT it can be said that in countries such as Switzerland and Austria, the accessibility to broadband connections is well developed due to the clear commitment of the government to reach national coverage. These findings combined with the analysis of the barriers and hindrances illustrates that the readiness of government to invest into SGI, the awareness for and the commitment to implement organisational and technological innovations as well as the image of a particular SGI have a high or even a higher influence on the accessibility and use of SGI than settlement patterns and proximity. The transnational analysis as well as the collection of best practises in the TIR supported the project partners in the development of pilot activities. Furthermore the results of the TIR will be the base for the last step in synthesis of the ACCESS project – the elaboration of strategies and models on how to improve the accessibility of SGI on an alpine level.
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1. 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 Project Partners (PP) 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 Information and Communication Technologies (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 Information and Communication Technologies (e.g. broadband internet access) and 3) Fostering demand oriented, integrated mobility systems.
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The project is guided by the following objectives: ¾ 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). ¾ 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). ¾ Mitigate social inequalities in the access of SGI and reduce environmental pollution. ¾ Test and apply various elements of the concept of governance in order to empower the population and to ensure that society owns the process. ¾ New approaches to providing services will be tested and put into practice in all TAs. They will be based on the demands of the local population and enterprises and be developed together with the service providers.
Work Packages and Time Schedule ACCESS is structured along eight Work Packages (WP) with specifically defined objectives, activities and outputs. Figure 1 gives an overview on Work Package themes and time schedule, WP 6 will be described in detail in the following section. This report constitutes the final product of WP 6.
Figure 1: Work Packages and Time Schedule of the ACCESS project
WP 6 WP 8 Transnat. Comparison Synthesis
WP 7 WP 5 Pilot projects and models Regional 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. Aims, Structure and Methodology of the Transnational Intermediate Report
The Transnational Intermediate Report (TIR) is a synthesis of the Regional Intermediate Reports (RIR) made by each PP in the course of Work Package 5 and has the following objectives:
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¾ to draw a picture of the economic, political and institutional framework relevant for SGI in the partner countries. ¾ to analyse demand and supply as well as the accessibility of SGI in selected Test areas (TA) reveal regional differences, common obstacles and fields of intervention ¾ to make recommendations and an outlook on project implementation ¾ to provide good practices in the field of SGI Chapter 2 gives an overview of the legal and political framework relevant for the provision of SGI in the partner regions. Chapter 3 and Chapter 4 include a transnational comparison of 13 TAs in five countries which is based on one hand on statistical data (chapter 3, see also Appendix II: Statistical Data in Regional and TA Level) and on the other hand on qualitative data such as expert interviews, studies, reports and transnational workshops with stakeholders (chapter 4). With regard to the methodology it can be said that in Chapter 3, TAs have been characterised according to a set of indicators developed by the WP 5 responsible PP Bundesland Tirol. The Indicators represent statistical descriptions of preconditions for the establishment, the status and the impact of SGI in the field of everyday needs, mobility and ICT (see also Appendix I: Description of ACCESS Statistical Data). It is important to mention that indicators are designed to get a picture of a sometimes complex process influenced by society, economy etc. It is not always possible to capture all components of such a process. The indicators can be divided into a) social indicators, b) socio-economic indicators, c) spatial indicators and d) special indicators. The information for the indicators has been collected on the municipality level, TA level and regional level. Geographic Information Systems (GIS) have been widely used by the partners for analysis and mapping purposes. For a more detailed description of indicators and classification please refer to Appendix II: Statistical Data on Regional and TA Level. In Chapter 4 the information coming from expert interviews and stakeholder workshops (see Figure 2) have been clustered using a qualitative analysis. With these procedure main problems, potentials and points of intervention in a) everyday needs b) mobility and c) ICT have been identified. In Chapter 5 the results of Chapter 3 and Chapter 4 have been combined and synthesised in a synoptic table that shows the accessibility to SGI in the involved TAs. In a second part the TAs have been categorised into six types of accessibility in order to reveal regionally adapted opportunities. Information on Good Practices Examples and planned Pilot Actions stemming from the RIRs are summarised in Appendix III: Outlook on Good Practices and Appendix IV: Outlook on Pilot Activities.
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Figure 2: One of the ACCESS Stakeholder Workshops on Public Transport in Milan (25th/26th February 2010)
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1.3. Overview on ACCESS Regions and TAs
The ACCESS-Team is constituted by partners from eight Regions on level of NUTS 2 (The Austrian regions Kärnten and Tirol, the French regions Franche-Comté and Rhône-Alpes, the German region Südlicher Oberrhein, the Italian regions Genoa and Lombardia as well as the Swiss region Nord-Vaudois. With the exception of Lichtenstein and Slovenia, all Alpine Space countries are represented in the project: In the framework of the Regional Studies (WP5) every PP indicated one to three Test Ares within its Region (see Map 1). The TAs are defined as functional areas on Level of NUTS 3 Regions or district-areas or regional administrations such as the “pays” in France. To draw a picture of the situation of public transport, the TAs a regional centre was attributed, which can be located inside or outside of the TA. The implementation of Pilot activities will be carried out in these TAs on a local or regional level. The following text passages give a short overview of the ACCESS Regions and TAs (see also Table 1, page 9).
Map 1: Overview on ACCESS Regions with TAs
Source: Bundesland Tirol represented by the Office of Regional Government of Tyrol, Department Spatial Planning and Statistics
Region Tirol (Austria)
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The Bundesland Tirol is represented by “Amt der Tiroler Landesregierung - Abteilung Raumord- nung-Statistik“ (Innsbruck). The region appointed the District of Landeck as TA Landeck, which is located in the western part of Tirol and is composed of 30 municipalities with a total number of 44.300 inhabitants. The settlement area Landeck-Zams represents the regional centre within the TA.
Region Kärnten (Austria) The Bundesland Kärnten (Carinthia) is represented by “Amt der Kärntner Landesregierung, Abteilung Landesplanung” (Klagenfurt) and takes part with two TAs. The first TA Hermagor is placed in the south-west of the region and covers about 19.300 inhabitants in seven municipalities. The regional centre Hermagor is located inside of the TA. The TA Völkermarkt is situated in the eastern part of Kärnten and includes 13 municipalities with 43.100 inhabitants. Within the TA the City of Völkermarkt represents the regional centre.
Region Nord Vaudois (Switzerland) The Swiss Region Nord Vaudois is represented by the „Association pour le développement du Nord Vaudois" (Yverdon-les-bains). The TA Nord Vaudois includes the whole Region Nord Vaudois which contains 80 municipalities with 70.300 inhabitants. Yverdon-les-Bain is the regional centre within the TA.
Region Südlicher Oberrhein (Germany) The Region Südlicher Oberrhein is represented by the institution „Regionalverband Südlicher Oberrhein“ (Freiburg). The TA Emmendingen is placed in the middle-west of the region and is composed of 18 municipalities with a population of 117.800 inhabitants. The regional centre City of Emmendingen is located inside the TA. The TA Haslach-Hausach-Wolfach lays in the eastern part of the Region and includes ten municipalities with a total population of 37.100 inhabitants. The regional centre covers the three municipalities Haslach, Hausach and Wolfach.
Region Franche-Comté (France) The Region Franche-Comté is represented by the „Direction de l'Aménagement du territoire” (Besançon) as well as by „Syndicat mixte du Pays du Haut-Jura” (Lajoux) and „Syndicat mixte du Pays Horloger” (Morteau). The TA Horloger in the south of Franche-Comté is composed of 78 municipalities with a population of 42.600 inhabitants. The regional centre Besançon (120.000 inhabitants) is located outside the TA. The TA Haut-Jura is located in the south-east and includes 66 municipalities with together 51.700 inhabitants. St. Claude is the regional centre within the TA.
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Region Rhône-Alpes (France) Rhône-Alpes is represented by „Direction générale des services, Mission Montagne" (Charbonnières-les-Bains). It comprises an area of approximately 43.700 square kilometres with a population of about 6.005.000 inhabitants in 2.900 Municipalities. The Region did not delimitate a specific TA.
Region Liguria - Province of Genoa (Italy) The Province of Genoa is represented by „GAL Genovese” (Genoa). The TA Fontanabuona is situated in the south-east of the region and comprises 13 municipalities and 22.700 inhabitants. The second TA Trebbia is located in the north-east of the region and is built up by nine municipalities with 6.600 inhabitants. The regional centre for both TAs is the City of Genoa (about 600.000 inhabitants), which is located outside of the TAs.
Region Lombardia (Italy) The Region Lombardia is represented by „Regione Lombardia, D.G. Industria, PMI e Cooperazione” (Milano). The Region identified three TAs. The TA Valli del Luinese is placed in the north-west of the region and is composed of 16 municipalities with a population of 33.700 inhabitants. Varese (about 81.900 inhabitants) is the regional centre outside of the TA. The TA Valsassina is located in the north of the region and includes 28 municipalities with a total population of 32.900 inhabitants. Lecco (about 45.500 inhabitants) serves as the regional centre which is situated outside the TA. The Italian TA Alta Valtellina is located in the north-east of Lombardia. The TA comprises six municipalities with together 24.300 inhabitants. The regional centre, Sondrio (about 21.600 inhabitants), is located outside of the TA.
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Table 1: Important Parameters of the TAs
Area Inhabitants Munici- Regional Centre Inhabitants Position (in sqkm) of TA palities of TA of RC of RC Region Tirol (BLT) ¾ TA Landeck 1.595 44.300 30 Landeck 7.700 Inside TA Region Kärnten (BLC) ¾ TA Hermagor 808 19.300 7 Hermagor 7.200 Inside TA ¾ TA Völkermarkt 907 43.100 13 Völkermarkt 11.400 Inside TA Region Nord Vaudois (ADNV) ¾ TA Nord Vaudois 539 70.300 80 Yverdon-les-bains 25.000 Inside TA Region Südlicher Oberrhein (RVSO) ¾ TA Emmendingen 404 117.800 18 Emmendingen 26.500 Inside TA Haslach-Hausach- ¾ TA Haslach-Hausach-Wolfach 363 37.100 10 18.000 Inside TA Wolfach (3 centres) Region Franche-Comté (RFC) ¾ TA Horloger 760 42.600 78 Besançon 120.000 Outside TA ¾ TA Haut-Jura 962 51.700 66 St. Claude 12.300 Inside TA Region Genoa (GAL) ¾ TA Fontanabuona 220 22.800 13 Genoa 600.000 Outside TA ¾ TA Trebbia 213 6.600 9 Genoa 600.000 Outside TA Region Lombardia (RLO) ¾ TA Valli del Luinese 180 33.700 16 Varese 81.900 Outside TA ¾ TA Valsassina 369 32.900 28 Lecco 45.500 Outside TA ¾ TA Alta Valtellina 897 24.300 6 Sondrio 21.600 Outside TA
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2. Framework Conditions of SGI
2.1. Spatial Policies in Partner Countries
In the Article 158 of the Lisbon Treaty the importance of territorial cohesion with special consideration of mountain areas is underlined. On this basis the EU Commission has published in the year 2008 a green paper on territorial cohesion (COM(2008) 616). This green paper calls amongst other points for improved transport networks and a better use of ICT in peripheral regions to reduce disparities. The EU itself has no competence in spatial planning. The ministries of the Member States (MS) strive to coordinate their activities through close cooperation. The Territorial Agenda of the year 2007 forms the common guideline, which is based on a polycentric approach. The European spatial Planning Observation Network ESPON delivers the relevant monitoring of spatial development in Europe including non Member States. The Member States of the European Union are not all concerned at the same level by the planning of mountain zones. Some of them have national, regional or local committees to manage planning in mountain territories. Policy by sector allows tools to be created to encourage economic development.1 In the RIRs each ACCESS Partner presented the national situation about spatial policies. The main information is collected in the following table.
Table 2: Spatial Policies in Partner Countries Austria All levels of territorial authorities are involved in spatial policies. The federal level is responsible for planning in the public core areas. The federal provinces have vast competence in overall regional territorial planning, whereas the municipalities are responsible for local spatial planning. Switzerland The Confederation has only the responsibility for framework legislation on spatial planning. The Cantons are responsible in spatial planning. They have to make a strategic planning for their territory (Richtplan) and the appropriate legislation. The municipalities are responsible for local planning and authorisation. An inter-municipal coordination is not compulsory. Germany Legislation for spatial planning is developed and regulated by government bodies at the national and state level. Bund and Bundesländer define the framework and essential purposes for spatial planning, recorded in the Federal Spatial Planning Act and – for the State of Bade-Württemberg – in the State Planning Act. The regional planning authorities are in charge to put up regional development plans that concretise the development plan of the Federal State. The Regional Planning Authority for the Region Südlicher Oberrhein is closely linked to the municipalities, the lowest level of spatial planning.
1 www.cipra.org/en/alpmedia/news/2953/
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France A 1995 law modified by a 1999 law have set up new forms of territorial organisation called “Pays”. These new organisations may have a significant role in service development and provision as they have a larger overview of their territory and as they can initiate large projects. An important feature is the implementation of development councils which establish partnerships between different stakeholders. Members have taken an active part in the setting up of Pays and follow the implementation of local projects. Italy Territorial planning is subdivided according to the different territorial level: at the regional level, the Regional Territorial Plan is the tool used for regional planning; at the provincial level, provinces write the Provincial Coordination Plan; at the municipal level, plans dealing with a more detailed level are developed, the Municipal Urban Plans.
The guidelines of the spatial policies in every partner country are decided at Central level (NUTS1), but every Region (NUTS2) / Province (NUTS3) develops a more detailed plan, connected to a deeper overview of the territory, of the resources, of the threats and opportunities of each specific areas. At last there is the local level, municipalities (NUTS4), the lowest level of planning with specific indication about the use of land. A particular situation can be found in France, with the creation of “Pays” in 1999 and in Austria where the federal level is responsible for planning in the public core areas.
2.2. Roles and Responsibilities in the field of SGI
The EU considers SGI to be essential for social and territorial cohesion as well as for economic competitiveness. The SGI cover very different sectors of the economy including transport, postal services, ICT, healthcare, education, social services, etc2. Overview of progress in the EU debate and legislation on SGI: ¾ 10/2001: Report of the EU Commission to the Laeken European Council on Services of general interest (COM(2001)598 final) ¾ 11/2002: Report from the Commission on the state of play in the work on the guidelines for state aid and services of general economic interest (COM(2002)636 final ¾ 05/2003: Green Paper on SGI (COM(2003)270 final)13 ¾ 05/2004: White Paper on SGI (COM(2004)374 final)13 ¾ 02/2005: OPINION of the European Economic and Social Committee on the Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on the White Paper on SGI
2 Euromontana: Exchange of European experiences regarding the development of services of general interest in mountain areas
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¾ 07/2005: Community Framework for State Aid in the Form of Public Service Compensation (DGCOMP/I1/D(2005)179)13 ¾ 04/2006: Communication from the Commission – Implementing the Community Lisbon programme: Social SGI in the European Union (COM(2006)177 final).
2.2.1. Public Transport
The situation about transport is linked to a regional specific mix of different economic, environmental, social, cultural and political themes. In the RIRs each ACCESS Partner presented roles and responsibilities about public transport at national and regional level, the main information is collected in the following table.
Table 3: Roles and Responsibilities of Public Transport in Partner Counties Austria The legal regulation of public transport takes place on national level. Transport planning is a national concern for cost intensive infrastructure, while regional and local transport planning is a matter of the provinces and municipalities. Switzerland Responsibilities are shared. The Confederation (NUTS1) is responsible for long haul passenger and freight transports. Regional transports are under the responsibility of the Cantons with co-financement by the federal government. The municipalities are responsible for local transports, federal co-financement is excluded. Germany Public transport is under the control and subsidised by the state and the district administration. The districts (or associations of districts) are responsible for planning and financing Public transport, which concerns bus services and smaller railway lines. In addition two joint administrations of public transport were established for executing the task within the Region Südlicher Oberrhein. The federal state Baden-Württemberg is responsible for planning and financing regional and interregional railway services. France Competences and responsibilities are shared between the State and the other levels of local authorities. The State is in charge of railway transport and national road. Regions (NUTS2) are responsible for regional trains. Departments are in charge of roads, engineering services and school transport outside the cities. Municipalities or “agglomerations” are in charge of public transport in their area. Italy The Region (NUTS 2) is responsible for the planning and delivery of regional rail services; the Province (NUTS 3) controls the planning and delivery of extra-urban bus services; the Municipalities does the planning and provides metro and urban/suburban bus services.
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The situation of public transport policies in the partner countries is similar, in all countries the general guidelines are at national level, but the regional, provincial and municipal planning is organized by the different territorial levels. At European level the approach to accessibility in Alpine Space is mainly connected to cross the Alpine chain and not to provide services to Alpine core areas. Alps and mountain areas are considered as barriers for international traffic flows (TEN) and the problems of accessibility inside of mountain massif are of second priority. At national level the main efforts regarding public transport management and planning are concentrated in urban area, where the majority of the population lives and works. Support to public transport is given to remote alpine areas by the Alpine Convention, however the decisions are taken in Transport Ministries. In the Multiannual Work Programme (MAP) 2005-2010 of the Alpine Convention, “Mobility, accessibility, transit traffic” is one of four main issues3 and involves the following guiding principles: ¾ Encouraging the relocation of traffic from roads to railways and strengthening combined transport ¾ Adopting action programmes that influence mobility patterns aiming at separating the development of road traffic from economic growth ¾ Supporting Infrastructures and logistics concepts which are mitigating the consequences of transit traffic ¾ Developing strategies aiming at reducing the burden caused by freight and passenger traffic within the Alps ¾ Strengthening public passenger transport (link-up of tourist centres, connections within the Alps, intelligent mobility concepts, etc.) ¾ Ensuring the accessibility of goods and services (local provision) ¾ Densified settlement development and rational land use ensuring a balanced development. ¾ Implementing the true cost accounting in the field of transport In spite of a common agreement of the Alpine Space Countries the finalization of these priorities is very difficult to achieve. An effort to support an integrated approach to mountain areas is represented by the proposal of “green paper for a European Union policy for upland regions”. 4 The paper is focused on an integrated approach to plan the development of mountain massifs. Accessibility is one of the most important topics together with the necessity to support sustainable tourism.
3 Alpine Convention: www.alpconv.org 4 Own-initiative opinion of the Committee of the Region “For a Green Paper – Towards a European Union policy for upland region: A European vision for upland region”
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2.2.2. Information and Communication Technologies
Rural areas still suffer from a lack of access to Information and Communication Technologies (ICTs)5. In 2008, 41,7 % of people living in areas in the European Union with low population density had never used internet, compared with 27,4 % in heavily populated areas. These figures can be explained, notably, by the fact that between 2005 and 2007, high-speed internet equipment developed more rapidly in towns than in the countryside. In December 2007, broadband access covered only 70 % of rural areas in the Union, in urban areas the rate was 98 %. Equipping rural areas with ICT can have several advantages. For example, the development of web portals can bring a greater exposure to the region in question and therefore encourage tourism. ICT projects can also add value to local products or improve supply chains.
Table 4: Roles and Responsibilities of Information and Communication Technologies in Partner Countries Austria The federal level is responsible for legislation and regulation in the field of ICT. Infrastructures and ICT services are provided by private enterprises on the basis of a market-oriented approach. The largest company which is active all over Austria is Telekom Austria AG, of which the Austrian state is a shareholder. The Austrian Ministry of Transport, Innovation and Technology and several regional authorities (within Carinthia and Tyrol) carried out the Austrian Broadband Initiative 2005, which will be followed up by a new initiative named “Breitband Austria 2013” within the Austrian ELER-Program. Switzerland The federal level is responsible for legislation and regulation in the field of ICT. Infrastructures and ICT services are provided by private enterprises on the basis of a market-oriented approach. The largest company which is active all over Switzerland is Swisscom, of which the Swiss government is a majority-shareholder. Local telecom-providers and cable-networks also contribute to a large proportion to the provision of ICT. Germany The telecommunication sector is both public and private in Germany. The telephone and internet sectors are private entities (with the exception of T- Com), but nevertheless controlled by telecommunication laws and the federal regulatory authority of telecommunication. France ICT infrastructures were under the responsibility of the state and local authorities, which invested in the establishment of the ICT network and to avoid disparities between territories. In the last decades the state sold licences to private companies, which then were mainly getting operational in densely populated areas. The sparsely populated areas were more or less depending on the goodwill of these companies whether they wanted to provides services or not.
5 http//europa.eu
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Italy Since the early 1990s, local administrations in Italy have been involved in a broad process of reform aimed at the modernisation and enhancing the efficiency and effectiveness of ICT. The Regions and Provinces can make multi-annual development plans and agreements with the national Ministry of Communications.
2.2.3. Everyday Needs
According to the Lisbon Strategy a long-term European economic policy should be based on factors such as maintaining a high rate of economic growth, creating new jobs, stimulating structural change and contribute in establishing an information society, facilitating development and meeting the basic everyday needs of residents in all the regions of Europe. The measures should support the small and medium-sized enterprises, in the awareness that these constitute the overwhelming majority in this sector. 6 The PUSEMOR Transnational Intermediate Report7 has underlined that a low and decreasing demand is leading to the closure of shops; and a lack of medium and large-sized supermarkets for rural areas is stated. The closure of shops is often related to the retirement of the shopkeeper and the problem of finding a successor. In addition shops located in more suburban areas are partly concerned by closures because after-work shopping in the centres is favoured.
Table 5: Roles and Responsibilities of Everyday Needs in Partner Counties Austria The Austrian laws relevant for trade do not contain regulations in the interest of safeguarding the supply of goods of everyday needs. The supply aspect is only mentioned in a rather indirect way in the spatial planning laws of the Austrian provinces. In Austria, local supply with essential goods is market- oriented. The spatial planning policies of the federal provinces and municipalities have an influence on the choice of location and the size of the retail businesses. Switzerland Switzerland has no special regulations in this field. Opening times are regulated at national and cantonal level; tourism-intensive municipalities can often make exceptions. The building of commercial centres is indirectly regulated by environmental and spatial planning legislation. Germany The distribution of necessary everyday goods and services is maintained by the private retail sector and operated by private shop holders. Food shops are the most commonly thought of aspect in the category of everyday needs. They are privately owned entities that may include small grocery stores as well as bakeries, butcher shops, and other speciality stores.
6 www. europarl.europa.eu; Opinion of the Committee on Regional Development for the Committee on Transport and Tourism on new prospects and new challenges for sustainable European tourism
7 http://www.sab.ch/PUSEMOR.283.0.html
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France Groceries are mainly privately-held. In rural areas there are initiatives to widen their services; they become “multi-services points” which gather bank, postal services, internet access for example. Italy The 1998 reform has gradually introduced greater liberalisation, so that municipalities today are in the position to plan, set guidelines for authorisation and decide opening times. The regions have further overarching powers, while the Provinces control the planning of commercial districts. The law requires cooperation among these various local authorities.
For peripheral areas a good accessibility to road and railway networks is essential to make those places attractive for inhabitants, guests and the economic actors. Elderly people and young people are the two groups that are most hampered by a lack of accessibility. Old people living in the Municipalities where they have always lived, must deal more and more with difficulties regarding SGI provision; while there is a risk that some of the young people will leave these areas in order to benefit of a greater quantity of services and job-opportunities in urban areas.
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3. Transnational Comparison of ACCESS Regions and TAs
3.1. Geographical Situation
3.1.1. Topographical Features
The TAs extend from very high mountain areas (e.g. TA Valtellina reaches 3.851 m.a.s.l) to lowland and valleys (e.g. TA Emmendingen part of the Rhine-Valley). The surface is mostly covered by forests and agriculture surfaces. Furthermore many TAs include rivers and lakes in lower altitudinal parts.
Size of the TAs The TAs vary extremely regarding their size (see Figure 3). The largest TA is by far Landeck with 1.595 square kilometres. The smallest TA is Valli Luinese with about 200 square kilometres.
Figure 3: Size of the TAs
Size of Test Areas
(AT/BLT) TA Land eck 1.595 (FR/RFC) TA Haut-Jura 962 (AT/BLC) TA Völkermarkt 907 (IT/RLO) TA Alta Valtellina 897 (AT/BLC) TA Hermagor 808 (FR/RFC) TA Horloger 760 Average of the Test Areas 632 (CH/ADNV) TA Nord Vaudois 539 (DE/RVSO) TA Emmendingen 404 (IT/RLO) TA Valsassina 369 (DE/RVSO) TA Haslach-Hausach-Wolfach 363 (IT/GAL) TA Fontanabuona 220 (IT/GAL) TA Trebbia 213 (IT/RLO) TA Valli del Luinese 180
0 250 500 750 1.000 1.250 1.500 1.750
in square kilometre
This diversity is mainly due to national particularities (administrational organisation). That’s why some TAs represent whole regional districts (e.g. TA Nord Vaudois, TA Horloger) with about 80 municipalities (see Table 4) Other TAs, which are also functional areas in view of SGI, have only few municipalities like TA Alta Valtellina, TA Hermagor or TA Trebbia. The average TA incorporates about 30 municipalities.
Transnational Intermediate Report page -17- ACCESS
Figure 4: Number of Municipalities in the TAs
Number of Municipalities
(CH/ADNV) TA Nord Vaudois 80 (FR/RFC) TA Horloger 78 (FR/RFC) TA Haut-Jura 66 (AT/BLT) TA Land eck 30 Average of the Test Areas 29 (IT/RLO) TA Valsassina 28 (DE/RVSO) TA Emmendingen 18 (IT/RLO) TA Valli del Luinese 16 (IT/GAL) TA Fontanabuona 13 (AT/BLC) TA Völkermarkt 13 (DE/RVSO) TA Haslach-Hausach-Wolfach 10 (IT/GAL) TA Trebb ia 9 (AT/BLC) TA Hermagor 7 (IT/RLO) TA Alta Valtellina 6
0 102030405060708090100
3.1.2. Settlement Pattern
The topography within the TAs is a challenge for the spatial and economical development and influences heavily the provision of SGI. Particularly the mountain areas feature basic limitations for settlement constructions. Hence, the valleys and low altitude areas are the main prospering locations among the TAs. Almost all Regional Centres of the involved TAs are situated in the valleys.
Role of the Major Settlement All TAs are represented by one Regional Centre with the only exception of TA Haslach-Hausach- Wolfach whose centre functions are divided by three middle order centres (Haslach, Hausach and Wolfach). Seven Regional Centres are located within the respective TAs (TA Landeck: Landeck-Zams, TA Hermagor: Hermagor, TA Nord Vaudois: Yverdon-les-Bains, TA Emmendingen: Emmendingen, TA Haslach-Hausach-Wolfach: centres of Haslach, Hausach, Wolfach, TA Haut Jura: St. Claude) whereas the remaining centres are situated outside the TAs (TA Horloger: Besançon, TA Fontanabuona: Genoa, TA Trebbia: Genoa. TA Valli del Luinese: Varese, TA Valsassina: Lecco, TA Alta Valtellina: Sondrio) The Regional Centres cover diverse functions: public administrations, public services, medical, social and educational institutes as well as accessibility to public transport organizations. These centres have very different assets. Regarding the public transport the range of functionality goes from Genoa with an airport to Völkermarkt without even a train station.
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Population and Territorial Division Most of the TAs have 20.000 to 45.000 inhabitants. An exceptional large TA is the TA Emmendingen with about 120.000 inhabitants. In contrast to this the TA Trebbia has only 6.600 residents (see Figure 5). The location of the Regional Centres is decisive for the amount of population within the TAs. With the exception of the TA Hermagor, the TAs with exterior centres are located far below the average of resident population.
Figure 5: Amount of Resident Population
Amount of resident Population
(DE/RVSO; in 2007) TA Emmendingen 117.825 (CH/ADNV; in 2007) TA Nord Vaudois 70.281 (FR/RFC; in 2006) TA Haut-Jura 51.734 (AT/BLT; in 2008) TA Landeck 44.256 (AT/BLC; in 2008) TA Völkermarkt 43.056 (FR/RFC; in 2006) TA Horloger 42.556 Average of the Test Areas 42.032 (DE/RVSO; in 2007) TA Haslach-Hausach- … 37.135 (IT/RLO; in 2007) TA Valli del Luinese 33.734 (IT/RLO; in 2007) TA Valsassina 32.870 (IT/RLO; in 2007) TA Alta Valtellina 24.296 (IT/GAL; in 2008) TA Fontanabuona 22.764 (AT/BLC; in 2008) TA Hermagor 19.294 (IT/GAL; in 2008) TA Trebbia 6.618
0 25.000 50.000 75.000 100.000 125.000 Number of Inhabitants
An important fact for the transnational comparison is the territorial division of the involved countries. The size of municipalities in the Tyrolean TA Landeck is scattered from about five hundred to several thousand inhabitants. An outstanding position has the Regional Centre City of Landeck with about 7.700 inhabitants. In contrast to this, the municipalities in the Carinthia TAs have more than one thousand or several thousand inhabitants. The Regional Centre City of Hermagor counts approximately 7.200 inhabitants and the City of Völkermarkt approximately 11.400 inhabitants. The majority of Swiss municipalities in TA Nord Vaudois have less than one thousand inhabitants. Only seven of the 80 municipalities count more than one thousand inhabitants. The Regional Centre of this TA (Yverdon-les-Bains) is by far the biggest community with about 25.000 inhabitants. The German TA Emmendingen is characterised by comparatively big municipalities. Six of the 18 municipalities have more than nine thousand inhabitants. The biggest one is the Regional Centre City of Emmendingen with about 26.500 inhabitants. Emmendingen with 117.800 inhabitants is
Transnational Intermediate Report page -19- ACCESS
by far the biggest TA by population and has a particular settlement structure. The communal structure of the other German TA Haslach-Hausach-Wolfach is regarding the community size comparable with the structure of Carinthia municipalities. However this TA is marked by a division of the functionality in the tripartite Regional Centres whereof each has about 6.000 inhabitants. The French TAs of Region Franche-Comté contains a high number of municipalities. In TA Horloger, about three quarter of the 78 communities have less than 500 inhabitants. The Regional Centre Besançon (approx. 118.000 inhabitants) is located outside of the TA. Inside of the spacious TA, the three most populated municipalities feature a population of 4.000 up to 6.300 residents. TA Haut-Jura is similarly structured; at least nine of 66 municipalities have more than one thousand inhabitants (Regional Centre St. Claude approx. 12.300). The two TAs in Region Genoa are characterised by a small size and a close functional and spatial relation to the Regional Centre Genoa (approx.611.000 inhabitants). The TA Fontanabuona involves municipalities with a size that ranges from about 250 to 5.400 inhabitants, but with a high rate of municipalities in the category of 2.500 inhabitants. The nearby TA Trebbia, the smallest TA, includes nine municipalities, whereof the most have only a few hundred inhabitants. The territorial division in this area differs considerably to the densely populated outskirts of Genoa. The TAs of Region Lombardia have between 24.000 inhabitants (TA Alta Valtellina) and 33.000 inhabitants (TA Valsassina and TA Valli del Luinese). All three TAs have exterior Regional Centres. TA Valsassina includes 28 municipalities with a resident population of several hundred up to several thousand inhabitants. The 16 municipalities of TA Valli del Luinese have also a heterogeneous size of population. The biggest municipality Luino (14.200 inhabitants) holds the function of a regional centre. The TA Alta Valtellina covers a large area (900 sqkm) but includes only six municipalities. In comparison to the other Italian TAs they have a high number of inhabitants (2.700 to 5.700).
Local Settlement Concentration Ratio The rentability of SGI depends on the number of people using those services. About 1.000 inhabitants are needed to economically sustain a small grocery whereas 500 are needed for a bus stop. Therefore, the settlement concentration ratio is an important indicator. It shows the ratio of the resident population living in compact settlements larger than 500 respectively 1000 inhabitants divided by the most actual resident population. The TAs differ considerably from each other regarding their settlement concentration (settlement concentration ratio 500 as well as ratio 1000). Quite noticeable are the three Austrian TAs (TA), which are characterized by the smallest settlement concentration. The remaining TAs are quite in the same category with Emmendingen on top (about 90 % of residents live in settlements larger than 500 inhabitants). (see Figure 6 and Figure 7)
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Figure 6: Local Settlement Concentration Ratio 500
Settlement Concentration Ratio 500
(DE/RVSO; in 2007) TA Emmendingen 90 (IT/RLO; in 2001) TA Valsassina 79 (FR/RFC; in 2006) TA Haut-Jura 79 (IT/RLO; in 2001) TA Valli del Luinese 77 (FR/RFC; in 2006) TA Horloger 76 (IT/RLO; in 2001) TA Alta Valtellina 70 (DE/RVSO; in 2007) TA Haslach-Hausach- … 70 Average of the Test Areas 66 (CH/ADNV; year n/a) TA Nord Vaudois 62 (AT/BLT; in 2007) TA Landeck 56 (AT/BLC; in 2008) TA Hermagor 36 (AT/BLC; in 2008) TA Völkermarkt 31 (IT/GAL) TA Fontanabuona n/a (IT/GAL) TA Trebb ia n/a
0 102030405060708090100 in Percent of Population
Figure 7: Local Settlement Concentration Ratio 1.000
Settlement Concentration Ratio 1000
(DE/RVSO; in 2007) TA Emmendingen 84 (IT/RLO; in 2001) TA Valsassina 74 (IT/RLO; in 2001) TA Valli del Luinese 70 (DE/RVSO; in 2007) TA Haslach-Hausach- … 69 (FR/RFC; in 2006) TA Haut-Jura 65 (IT/RLO; in 2001) TA Alta Valtellina 64 (FR/RFC; in 2006) TA Horloger 63 (CH/ADNV; year n/a) TA Nord Vaudois 61 Average of the Test Areas 57 (AT/BLT; in 2007) TA Landeck 34 (AT/BLC/; in 2008) TA Völkermarkt 23 (AT/BLC; in 2008) TA Hermagor 16 (IT/GAL) TA Fontanabuona n/a (IT/GAL) TA Trebb ia n/a
0 102030405060708090100 in Percent of Population
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3.2. Demographic Development
3.2.1. Population Development
An important factor for the provision of SGI in future is the population development within an area. The indicator Population Development defines the annual average of the relative change in resident population for a time period of 10 up to 20 years. The majority of the TAs depict a positive population development in the past whereas three TAs experienced a negative trend. Most noticeable is the German TA Emmendingen with an annual increase of 1,04 % (period 1987 to 2007), which is mainly due to its central geographical location: a part of this TA is settled in the prospering Rhine Valley. Also the Swiss TA Nord Vaudois grew considerably in the period from 1997 to 2007 by 0,97 %. The Regional Centre of this TA, Yverdon-les-Bains, where about one third of the population lives, has a lower annual population growth of 0,85 % (see Figure 8). Both Carinthia TAs are marked through a negative development; the TA Völkermarkt lost each year -0,05 % of inhabitants and the TA Hermagor -0,28 % (period 1991 to 2008). It is disconcerting that in TA Hermagor all municipalities register a decreasing number of residents. The highest decrease has to be noted in the small and sparsely populated Italian TA Trebbia with an annual population decrease of -3,00 %.
Figure 8: Population Development (mean annual increase / decrease)
Population Development
(DE/RVSO; 1987 to 2007) TA Emmendingen 1,04 (CH/ADNV; 1997 to 2007) TA Nord Vaudois 0,97 (IT/RLO; 1997 to 2007) TA Valsassina 0,69 (FR/RFC; 1999 to 2006) TA Horloger 0,63 (IT/GAL; period n/a) TA Fontanabuona 0,43 (IT/RLO; 1997 to 2007) TA Alta Valtellina 0,39 (IT/RLO; 1997 to 2007) TA Valli del Luinese 0,36 (DE/RVSO;1987to2007) TA Haslach-Hausach-Wolfach 0,35 (AT/BLT; 1995 to 2008) TA Landeck 0,25 (FR/RFC; 1999 to 2006) TA Haut-Jura 0,22 Average of the Test Areas 0,15 (AT/BLC; 1991 to 2008) TA Völkermarkt -0,05 (AT/BLC; 1991 to 2008) TA Hermagor -0,28 (IT/GAL; period n/a) TA Trebbia -3,00
-3,5 -3,0 -2,5 -2,0 -1,5 -1,0 -0,5 0,0 0,5 1,0 1,5 2,0 Annual average in Percent
Transnational Intermediate Report page -22- ACCESS
In two cases, the TAs denote a higher population growth than the Region. The population development in TA Horloger with + 0,63 % per year was considerably higher than the value of Region Franche-Comté with 0,37 %. The growth of TA Emmendingen was also higher than the one in Region Südlicher Oberrhein. With the exception of TA Emmendingen and TA Hermagor, all other TAs include municipalities with a positive development and municipalities with a decrease in population. In the municipalities of TAs of Region Franche-Comté for example, the range of annual average reaches from about -2 % to +5 % (see Appendix II: Statistical Data on Regional and TA Level).
3.2.2. Age Structure: Old-Age and Young-Age Dependency Ratio
In addition to the population number the population structure is a significant fact for the provision of SGI. The amount of pupils as well as the needs of elderly people influences public transport services. For this reason the old-age dependency as well as the young-age dependency ratio are important indicators which depict the number of the most actual population elder than 64 years respectively the number of the most actual population younger than 15 years in each case divided by the number of persons of working age (between 15 and 64 years). Both TAs in Region Genoa have the highest ratio of old people: In TA Trebbia the proportion of elderly people and people in working age is at a value of 56. This TA has also very few young people. To get an idea of the dramatic age structure: in several municipalities the ratio of young people to old people is 1 to ten. Also the Genoa TA Fontanabuona depicts a difficult age structure (see Figure 9 and Figure 10). The lowest old-age dependency is noticed in the Austrian TA Landeck with a value of 22. Also the TA Alta Valtellina in Region Lombardia has a low ratio. Most of the TAs have a ratio between 25 and 23. Additionally to the TAs of Region Genoa, the two TAs TA Valli del Luinese and TA Valsassina of the Italian Region Lombardia show a deficit in young population. Both French TAs TA Haut-Jura and the TA Horloger show a comparatively low old-age dependency, but it must be mentioned that due to French data sampling procedures Region Franche-Comté is described by a modified indicator which takes in consideration the relation of young people under 20 years (instead of 15) and elderly people with an age older than 60 (instead of 65).8 Therefore the French dataset is not fully comparable with the other ACCESS TAs.
8 Annotation: Region Franche Comté modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years
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Figure 9: Old-age Dependency Ratio
Old-age Dependency Ratio
(AT/BLT; in 2008) TA Landeck 22 (FR/RFC; in 2006) TA Haut-Jura * 23 * (CH/ADNV; in 2007) TA Nord Vaudois 24 (FR/RFC; in 2006) TA Horloger * 24 * (IT/RLO; in 2007) TA Alta Valtellina 24 (DE/RVSO; in 2007) TA Emmendingen 27 (AT/BLC; in 2008) TA Völkermarkt 28 Average of the Test Areas 31 (IT/RLO; in 2007) TA Valsassina 32 (DE/RVSO; in 2007) TA Haslach-Hausach- … 32 (AT/BLC; in 2008) TA Hermagor 34 (IT/RLO; in 2007) TA Valli del Luinese 34 (IT/GAL; in 2008) TA Fontanabuona 43 (IT/GAL; in 2008) TA Trebbia 56
0 102030405060 * Region France -Comte modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years
Figure 10: Young-age Dependency Ratio
Young-age Dependency Ratio
(FR/RFC; in 2006) TA Haut-Jura * 31 * (FR/RFC; in 2006) TA Horloger * 30 * (CH/ADNV; in 2007) TA Nord Vaudois 26 (IT/RLO; in 2007) TA Alta Valtellina 25 (DE/RVSO; 2007) TA Haslach-Hausach-Wolfach 25 (AT/BLT; in 2008) TA Landeck 25 Average of the Test Areas 24 (DE/RVSO; in 2007) TA Emmendingen 23 (AT/BLC; in 2008) TA Völkermarkt 23 (AT/BLC; in 2008) TA Hermagor 23 (IT/GAL; in 2008) TA Fontanabuona 22 (IT/RLO; in 2007) TA Valsassina 21 (IT/RLO; in 2007) TA Valli del Luinese 19 (IT/GAL; in 2008) TA Trebbia 19
0 5 10 15 20 25 30 35 * Region France Comte modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years
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3.3. Socio-Economic Situation
3.3.1. Economic Development: Enterprises
Furthermore the economic situation affects the provision and needs of SGI (e.g. commuters coming in and going out for work, number of enterprises etc.). The indicator Development of Enterprises depicts the annual change in the number of enterprises (without farms) for a time period of 10 up to 20 years. The TAs show a various development of enterprises during the last 10 to 20 years. The Lombardia TAs TA Valli del Luinese, TA Valsassina and TA Alta Valtellina as well as the Tyrol TA Landeck show a positive development of enterprises from 1991 to 2001, but much less than the development on the regional level. (see Figure 11) The Carinthia TA Völkermarkt had a lower positive development than the Region Kärnten, (1,84 % in the years of 1991 to 2001) however TA Völkermarkt has one of the highest increase of all ACCESS TAs. Contrary to this TA Hermagor shows a negative development of enterprises with a deficit of -0,12 %. The French TAs TA Horloger and TA Haut-Jura are in the same league as the Region Franche- Comté with about 0,01 % respectively 0,02 % in the year 2000 to 2007. The neighbouring Swiss TA Nord Vaudois, which is identical with the Region Nord Vaudois, shows also a negative economical development between 1995 and 2005. The TAs of Region Genoa, TA Fontanabuona and TA Trebbia, had a negative development of the number of enterprises in the last ten years (1998 to 2001). The TA Trebbia with the weakest value of all ACCESS TAs (-2,11 %) is subject to a very critical fluctuation because of the low absolute value of only 450 enterprises. For the German TAs no statistical data are available.
Transnational Intermediate Report page -25- ACCESS
Figure 11: Development of Enterprises
Development of Enterprises
(AT/BLT; 1991 to 2001) TA Landeck 1,69 (AT/BLC; 1991 to 2001) TA Völkermarkt 1,28 (IT/RLO; 1991 to 2001) TA Valli del Luinese 1,07 (IT/RLO; 1991 to 2001) TA Alta Valtellina 0,89 Average of the Test Areas 0,16 (IT/RLO; 1991 to 2001) TA Valsassina 0,07 (FR/RFC; 2000 to 2007) TA Horloger 0,02 (FR/RFC; 2000 to 2007) TA Haut-Jura 0,01 (AT/BLC; 1991 to 2001) TA Hermagor -0,12 (IT/GAL; 1998 to 2007) TA Trebbia -0,33 (CH/ADNV; 1995-2005) TA Nord Vaudois -0,73 (IT/GAL; 1998 to 2007) TA Fontanabuona -2,11 (DE/RVSO) TA Haslach-Hausach-Wolfach n/a (DE/RVSO) TA Emmendingen n/a
-3 -2,5 -2 -1,5 -1 -0,5 0 0,5 1 1,5 2 2,5 3 Annual average in Percent
3.3.2. Commuting Rate
A further important socio-economic indicator is the commuting flow which means how many commuters leaving for work to another municipality respectively coming to work from another municipality. In all TAs, with the exception of the Italian TA Alta Valtellina (Region Lombardia), the number of in-commuters is bigger than the number of out-commuters. Both TAs in Region Genoa shows a high surplus of out-commuters: In TA Fontanabuona about twice the number of people leaving for work than coming to work. In the small TA Trebbia four times more people are out-commuters than in-commuters. This is mostly due to the strong pull effect of the City of Genoa. The Austrian TA Landeck, the German TA Haslach-Hausach-Wolfach and the French TA Horloger show a relatively balanced commuting flow. In all other TAs, the proportion of out commuters in relation to in-commuters is 1.5. (see Figure 12)
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Figure 12: Commuters coming to work and leaving for work to another municipality
Commuters (per 1.000 persons of working age)
341 (AT/BLT) TA Landeck 307
(AT/BLC) TA Hermagor 293 197
(AT/BLC) TA Völkermarkt 412 250 347 (CH/ADNV) TA Nord Vaudois 248
(DE/RVSO) TA Emmendingen 419 271
(DE/RVSO) TA Haslach-Hausach-Wolfach 410 347
(FR/RFC) TA Horloger 371 334
(FR/RFC) TA Haut-Jura n/a
(IT/GAL) TA Fontanabuona 437 200
(IT/GAL) TA Trebbia 369 92 379 (IT/RLO) TA Valli del Luinese 251 322 (IT/RLO) TA Valsassina 227 211 (IT/RLO) TA Alta Valtellina 247
0 50 100 150 200 250 300 350 400 450 500
Commuters leaving for work to another municipality Commuters coming to work from another municipality
Transnational Intermediate Report page -27- ACCESS
3.3.3. Tourism: Overnight Stays
Especially in the Austrian Region Tirol tourism has a high influence on the economy. The TA Landeck notices a number of 8,6 million overnight stays per year. In relation to the resident population, this results in 171,5 overnight stays per inhabitant. (see Figure 13). The Lombardy TA Alta Valtellina is also characterised through a high number of overnight stays as well as a high value of overnight stays in relation to the resident population. A comparable high number of overnight stays with more than 1 Million reveals the TA Völkermarkt in Region Kärnten.
Figure 13: Overnight Stays in Tourism (per 1.000 inhabitants)
Overnight stays in tourism (per inhabitant)
(AT/BLT; in 2008) TA Landeck 171,5 (IT/RLO; in 2005) TA Alta Valtellina 67,1 (AT/BLC; in 2008) TA Völkermarkt 24,3 (FR/RFC; in 2007) TA Haut-Jura 12,7 (AT/BLC; in 2008) TA Hermagor 7,6 (DE/RVSO; 2006) TA Haslach-Hausach-Wolfach 7,3 (IT/RLO; in 2005) TA Valsassina 7,0 (FR/RFC; in 2007) TA Horloger 5,7 (IT/RLO; in 2005) TA Valli del Luinese 2,6 (DE/RVSO; in 2006) TA Emmendingen 2,1 (IT/GAL; in 2007) TA Trebbia 1,8 (CH/ADNV; in 2008) TA Nord Vaudois 1,7 (IT/GAL; in 2007) TA Fontanabuona 1,4
0 20 40 60 80 100 120 140 160 180 200 in Person
Although the seasonal peaks are not facilitating the provision of SGI, the maintenance and sustainability of public transport systems and supplying infrastructure depends heavily on the mobility- and consumer-buying-behaviour of persons/ commuters employed in tourism and tourists themselves.
3.3.4. Maximum Population Ratio
The maximum population ratio is an indicator for the permanence of population and is composed of the total of residents and working population as well as the number of tourists in relation to the number of resident population. As a result of the high intensity of tourism, the Tyrol TA has a very high surplus of people, with a value of 145, who sojourn in TA Landeck (employed people and tourists). (see Figure 14)
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Also the Italian TA Alta Valtellina denotes an overflow of population which is not only based on the high number of overnight stays but also because of the positive commuting balance. The overflow supports Landeck and Alta Valtellina as well as the TA Hermagor and TA Haut-Jura in the utilization of SGI. However, tourism does not always help to recompense the negative balance of commuters. This shows the example of TA Völkermarkt, where despite of the important tourism economy many people leave for work. TA Trebbia and TA Fontanabuona have the lowest maximum population ratio with a value under 90 %.
Figure 14: Maximum Population Ratio
Maximum Population Ratio
(AT/BLT/) TA Landeck 145 (IT/RLO) TA Alta Valtellina 121 (AT/BLC) TA Hermagor 115 (FR/RFC) TA Haut-Jura 103 Average of the Test Areas 102 (FR/RFC) TA Horloger 99 (DE/RVSO) TA Haslach-Hausach-Wolfach 98 (IT/RLO) TA Valsassina 96 (AT/BLC) TA Völkermarkt 96 (CH/ADNV) TA Nord Vaudois 94 (IT/RLO) TA Valli del Luinese 92 (DE/RVSO) TA Emmendingen 91 (IT/GAL) TA Fontanabuona 86 (IT/GAL) TA Trebb ia 85
0 20 40 60 80 100 120 140 160 in Percent
Transnational Intermediate Report page -29- ACCESS
4. Transnational Comparison of SGI
4.1. Public Transport
4.1.1. Regional Situation - Public Transport
The map below (Map 2) shows the marginalisation of Access Areas within the main transport network of the Alpine Space.
Map 2: Overview on Setting of the TAs in the Main Transport Networks in Alpine Space
Source: Region of Tyrol represented by Office of Regional Government of Tyrol, Department Spatial Planning and Statistics
At the regional level, the situation of public transport is rather good in all Partner areas, even if there are particular differences based on the geographical conformation of the territory and on the rate of growth of the regions. The provision of public transport is more expensive in the rural/mountain areas of the regions, especially in remote areas than in urban areas (refer also to chapter 4.1.2 problems to solve).
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The main reasons of these difficulties are: ¾ Low demand connected with decrease of population: a problem common to all PPs. ¾ Lack of connections between bus lines and trains: especially in the TAs of Region Genoa and Region Franche-Comté. ¾ Lack of funds to dedicate to implement public transport in remote areas, because fund amounts are directly linked with the number of potential passengers.
The general aims of regional plans for public transport are: ¾ to improve road connections and infrastructures ¾ to maintain accessibility by train and make it more attractive ¾ to support intermodal transport ¾ to search for more flexibility ¾ to improve the quality of services
Generally buses are the most popular transport means in mountain areas. Mainly in Region Nord Vaudois and also in Region Franche-Comté, the train network is quite effective, but many stations and also railway lines could be prone of closure in the next few years. Such lines are partially replaced by bus lines; in general there is a tendency to replace trains by busses. The size of the regions are very different and so also the number of providers changes, the minimum is in Region Genoa with only two companies and the maximum is in Region Lombardia with 80 providers. In some regions there are different providers for urban and rural areas. Public transport is generally used by pupils, commuters, and people without a car, elderly people and only in some cases by tourists. An insufficient offer of transport can also be hindering factor for a touristic development (TA Nord Vaudois)
Regional Reachability of the Regional Centre by Individual Traffic and by Public Transport These indicators represent the time spent in order to reach the next Regional Centre by individual motorised traffic and by public transport; the TAs differ from each other regarding above all the public transport reachability (see Figure 15). Quite noticeable are the Italian TAs (TA Alta Valtellina, TA Trebbia and TA Fontanabuona) and the TA Horloger in Region Franche-Comté, which are characterized by a very high value of public transport reachability. For the other TA there isn’t a high difference between the individual and the public transport reachability to the Regional Centre.
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Figure 15: Regional Reachability of the Regional Centre by Individual Traffic and by Public Transport
Regional Reachability of the Regional Centre by Individual Traffic and by Public Traffic in 2009
(DE/RVSO) TA Haslach-Hausach-Wolfach 13 min (Regional Centre inside of TA) 13 min (AT/BLC) TA Völkermarkt 14 min (Regional Centre inside of TA) 24 min (DE/RVSO) TA Emmendingen 15 min (Regional Centre inside of TA) 14 min (AT/BLT) TA Land eck 20 min (Regional Centre inside of TA) 28 min (AT/BLC) TA Hermag or 24 min (Regional Centre inside of TA) 37 min (FR/RFC) TA Haut-Jura 27 min (Regional Centre inside of TA) 33 min (IT/RLO) TA Valsassina 31 min (Regional Centre outside of TA) 49 min (CH/ADNV) TA Nord Vaudois 32 min (Regional Centre inside of TA) 41 min (IT/RLO) TA Valli del Luinese 39 min (Regional Centre outside of TA) 65 min (IT/GAL) TA Fontanabuona 45 min (Regional Centre outside of TA) 94 min (IT/GAL) TA Treb bia 53 min (Regional Centre outside of TA) 99 min (FR/RFC) TA Horloger 64 min (Regional Centre outside of TA) 90 min (IT/RLO) TA Alta Valtellina 74 min (Regional Centre outside of TA) 141 min
0 15 30 45 60 75 90 105 120 135 150 in minutes
Reachability by Individual Traffic Reachability by Public Traffic
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Maximum Frequency Public Traffic This indicator represents the daily departures of public transport on best served stopping points (line stops only in one direction). We could underline the very good value of the German TAs and of TA Nord Vaudois. For TA Trebbia and TA Fontanabuona this indicator is not available. (see Figure 16)
Figure 16: Maximum Frequency Public Traffic
Maximum Frequency Public Traffic in 2009
(DE/RVSO) TA Emmendingen 26 (CH/ADNV) TA Nord Vaudois 23 (IT/RLO) TA Valsassina 15 (AT/BLT) TA Land eck 14 (DE/RVSO) TA Haslach-Hausach-Wolfach 13 Average of the Test Areas 13 (IT/RLO) TA Valli del Luinese 12 (AT/BLC) TA Völkermarkt 12 (AT/BLC) TA Hermagor 10 (FR/RFC) TA Horloger 8 (IT/RLO) TA Alta Valtellina 6 (FR/RFC) TA Haut-Jura 4 (IT/GAL) TA Trebb ia n/a (IT/GAL) TA Fontanabuona n/a
0 6 12 18 24 30 in daily departures on best served stopping point
Focus on “cross border Mobility” The workshop on public transport in Milan (25th/ 26th February 2010) gave the opportunity to the PPs to discuss about a specific topic: the cross border accessibility. Cross border accessibility is a specific topic, as different public authorities and service providers with a different legal framework have to work together. One of those partners has to take the initiative. The implementation requires a clear responsibility distribution and a legal runner. Where ever feasible, the improvement of existing infrastructure should be the priority. Modern coaches and a substantial gain in time are important factors to increase the attractiveness of public transport. Timetables need to be synchronized across the border and the offer should be orientated towards connections in the next major centre. A common fares system must be introduced. For commuter-traffic, the involvement of the enterprises is a prerequisite. Legal barriers e.g. regarding safety-standards must be overcome e.g. through a cross-border agency for transport or a special legislation for cross-border areas. Information and publicity on the offers is needed to provoke a change in behaviour of the commuters.
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4.1.2. Problems to solve - Public Transport
On the base of interviews with experts and stakeholders, data collection, transnational workshops and the analysis of statistical data (for details refer to the national RIR on http://www.access-alpinespace.eu/?id=109) the problems encountered in the field of public transport can be summarised as follows (most concerned partner regions in Brackets): ¾ Low Profitability: The cost structure and the financing issues are decisive when it comes to creating the offer of public transport services in areas of low population density, with dispersed settlements and a modestly developed tourism industry. The problems are connected to less funding from the institutional bodies in rural areas, especially for new or improved public transport services, like on-demand buses or new rail connections or intermodal correspondences: Region Tirol (BLT), Region Genoa (GAL), Region Lombardia (RLO), Region Südlicher Oberrhein (RVSO) and to limited state funds to private companies: Region Kärnten (BLC), Region Tirol (BLT), Region Nord Vaudois (ADNV). ¾ Transport Chain, Modal Split: The lack of efficient coordination in the public transport schedules and the need to improve the interchange connections: park&ride, bus+bus, bus+rail is a widespread problem in all partner regions. People solve this problem by the use of private cars. That’s why individual motorised traffic is by far the predominant means of transport which has unfortunately a very high impact on air pollution and noise. In some cases there are few connections between remote areas and the main transport system of the region; in particular for trans-border commuters there are technical inadaptabilities of the rails and missing agreements between the countries (ADNV, Pays Horloger, Pays du Haut Jura). Another problem is the consistency and coherence of information about the transport chain from the beginning to the end of the journey (ADNV). The combination of individual and flexible transport solutions for the stretch close to the place of residence and the possibility to coordinate public transport services for the further stretches becomes more and more important. (BLT) ¾ Integration in other SGI: Especially for people not having access to a private car, public transport is decisive to use of other SGI e.g. food shops. ICT on the other side can help public transport to be more efficient and innovative. Public transport, ICT and mountain food shops are closely linked. ¾ Geographical Disparities: The geographical disparity between urban (lowlands) and mountain/remote (uplands) areas is a crucial problem: there are differences among countries connected with different socio-economic situations, but however, the lack of integration among lowlands and uplands is one of the most critical problems. The disparity is either political or topographic. ¾ Infrastructures: In Italy, especially for remote areas of GAL, there are some problems with infrastructures and above all with rail transport, that is quite deficient. Generally the railway network needs improvements, both from management and from infrastructural point of view. In remote area also
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quality and management of roads networks is insufficient and represent a barrier to public transport services. ¾ Management and Governance: For some partner (BLC, GAL), it’s important to study or to improve joint “regional traffic concepts” with the affected local communities, to elaborate solutions and ensure sustainable financing of the transport offers, to bring commuters back to public transport and increase the split. ¾ Users: Public transport is used above all by pupils, by elderly people, by commuters, by persons without a car and by tourists; in some remote areas public transport is increasingly concentrated on the transport of school children. Commuters often prefer individual motorised transport because it is more flexible and comfortable, even if more expensive. E.g. in the remote areas of GAL, the introduction of public transport on demand was a failure due to the fact that elderly people prefer fewer scheduled connections than to call and to reserve a dedicated service. Moreover the lack of an adequate offer in public transport leads to social inequalities, because families, older people, teenagers have often not an appropriate access to mobility services (ADNV). ¾ The Image of Public Transport: Public transport is often poorly used due to an unjustified image of slowness and filthiness (ADNV). This image contributes to a vicious circle: decreasing number of passengers- decreasing rentability- decreasing service quality - decreasing number of passengers.
4.2. Information and Communication Technologies
4.2.1. Regional Situation - Information and Communication Technologies
In remote areas the costs of infrastructure per person are higher than in urban areas. This is also true in the field of ICT. For some regions (in particular the TA Trebbia (GAL) and Region Franche-Comté) the problem of ICT equipment in peripheral territories remains. The bridging 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 can be realised. These regions are not attractive markets for operators and service providers. In Region Südlicher Oberrhein the degree of equipment with internet access is 71,3 % (2008) on the level of federal state. Particularly in rural areas still numerous “white spot” areas without broadband exist. Since broadband access is an important locational factor for companies and households, this type of SGI is critical for safeguarding jobs and making rural areas more attractive and financially viable. In other countries such as Switzerland and Austria, the accessibility to broadband connections is well developed. Swisscom has received from the Federal Communication Commission the license to provide basic services from 2008 to 2017. The core task of this licence will be the provision of broadband internet access with a transmission speed of 600/100 kbps to every household in Switzerland (100 % national coverage). In Bundesland Tirol and in Bundesland
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Kärnten 94 % respectively 98 % of the households have broadband access of at minimum 1 Mbit/s. In Region Lombardia approximately 700.000 residents, mainly in low density areas, are excluded from the offers of broadband operators. That’s why the Region intends to intensify investments and to deliver broadband to 95 % of the population. With respect to users of broad band connections, it can be said that elderly persons show a lower degree of utilisation of internet services. The degree of utilisation also depends on the level of income: households with average or higher income show a very higher degree of utilisation than households with low incomes.
4.2.2. Problems to solve - Information and Communication Technologies
The following section clusters statements made by the PPs regarding main barriers and obstacles of ICT in their TAs on the base of a qualitative analysis (particularly concerned TAs are in brackets): ¾ Digital Divide; geographical/cultural: In some regions there are large uncovered areas for mobile phone, a low development of broadband internet connection and consequently a large part of population without internet access (TAs in Region Franche-Comté and Region Genoa). The lack of technical equipment (broadband internet connection, availability of computer, etc), the lack of computer literacy and an offer which doesn’t meet the needs of the users is limiting the access to ICT (particularly true for internet in TA Landeck). The technical infrastructure supplied by the network providers to enable consumers to make use of ICT services is excellent in the central urban area and good in the rural areas. As far as the technical equipment of the users is concerned, there is still major need for improvement, with the availability of equipment depending on household income and the age of the members of a household (TA Landeck). Much more young people than elderly people have the skills required to make use of ICT services. The availability of ICT does not mean that the cultural barrier has been overcome. Many inhabitants of remote villages have still to benefit from the opportunities provided by the Web as a way to stay in touch with the outside world (e.g. by promoting handcrafted products or services for tourists) (particularly true for the Lombardia TAs). ¾ Cooperation: One of the reasons causing the digital divide is the lack of innovative services able to enhance cooperation, efficiency and services of local authorities and bodies of (Genoa TAs). ¾ Profitability: In remote areas the market dynamics have completely failed and only governmental service are still present due to the low profitability for private investments (Genoa TAs). In Carinthia the mobile internet providers take customers away from the conventional telephone networks. By losing the “cash cow” conventional networks become unprofitable, although they are considered more stable by users than private wireless networks.
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¾ Infrastructures: One of the reasons causing the digital gap is the lack of adapted infrastructures. (Genoa TAs) and the lack of technical equipment (broadband internet connection, availability of computers etc.) within private households restricts the access to ICT (TA of Landeck).
4.3. Everyday needs: Food shops
4.3.1. Regional Situations - Food shops
In Italy as in other countries the number of super- and hyper- markets is rapidly increasing on account of small shops. In 2007 small groceries and street markets covered 29,8 % of the total food market. In particular street markets are key service for elderly people living in remote villages. In Region Genoa (Regional Centre Genoa) one of the main objectives of the regional law is to foster and protect commercial services in urban, rural, mountain areas and historic towns especially. For the peri-urban areas (near the City of Genoa), the situation is better in comparison with the rural areas, where, following the depopulation, many shops have closed down, and a few of them are open during high season only. In the TA Nord Vaudois in Switzerland most of the municipalities have less than 300 inhabitants; only 10 out of 80 municipalities have 3 or more food stores. Local authorities are trying various solutions like bundling different services. In Region Tirol (Austria) there are 611 food retailers. In addition, there are 315 bakeries and 213 butcheries. Nearly half of the food retailers are medium sized supermarkets and discount retailers. 57 of the 279 Tyrolean municipalities don’t have their own grocer’s shop, most of them being very small municipalities with less than 1.000 inhabitants. In the district of Landeck, the food retailing industry is well developed in terms of territorial distribution and shop size. The situation is strongly influenced by the brisk demand in the tourism industry. Region Kärnten is affected by spatial concentration in retail. Many small independent shop- keepers have already closed down or will soon be retired. Thus, retail mostly has become a matter of a few supermarket chains. Often shops in very peripheral areas are more persistent than those in villages within the commuter distance to the cities. The trend towards bigger shopping units needing a larger catchment area is expected to continue on the account of small shops. A recent survey showed that in several villages existing food shops are threatened by closure. About a third of the interview partners estimated that, as regards the supply with food stores, there is need for action. However the two TAs are still quite well equipped with food stores, the supply is secured. In Region Franche-Comté, food and non-food items show a trend of an increasing concentration of services in medium sized villages, which already host administrative services etc. Regarding the TAs, most of the commercial offers in TA Horloger have become concentrated in supermarkets; most of small shops in small villages are closing because of the low profitability. In TA Haut Jura, some big towns and villages still have local shops.
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Concerning the German Region Südlicher Oberrhein, the number of food stores is relatively high. Typical for the rural structure of the two TAs, there are also a high number of small farmer shops, which typically offer only one kind of grocery such as honey, wine or self-distilled “schnaps”.
Density of Groceries by resident population The Indicator Density of Groceries represents the number of most actual resident population divided by the number of groceries. Figure 17 shows well the structure of the supply with daily goods whereas TA Horloger and TA Haut-Jura have the highest number of people per shop, the Italian TAs have a more scattered structure of small shops.
Figure 17: Density of Groceries by Resident Population
Density of Groceries by Resident Population
(IT/RLO) TA Alta Valtellina 122 (IT/GAL) TA Trebb ia 158 (IT/RLO) TA Valsassina 204 (IT/GAL) TA Fontanabuona 308 (IT/RLO) TA Valli del Luinese 318 (DE/RVSO) TA Haslach-Hausach-Wolfach 323 Average of the Test Areas 390 (DE/RVSO) TA Emmendingen 405 (AT/BLC) TA Hermagor 439 (AT/BLT) TA Land eck 481 (CH/ADNV) TA Nord Vaudois 509 (AT/BLC) TA Völkermarkt 545 (FR/RFC) TA Haut-Jura 609 (FR/RFC) TA Horloger 655
0 100 200 300 400 500 600 700
4.3.2. Problems to solve - Food shops
The following section clusters statements made by the PPs regarding main barriers and obstacles of food shops in their TAs on the base of a qualitative analysis (particularly concerned TAs are in brackets): ¾ Profitability: The problem of the low profitability of small shops in rural areas is a common problem among the partners; the small rural shops are strongly affected by the competition of the new shopping centres located in the outskirts of the city and, following the depopulation of peripheral areas, many shops have closed down. The commercial offer has become concentrated in supermarkets which is weakening city centre offers of traditional shops, most of small villages are closing because of the low profitability which threatens the creation and the companies’ buy-out.
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The profitability of shops calls for a rising number of consumers per shop. In regions where a population decline can be expected, this problem is more accentuated (TA Landeck). In Region Südlicher Oberrhein the situation of the access to everyday needs is generally adequate, but the risk to lose small shops that fulfil everyday needs because of the declining population is very high. For some partner the tourism is the driving force for everyday needs; in fact for Region Tirol the situation is strongly influenced by the brisk demand in the tourism industry and consequently the food retailing industry is well developed. For Region Nord Vaudois 43 out of 80 municipalities have no food stores nor a bakery or butchery on their territory. Most of these municipalities have less than 300 inhabitants. Some retailers say that below a population of 1.000 inhabitants, they could not make a living. Small- sized grocer’s shops focusing on local supply have reduced chances of economic success. Most people shop in supermarkets and discounters on their way to work or from work. Consumers have high standards in terms of product range, quality, freshness and prices. Alternative supply concepts such as internet shopping are not very popular in the sector of convenience goods (TA Tirol). ¾ Management and Governance: The commercial sector in rural areas is essentially (and almost entirely) made up of very small family- or individually-run enterprises. Such very small enterprises are hampered by the lack of knowhow and vocational training (Genoa TAs). Services are concentrated in big towns on the account of smaller towns, especially as far as social, children services and leisure equipments are concerned. In most cases the local authorities have no word to say on the maintenance of those services on their territory (Pays du Haut-Jura). With the closure of a shop a village loses also a meeting point that often played an important role in the social and community life of the municipality. Some municipalities have tried to find solutions in bundling different SGIs in one village centre with a grocery shop, the gymnastic and multi-services hall etc. (e.g. Ballaigues in Region Nord Vaudois) ¾ Reachability: The geographical location of some rural areas is a problem for a lot of partners. It’s very difficult to reach these areas by using local public transport: these areas are characterized by the phenomena of territorial marginalization, the ageing of the population and a scattered settlement pattern (Italian TAs). For consumers having a car, this phenomenon is not a real problem, but for those being too old for driving a car or not having the financial means, the situation gets more and more difficult (Region Nord Vaudois). Due to the spatial concentration of retail businesses in easily accessible favoured locations, the population has to travel long distances to buy convenience goods. The private car becomes indispensable for shopping. This is a problem for the group of “mobility losers“ (elderly people, teenagers) in rural and peripheral areas and in those settlement areas and places close to the centres where there are no groceries (TA Landeck).
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5. Conclusions and Recommendations
5.1. Synoptical Overview of ACCESS TAs
In Table 6: Qualitative Evaluation of Economic and SGI Situation in ACCESS (page 41) a synoptic picture of SGI in the field of public transport, food shops, ICT in all TAs based on qualitative data collected in the RIRs, expertise of ACCESS PPs and the statistical indicators is presented (see also Appendix II: Statistical Data on Regional and TA Level ,page 55 ff. and Table 7: Overview of Classified Indicators of the TAs (page 62)) In public transport the situation can be considered in 4 out 13 TAs as good (namely the Carinthian and the German TAs), in the others the services are sufficient (5 out of 13) or in part of the Italian and the French TAs the situation must be judged as bad (4 out of 13). In contrast to this, in Italian TAs one will find a very good situation with respect to groceries (except TA Trebbia). Most of the TAs have a sufficient provision with daily goods (7 out of 13). With respect to ICT the situation is most biased. 7 out of 13 are very good or good (mainly German, Austrian and Swiss TAs) whereas 4 out of 13 are bad to very bad (TA Trebbia, TA Fontanabuona, TA Horloger, TA Alta Valtellina). The dark blue cells in table 6 indicate in which TAs and in which field of SGI the ACCESS partnership intends to implement Pilot activities in order to improve the accessibility and to deepen the understanding of the factors of success (see also Chapter 5.3 Outlook on Pilot Activities and Map 3: Overview on planned Pilot Activities in the TAs (page 49)). The differences in the provision of SGI in the different ACCESS-Partner regions cannot be easily explained. One of the most promising indicators for doing this – the settlement concentration rate – shows no clear picture. Namely the TA Landeck, TA Hermagor und TA Völkermarkt reveal the lowest settlement concentration rate, but have a very good reachability by public transport. In contrast to this the TAs in Region Lombardia show a dense settlement pattern in combination with a low reachability. Besides the settlement concentration, the territorial structure with the localization of the regional centre in respect to its surrounding municipalities is a factor influencing the reachability. Furthermore, the frequency of transport is a strong argument for choosing (or not choosing) public transport. The bandwidth reaches from TA Alta Valtellina with a reachability of 141 minutes and only 6 connections per day to TA Emmendingen with a reachability of 14 minutes and 26 connections per day. Tourism is for sure “subsidising” public transport in TA Hermagor and TA Landeck, but seems to have only modest impact in a similar touristic region like TA Alta Valtellina. These findings combined with the analysis of the barriers and hindrances in Chapter 4 illustrates that the readiness of government to invest into SGI, the availability of cost effective solutions (organisation and technology) and the image of a particular SGI have a more important influence on the accessibility and use of SGI than settlement patterns and proximity. Therefore the ACCESS partnership is confirmed in its aim to improve the accessibility to SGI in sparsely populated mountain areas by finding new forms of organisation of SGI, using ICT and fostering demand oriented, integrated mobility systems. With regard to the problems faced, the following preliminary recommendations can be stated, the envisaged Pilot activities are in brackets (see also Map 3, page 49)
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Table 6: Qualitative Evaluation of Economic and SGI Situation in ACCESS TAs
TAs Situation
Public ICT Everyday Transport Needs
TA Völkermarkt (Kärnten) + + + o
TA Hermagor (Kärnten) + + + o
TA Landeck (Tirol) o + + +
TA Valli del Luinese (Lombardia) o + +
TA Valsassina (Lombardia) o o +
TA Alta Valtellina (Lombardia) - - + +
TA Emmendingen (Südlicher Oberrhein) + + o
TA Haslach-Hausach-Wolfach (Südlicher Oberrhein) + + o
TA Horloger (Franche-Comté) - - -
TA Haut-Jura (Franche-Comté) - o o
TA Nord Vaudois (Nord-Vaudois) o + + o
TA Fontanabuona (Genoa) o - o
TA Trebbia (Genoa) o - - -
Legend
very bad bad sufficient good very good
- - - o + + + presence of ACCESS Pilot Action
5.2. Main Cathegories of SGI Accessibility Areas in Alpine Space and Opportunities
It must be noted that not all municipalities within the ACCESS TAs show the same trend and the same pattern. The economic development and the accessibility to SGI can heavily change within a few kilometres. However in order to get a realistic picture of the accessibility in the ACCESS TAs, the different qualitative and quantitative information (described in chapter 3 and 4) has been clustered and categorised. During the elaboration of the TIR the partnership came up with the following 6 types of accessibility. In the section opportunities Good practise examples are described that would fit best in the context of the respective category (see also Appendix III: Outlook on Good Practices (page 64).
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a) Low Accessibility and Structural Problems: TA Fontanabuona and TA Trebbia Characteristics: This category is characterised by a high ratio of population older than 64 years in relation to the persons of working age and also a negative annual rate of enterprise development. The low level of the maximum population ratio indicates a low number of available jobs (population leaving the valley for work is several times higher than coming in) and modest touristic activities. TA Trebbia has the weakest population development of all TAs. The regional reachability by individual transport means (time spent to reach the next Regional Centre) is low which is coupled with sparse road infrastructures and a contoured topography. The regional reachability by public transport in these two TAs is one of the lowest of all TAs. With regard to ICT the market dynamics have completely failed and the public help becomes of primary importance. It has to be mentioned that the small size of the two TAs favour the influence of statistical outliers, which may reduce the comparability to other regions. Nevertheless both areas fight with structural problems typical for remote areas in the Western Alps. Opportunities: A good practise example in the field of ICT that could be transferable in these two TAs is the project c@amionet implemented in France. It involves a small van equipped with ten laptops for high speed internet. The power is provided by the vehicle’s battery; this van is operating in the entire region. With regard to mountain food shops, the good practice “Post-it and Livraison-les-bains” implemented in Switzerland could be transferable in the TA Trebbia. This service offers a house- to-house mail delivery and in addition to this they also offer a service for delivering daily goods. b) Low Accessibility and a positive Socioeconomic Development: TA Valli del Luinese, TA Valsassina and TA Alta Valtellina as well as TA Horloger Characteristics: TAs belonging to this category have a positive value of enterprise development; it is highest in TA Valli del Luinese, however with an increasing loss of jobs in the more remote municipalities. In contrary to TA Valli del Luinese and TA Valsassina, TA Alta Valtellina with a Maximum Population Ratio of 121 indicates also a strong touristic and economic development which attracts commuters from neighbouring regions. The TA Alta Valtellina is the only TA, which can generate a surplus of commuters. In general the healthy economic situation might explain the rather positive demographic evolution of these three TAs compared to the two TAs in Region Genoa. A strength of the Lombardia TAs is the positive population development in the last twenty years, whereas TA Valli del Luinese and TA Valsassina features a worse age structure, with a high dependency ratio of old person and a low dependency ratio of young person in relation to the number of persons in working age. TA Alta Valtellina shows in comparison to the other ACCESS TAs the worst regional reachability by public transport as well as by individual transport, mainly because of its high mountains and narrow valleys and the long distances to be covered. Also the Regional Reachability of TA Valsassina by public transport is low and the one of TA Valli del Luinese falls in the same category as TA Trebbia and TA Fontanabuona. The French TA Horloger belongs also to this class due to the fact that the population development is high, the enterprise development slightly positive and the reachability very low. The situation regarding ICT is sufficient respectively good in TA Valsassina and TA Valli del Luinese, while it is bad in TA Alta Valtellina and TA Horloger, where large areas remain
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uncovered. In the three TAs of Region Lombardia the food store situation is good, while in the French TA Horloger most of small shops in small villages are closing because of the low profitability. Opportunities: A good transferable practise example might be the project implemented in Fontanabuona - the combination of public transport and school busses. The Swiss “Public car and night-bus or night-train” is another interesting best practise. This is a flexible service offered by a private transport enterprise: the customer calls the enterprise 24 hours in advance and the enterprise plans the most effective route for the small busses. The low reachability of TA Horloger could be improved by testing the “Regiobus Pillerseetal” implemented in Tirol: A bus service, which connects all municipalities in the region. This service takes into account the particular spatial structure and the seasonal fluctuation. The service meets the needs of both, resident population and tourists. The aim was particularly to integrate small municipalities which are not located on the main transport routes into the public transport system. c) Medium Accessibility with positive Population Development and a stagnant Economy: TA Nord Vaudois and TA Haut Jura Characteristics: TA Nord Vaudois reveals the second highest population development. In comparison of all thirteen TAs and features also a good age structure of the residents. Thus, TA Nord Vaudois reveals a very high quality of residence with a medium reachability by private as well as by public transport (32 min respectively 41 min). It can be said that this region is not very touristic nor extremely industrialised (rather low Maximum Population indicator of 94, 1,7 overnight stays per inhabitant, work out surplus) but these two sectors must face some considerable problems (negative enterprise development). Many indicators of the French TA Haut Jura show a similar picture as the one in TA Nord Vaudois with the exception of a slightly positive enterprise development and a Maximum Population Ratio higher by 9 points (103). Which is mainly due to the touristic overnight stays whereas the number of commuters coming in the area and commuters leaving is almost equal. TA Haut Jura reveals a high reachability by individual as by public transport. However the frequency in public transports (daily departures of public transport on best served stopping points) is very low a factor which reduces the overall reachability. The accessibility to broadband connection for Nord Vaudois is well developed and the food store situation is sufficient. TA Haut Jura is the third economic area in the region and the unemployment rate is lower than the regional one. Regarding public transport the access to the region is a huge problem, a scheme for transport, which will aim at strengthening the existing transport system, is planned. Opportunities: TA Nord Vaudois could improve their SGI through via the “Regional delivery services by Supermarkets” that provides the possibility to purchase daily goods online and have them delivered. In the case of the TA Haut-Jura a well adapted good practise would be the “Regiobus Pillerseetal” of Tirol and a project of Fontanabuona that combines public transport and school busses.
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d) Medium Accessibility with very disperse Settlement Structure: TA Hermagor and TA Völkermarkt Characteristics: Both TAs have a similar – rather problematic demographic structure (Hermagor -0,28 and Völkermarkt -0,05). The settlement structure is in both TAs very disperse however the reachability of the Regional Centre is quite well. The enterprise development and the Maximum Population Ratio are indicators where the two TAs clearly differ. TA Völkermarkt has a high touristic activity (24,3 overnight stays per inhabitant) and also an increasing number of enterprises (second best value of all TAs), but at the same time very high commuting flows coming for work and leaving for work. In contrast, TA Hermagor reveals a modest loss of enterprises and also a low, but average touristic intensity (7,6 overnight stays per inhabitant), and a low commuter rate. This leads together to a high Maximum Population Ratio of 115 for TA Hermagor, whereas TA Völkermarkt has a value of 100. TA Völkermarkt, belongs to the economically weak regions in Austria. The economic situation in TA Hermagor is slightly better. The situation with regard to public transport is good for both TAs; the broadband access is very good and the situation of food stores is sufficient. Opportunities: The good practice example “Post-it and Livraison-les-bains” implemented in Switzerland could be appropriate in the two of the Austrian TAs. e) Good Accessibility with high Economic Development: TA Landeck Characteristics: TA Landeck with its very high Maximum Population Ratio is a typical touristic region (172 overnight stays per inhabitants) and with an increase of the number of enterprises of 1,69 % Landeck is the leader of all TAs. Tourism and enterprises attract a lot of commuters but as many people are also working out of the region. The reachability by private as well as by public transport is good. TA Landeck has a good socio-economic situation: tourism is the most important industry in the district. The offer in public transport is very well developed in the central area; the situation is a bit different in remote valleys and in areas where tourism is less developed. The ICT situation is very good with an excellent broadband access. The retail system is well developed. Opportunities: The good practise of RLO “Street market public transport service” could be implemented in order to increase the accessibility of the weekly street markets in the region. It provides an alternative to private cars and is a good service for tourists and residents. f) Excellent Accessibility with high Population Development: TA Emmendingen and TA Haslach-Hausach-Wolfach Characteristics: The TA Emmendingen has the highest increase of population (1,04 %) the highest settlement concentration rate, as well as the best reachability by individual and public transport of all TAs. These rates are due to the fact that a major part of TA Emmendingen is located in the agglomeration of the Rhine-Valley, which is attractive as a place of residence. But inside this heterogeneous TA there are also municipalities, which have a low demographic and economic development and a sparse settlement structure. Tourism is of no major importance. TA Emmendingen has a low Maximum Population Ratio, due to the high flow of commuters, working
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in the urban centres outside the TA in the boosting axis of the Rhine-Valley. The other German TA Haslach-Hausach-Wolfach has an inferior settlement population ratio of 70 % (500 inhabitants) respectively 69 % (1.000 inhabitants). With an Old-age ratio of 32 the demographic age structure is in the same league than many other TAs. TA Emmendingen, as well as TA Haslach-Hausach- Wolfach reveal a high population development in the last 20 years. The socio- economic situation of both German TAs is good, as well as the public transport situation. In some sectors the economic development is stronger than in the Region Südlicher Oberrhein. For some municipalities, the reachability of the regional centre is better by public transport than by car. The accessibility to ICT and groceries is sufficient in both areas. Opportunities: The two German TAs have a good accessibility to SGI. However the “MiniM Ladis” implemented in Tyrol represents an interesting good practise. It is a new kind of store to guarantee local food supply in small municipalities. The products offered by the miniM shops are in terms of quality and price comparable to larger supermarkets only the product range is reduced to essential, mainly regionally produced goods.
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5.3. Outlook on Pilot Activities
Public Transport Characteristic for the most Good Practice Examples in the field of public transport is the demand- oriented supply. In several countries the idea of temporary flexible systems on basis of calling by customers is widely used. A very promising approach of new forms of public transport are cooperation between public administration and transport companies on local or regional level as well as touristic companies (Public Private Partnership). However the main funding of public transport remains a fundamental task of municipalities or the regional administration. The fare of costumers cannot cover the costs. The main target groups are residents and tourists as well as pupils. The seasonal peak in the touristic demand can be partly answered by flexible transport systems. Other offers are oriented towards the needs of young people such as night-busses or night-trains or by the needs of elderly people like call-transport service to health facilities or to the street market. Another target group of a mobility project are the employees of an enterprise, which can introduce buses or a car-sharing system with guaranteed parking space. Starting from the lessons learnt and from the collected good practises, every ACCESS PP tried to understand the opportunities in developing a definite Pilot activity on the own territory. Many Pilot activities will be located in the field of public transport, above all in touristic places. In non touristic, remote areas with low reachability, residents (e.g. elderly and young people) are in the centre of interest. Some Pilot activities will be especially dedicated to commuters. The analysis of good practises in the field of public transport leads to some recommendations. The planned Pilot activities and involved PPs are listed below (more detailed information in Appendix IV: Outlook on Pilot Activities): ¾ To improve public transport it is necessary to create a well functioning link between mountain villages and urban centres, in order to achieve an integrated public transport system. It is necessary to support the creation of “regional traffic concepts” involving the affected local communities, to elaborate solutions and ensure sustainable financing of the transport offers, to bring commuters back to public transport and increase the modal split. A synchronized timetable is a necessary pre-condition to improve the user friendliness of public transports. Region Kärnten: Project Centre of Mobility for Public Transport information Region Genoa: Project Blu Card: Facilities aimed at helping the elderly use public transport in mountain areas Region Genoa: Project Discobus: Facilities aimed at helping the young use public transport in mountain areas. Not only the internal mobility in the mountain areas should be improved, but also the connections with the regional and national centres. It should be easier for the people living outside of the mountain areas to reach them by public transport, so that their attractiveness and economic development can be improved.
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¾ Intensify co-operation among regions with a view to improve connections in public transport within the Alps and beyond, and the public transport offers for tourists. Special attention has to be paid to cross border transports, especially for commuters. Region Tirol: Project Regional Bus Oberes Gericht-Terra Raetica Region Nord Vaudois: Project Car-sharing with support measures Region Lombardia: Project Mobility manager for cross-border commuters (Valli del Luinese) ¾ Support the development of sustainable tourism to strengthen local economies and to maintain the local population. Offers in tourism need to be linked to public transport offers and vice versa. Region Kärnten: Project Mobility Management in natural parks Region Tirol: Project Development Nature Park Bus Kaunergrat Region Nord Vaudois: Project Solar cells boat linking the coasts of the upper part of the lake of Neuchâtel Region Lombardia Region: Project Mobility manager for tourism sector commuters (Alta Valtellina) ¾ Support the development of local industrial and craftsmanship in the mountain areas in order to maintain a favourable economic environment capable to avoid the dislocation of production plants. Public transport and mobility management (car-pooling, company buses, time planning) can play a decisive role, firstly by offering a good and cheaper reachability of the enterprises settled in the rural and mountain areas, secondly by reducing the environmental impact of commuting Region Lombardia: Project Mobility manager for commuters SME (Valsassina) ¾ Promote demand-oriented transport models involving local stakeholders and policy makers. Create permanent connections between local planning and regional-national levels to overcome the marginality of remote areas (Governance). Provide the necessary public finances to assure a good accessibility and guarantee the attractiveness of all territories. (all ACCESS Projects)
Information and Communication Technologies Information and Communication Technologies are mainly used the good practises as a transmitter or implementation tool for SGI such as the online-ordering of groceries. Another application is the electronic card to provide tourists with a quick and easy way to book and pay online for public transport, parking and events. The analysis of good practises in the field of ICT leads to the following recommendations. The planned Pilot activities and involved PPs are listed below: ¾ To improve infrastructures by new technologies. Region Franche-Comté: Projects Setting-up video-services (Pays Horloger as well as Pays du Haut Jura)
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Region Südlicher Oberrhein: Projects Development of a local internet platform to facilitate online ordering and built-up delivery services for every day needs (Freiamt as well as Wolfach) ¾ To bridge the digital divide (geographical, cultural) through Information and Education. Region Rhône-Alpes: Project Improving accessibility to SGI with the help of ICT ¾ To integrate the use of ICT in the national/ regional and provincial spatial policies; new technology have a strong potential to improve the attractiveness of remote areas. (applies to all ACCESS projects)
Everyday Needs Based on the Examples of Good Practices, two patterns of projects for improving the situation of everyday needs can be deduced: On the one hand active citizens rebuilding a store in their municipality, because of their discontent with the lack of infrastructure. On the other hand owner- managed chain store companies with a high regional power in the food retail market developed new kinds of branch stores or services like a delivery service, additional to their regular offers. Good Practices in the field of everyday needs are mostly implemented on local level with one shop; only the delivery service of groceries can serve several municipalities. Successful suppliers in the field of everyday needs often bundle several functions like administrative services, social services (for elderly people), health care, gasoline stations, cash delivery, post services or small restaurants. With regard to the citizens’ initiatives, the investments were very often raised by the residents in form of credits, in kind contributions and voluntary work. The success and the sustainability of the projects depend heavily on the support of the residents, which also must use the shop or service to make it sustain. The running costs of these small shops can be in most cases covered by the earnings, but not the basic investments. In any case it is important to act before the supply infrastructure closes. Ideally the local authorities buy the premises, renovate it and rent it to a new shopkeeper. The analysis of good practises in the field of everyday needs leads to the following recommendations. The planned Pilot activities and involved PPs are listed below: ¾ To promote the offer of local mountain shops as an aspect of the regional tourism offer by inserting specific regulations in spatial policies, or the creation of touristic packages. Region Nord Vaudois: Project Improving public transport combined with touristic needs ¾ To make the mountain shops more attractive by supporting the shopkeeper with public funds, dedicated to improve the quality of services. Region Kärnten: Project support of retail traders, Region Tirol: Project Small Food Store Protection Region Genoa: Project Innovation related to the distribution network linked to small mountain shops
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Region Südlicher Oberrhein: Project Target group oriented marketing for local services (Freiamt as well as Wolfach) ¾ To establish local schemes mobilizes SGI operators. Region Rhône-Alpes: Project Improving ability of elected representatives and their staff to deal with SGI accessibility: database and training sessions implementation
Sustainability of Pilot activities The Pilot activities that will be implemented in the partner countries have some common points: - A high degree of innovation: eg. the combination of transport and other offers such as tourism, leisure, everyday needs. - The participatory approach: all PP will involve all relevant stakeholders in the implementation of the pilot actions namely public bodies such as provinces, municipalities and above all the local population. - The integration into the regional and national policies: in all countries the general guidelines about SGI are at national level, but the regional, provincial and municipal planning is organized by the different territorial levels; therefore it is essential for every PP to integrate these activities into the local planning agenda.
Map 3: Overview on planned Pilot Activities in the TAs
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Appendix I: Description of ACCESS Statistical Data
ACCESS Statistical Data contains data about Region and TAs. The detailed data on municipality level can consult in the RIRs of the involved ACCESS-Regions (Download: http://www.access-alpinespace.eu/index.php?id=109).
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 Population 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
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
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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
Description of 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 complex process influenced by society, economy etc. It is not always possible to capture all components of such a process. In the following 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) are presented. The information for the indicators shall be collected on the municipality level (example Tirol: Gemeinden), TA (example Tirol: Bezirk Landeck) and region (example Tirol: 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 Population younger than 15 years divided by the number of persons of working age (15 – 65 years). POP_YOUNG_RATE = POP_YOUNG / (POP_ACT – POP_OLD – POP_YOUNG) * 100 Percent 0 decimal places
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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 5 Local Settlement Concentration Ratio 500 (örtliche Siedlungskonzentration über 500 Einwohner) 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 6a Regional Reachability Individual Traffic (Regionale Erreichbarkeit im IV) Time spent in order to reach the next regional centre (appoint name in data set and if it is outside or inside of TA) by individual motorised traffic. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional centre. REACH_REG_IT Minutes 0 decimal places
Indicator 6b Regional Reachability Public Transit (Regionale Erreichbarkeit im ÖPNV) Time spent in order to reach the next regional centre (appoint name in data set and if it is outside or inside of TA) by Public Transport. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional centre. REACH_REG_PT Minutes 0 decimal places
D Special Indicators (optional) Indicator 7 Maximum Frequency Public Traffic (Maximale Bedienungsfrequenz ÖPNV) 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 centre. FREQ_PTRAF_MAX Number 0 decimal places
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Indicator 8 Density of Groceries by Resident Population (Dichte an Einzelhandels- geschäften 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
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Appendix II: Statistical Data on Regional and TA Level
A Social Data – Population Structure and Area
population resident number of area development population households in percent in unit person in number in square km Indicator 1 POP_ACT HOHO_ACT AREA_ACT
1995 to 2008 in 2008 in 2001 n/a Region Tirol 0,59 705.816 261.008 12.647,71 TA Bezirk Landeck 0,25 44.256 14.469 1.594,82 ¾ Municipalities in TA (spread) -0,73 to 2,17 146 to 2.992 55 to 923 2,90 to 193,51
1991 to 2008 in 2008 in 2001 n/a Region Kärnten 0,14 561.094 225.127 9.535,88 TA District of Hermagor -0,28 19.294 7.083 808,02 ¾ Municipalities in TA (spread) -0,79 to -0,10 1.302 to 3.510 451 to 1.364 56,48 to 190,69 TA District of Völkermarkt -0,05 43.056 16.280 907,49 ¾ Municipalities in TA (spread) -1,17 to 0,41 843 to 5.998 284 to 2.341 36,35 to 199,12
1997 to 2007 in 2007 in 2000 in 1997 Region Nord Vaudois 0,97 70.281 28.733 538,91 = TA Nord Vaudois 0,97 70.281 28.733 538,91 ¾ Municipalities in TA (spread) -2,46 to 3,65 39 to 5.532 16 to 2.108 0,84 to 39,43
1987 to 2007 in 2007 in 2006 in 2007 Region Südlicher Oberrhein 0,99 1.044.996 485.000 4.072.06 TA Emmendingen 1,04 117.825 51.554 403,76 ¾ Municipalities in TA (spread) 0,50 to 2,16 1.237 to 13.517 470 to 7.030 4,79 to 52,92 TA Haslach-Hausach-Wolfach 0,35 37.135 15.370 363,22 ¾ Municipalities in TA (spread) -0,26 to 0,69 1.686 to 4.403 515 to 1.985 18,15 to 54,45
1999 to 2006 in 2006 in 2006 n/a Region Franche-Comté 0,37 1.150.624 492.401 16.202 TA Pays Horloger 0,63 42.556 18.010 760 ¾ Municipalities in TA (spread) -1,96 to 5,54 8 to 6.293 4 to 2.979 2,2 to 14,1 TA Pays du Haut-Jura 0,22 51.734 21.937 962 ¾ Municipalities in TA (spread) -2,41 to 5,13 17 to 5.462 10 to 2.546 2,2 to 57,6
n/a in 2008 in 2001 n/a Region Genoa n/a 1.609.822 n/a 5.420 TA CM Fontanabuona 0,43 22.764 10.171 220,07 ¾ Municipalities in TA (spread) -0,87 to 1,48 257 to 5.389 116 to 2.308 7,06 to 41,28 TA CM Val Trebbia -3,00 6.618 3.685 212,54 ¾ Municipalities in TA (spread) -4,62 to 0,31 80 to 2.729 65 to 1.278 11,49 to 60,09
1997 to 2007 in 2007 in 2007 in 2007 Region Lombardia 0,78 9.642.406 4.132.818 23.862,85 TA CM Valli del Luinese 0,36 33.734 15.151 180,40 ¾ Municipalities in TA (spread) -2,43 to 2,90 185 to 14.238 99 to 6.432 2,07 to 20,95 TA CM Valsassina 0,69 32.870 14.625 368,80 ¾ Municipalities in TA (spread) -3,10 to 3,10 36 to 7.203 22 to 3.164 2,64 to 35,30 TA CM Alta Valtellina 0,39 24.296 9.379 896,72 ¾ Municipalities in TA (spread) -0,79 to 1,86 2.741 to 5.680 1.027 to 1.911 88,38 to 244, 41
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A Social Data – Age Pattern
old age young age population population dependency dependency elder younger ratio ratio 64 years 15 years in percent in percent in unit person in unit person Indicator 2a Indicator 2b POP_OLD POP_YOUN
in 2008 in 2008 in 2008 in 2008 Region Tirol 23 23 111.906 111.559 TA District Landeck 22 25 6.637 7.553 ¾ Municipalities in TA (spread) 15 to 26 21 to 34 21 to 440 25 to 534
in 2008 in 2008 in 2008 in 2008 Region Kärnten 26 14 104.116 56.322 TA District of Hermagor 34 23 4.205 2.842 ¾ Municipalities in TA (spread) 32 to 37 19 to 30 281 to 777 185 to 517 TA District of Völkermarkt 28 23 7.896 6.597 ¾ Municipalities in TA (spread) 24 to 40 19 to 25 199 to 1.025 124 to 914
in 2007 in 2007 in 2007 in 2007 Region Nord Vaudois 24 26 11.398 12.095 =TA Nord Vaudois 24 26 11.398 12.095 ¾ Municipalities in TA (spread) 3 to 45 8 to 57 1 to 1.015 6 to 974
in 2007 in 2007 in 2007 in 2007 Region Südlicher Oberrhein 28 22 193.482 155.786 TA Emmendingen 27 23 21.323 18.199 ¾ Municipalities in TA (spread) 19 to 31 20 to 29 208 to 2.558 229 to 1.976 TA Haslach-Hausach-Wolfach 32 25 7.593 5.990 ¾ Municipalities in TA (spread) 25 to 37 24 to 31 271 to 996 302 to 708
in 2006 in 2006 in 2006 in 2006 Region Franche-Comté 26* 29* 192.812* 218.830* TA Pays Horloger 24* 30* 6.591* 8.335* ¾ Municipalities in TA (spread) 4 to 57 18 to 52 1 to 1.088 2 to 1.023 TA Pays du Haut-Jura 23* 31* 7.780* 10.407* ¾ Municipalities in TA (spread) 8 to 86 8 to 57 6 to 778 4 to 1.010
in 2008 in 2008 in 2008 in 2008 Region Genoa 44 20 431.329 193.292 TA CM Fontanabuona 43 22 5.972 2.988 ¾ Municipalities in TA (spread) 38 to 60 17 to 26 69 to 1.275 30 to 736 TA CM Val Trebbia 56 19 2.133 704 ¾ Municipalities in TA (spread) 35 to 147 5 to 21 44 to 730 3 to 391
in 2007 in 2007 in 2007 in 2007 Region Lombardia 30 21 1.914.881 1.338.204 TA CM Valli del Luinese 34 19 7.438 4.193 ¾ Municipalities in TA (spread) 18 to 58 5 to 26 45 to 3.355 10 to 1.660 TA CM Valsassina 32 21 6.859 4.451 ¾ Municipalities in TA (spread) 23 to 57 7 to 29 11 to 1.336 4 to 959 TA CM Alta Valtellina 24 25 3.875 4.112 ¾ Municipalities in TA (spread) 10 to 37 20 to 33 404 to 1.036 377 to 1.307 * Region Franche-Comté: Modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years
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B Socio-Economic Data – Maximum Population Ratio (with commuters and tourists)
maximum commuters commuters overnight population coming in to leaving out stays in ratio work for work tourism in unit person in percent in unit person in unit person per day Indicator 3 WORK_IN WORK_OUT OVNSTAY_T
2001 / 2008 in 2001 in 2001 in 2008 Region Tirol 116 166.964 172.284 43.396.758 TA District Landeck 145 9.240 10.260 7.591.165 ¾ Municipalities in TA (spread) 68 to 368
in 2008 in 2001 in 2001 in 2008 Region Kärnten 104 110.292 120.710 12.930.823 TA Bezirk Hermagor 115 2.411 3.585 146.907 ¾ Municipalities in TA (spread) 75 to 144 TA Bezirk Völkermarkt 96 7.133 11.766 1.048.385 ¾ Municipalities in TA (spread) 68 to 132
2007 / 2000 / 2008 in 2000 in 2000 in 2008 Region Nord Vaudois 94 11.598 16.214 116.997 = TA Nord Vaudois 94 11.598 16.214 116.997 ¾ Municipalities in TA (spread) 58 to 145
2006 / 2007 n/a n/a in 2006 Region Südlicher Oberrhein 103 n/a n/a 8.487.203 TA Emmendingen 91 21.220 32.805 249.578 ¾ Municipalities in TA (spread) 75 to 100 TA Haslach-Hausach-Wolfach 98 8.167 9.648 270.212 ¾ Municipalities in TA (spread) 72 to 105
in 2006 in 2006 in 2006 in 2007 Region Franche-Comté 100 n/a n/a 1.948.000 TA Pays Horloger 99 9.240 10.260 241.540 ¾ Municipalities in TA (spread) n/a TA Pays du Haut-Jura 103 12.026 12.026 657.895 ¾ Municipalities in TA (spread) n/a
n/a in 2001 in 2001 in 2007 Region Genoa 98 42.359 70.734 3.308.734 TA CM Fontanabuona 86 2.762 6.028 32.221 ¾ Municipalities in TA (spread) 76 to 101 TA CM Val Trebbia 85 346 1.395 12.084 ¾ Municipalities in TA (spread) 77 to 104
2002/2007 in 2002 in 2002 in 2005 Region Lombardia n/a n/a n/a 26.529.201 TA CM Valli del Luinese 92 5.550 8.376 87.254 ¾ Municipalities in TA (spread) 74 to 104 TA CM Valsassina 96 4.903 6.943 229.041 ¾ Municipalities in TA (spread) 60 to 119 TA CM Alta Valtellina 121 4.023 3.449 1.630.130 ¾ Municipalities in TA (spread) 89 to 167
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B Socio-Economic Data – Economic Structure
development of actual number of number of enterprises enterprises enterprises (10 years) before in percent in number in number Indicator 4 ENT_ACT ENT_BACK
1991 to 2001 in 2001 in 1991 Region Tirol 2,13 39.792 32.170 TA District Landeck 1,69 2.837 2.396 ¾ Municipalities in TA (spread) -0,34 to 10,12
1991 to 2001 in 2001 in 1991 Region Kärnten 1,84 27.621 22.984 TA District of Hermagor -0,12 1.055 1.068 ¾ Municipalities in TA (spread) -1,93 to 0,12 TA District of Völkermarkt 1,28 1.959 1.724 ¾ Municipalities in TA (spread) -0,62 to 4,31
1995 to 2005 in 2005 in 1995 Region Nord Vaudois -0,73 3.048 3.279 = TA Nord Vaudois -0,73 3.048 3.279 ¾ Municipalities in TA (spread) -14,66 to 10,99
n/a n/a n/a Region Südlicher Oberrhein n/a n/a n/a TA Emmendingen n/a n/a n/a ¾ Municipalities in TA (spread) n/a TA Haslach-Hausach-Wolfach n/a n/a n/a ¾ Municipalities in TA (spread) n/a
2000 to 2007 in 2007 in 2007 Region Franche-Comté 0,02 42.597 37.170 TA Pays Horloger 0,02 1.601 1.396 ¾ Municipalities in TA (spread) -0,09 to 0,14 TA Pays du Haut-Jura 0,01 2.326 2.102 ¾ Municipalities in TA (spread) -0,17 to 0,37
1998 to 2007 in 2007 in 1998 Region Genoa n/a n/a n/a TA CM Fontanabuona -2,11 1.727 2.086 ¾ Municipalities in TA (spread) -7 to 1,22 TA CM Val Trebbia -0,33 435 452 ¾ Municipalities in TA (spread) - 8,11 to 2,00
1991 to 2001 in 2001 in 1991 Region Lombardia 2,53 858.868 666.582 TA CM Valli del Luinese 1,07 2.380 2.139 ¾ Municipalities in TA (spread) -2,32 to 4,78 TA CM Valsassina 0,07 3.045 3.024 ¾ Municipalities in TA (spread) -4,38 to 5,68 TA CM Alta Valtellina 0,89 2.441 2.234 ¾ Municipalities in TA (spread) 0,14 to 2,02
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C Spatial Data – Settlement
local local population population settlement settlement living in living in concentra- concentra- compact compact tion ratio tion ratio settlements settlements larger 500 larger 1.000 larger 500 larger 1.000 in percent in percent in unit person in unit person Indicator 5 a Indicator 5b SETT_L500 SETT_L1000
in 2007 in 2007 in 2007 in 2007 Region Tirol n/a n/a n/a n/a TA District Landeck 56 34 24.758 15.244 ¾ Municipalities in TA (spread) 0 to 93 0 to 84
in 2008 in 2008 in 2001 in 2001 Region Kärnten n/a n/a n/a n/a TA District of Hermagor 36 16 6.952 3.139 ¾ Municipalities in TA (spread) 0 to 68 0 to 46 TA District of Völkermarkt 31 23 13.384 9.944 ¾ Municipalities in TA (spread) 0 to 66 0 to 45
n/a n/a n/a n/a Region Nord Vaudois 62 61 43.236 42.521 = TA Nord Vaudois 62 61 43.236 42.521 ¾ Municipalities in TA (spread) 0 to 100 0 to 100
in 2007 in 2007 in 2007 in 2007 Region Südlicher Oberrhein 89 84 933.462 872.706 TA Emmendingen 90 84 105.729 99.278 ¾ Municipalities in TA (spread) 20 to 100 0 to 97 TA Haslach-Hausach- Wolfach 70 69 26.156 25.483 ¾ Municipalities in TA (spread) 40 to 76 0 to 76
in 2006 in 2006 in 2006 in 2006 Region Franche-Comté 77 64 881.116 739.767 TA Pays Horloger 76 63 32.247 26.740 ¾ Municipalities in TA (spread) n/a n/a TA Pays du Haut-Jura 79 65 40.840 33.525 ¾ Municipalities in TA (spread) n/a n/a
n/a n/a n/a n/a Region Genoa n/a n/a n/a n/a TA CM Fontanabuona n/a n/a n/a n/a ¾ Municipalities in TA (spread) n/a n/a n/a n/a TA CM Val Trebbia n/a n/a n/a n/a ¾ Municipalities in TA (spread) n/a n/a n/a n/a
in 2001 in 2001 in 2001 in 2001 Region Lombardia n/a n/a n/a n/a TA CM Valli del Luinese 77 70 25.933 23.645 ¾ Municipalities in TA (spread) 0 to 94 0 to 94 TA CM Valsassina 79 74 25.942 24.273 ¾ Municipalities in TA (spread) 0 to 100 0 to 100 TA CM Alta Valtellina 70 64 16.928 15.569 ¾ Municipalities in TA (spread) 54 to 97 29 to 97
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D Special Data – Individual Traffic and Public Transport
Regional regional regional maximum centre of reachability reachability frequency TA individual public transit public traffic traffic in minutes in minutes number of Indicator 6a Indicator 6b Indicator 7
in 2009 in 2009 in 2009 Region Tirol Landeck , TA District Landeck 20 28 14 Zams (inside) ¾ Municipalities in TA (spread) 5 to 46 7 to 85 0 to 31
in 2009 in 2009 in 2009 Region Kärnten Hermagor TA District of Hermagor 24 37 10 (inside) ¾ Municipalities in TA (spread) 12 to 52 17 - to 90 8 to 14 Völkermarkt, TA District of Völkermarkt 14 24 12 (inside) ¾ Municipalities in TA (spread) 9 to 23 14 to 52 7 to 23
in 2009 in 2009 in 2009 Region Nord Vaudois Yverdon-les- = TA Nord Vaudois 32 41 23 Bains (inside) ¾ Municipalities in TA (spread) 5 to 31 7 to 75 2 to 44
in 2009 in 2009 in 2009 Region Südlicher Oberrhein Emmen- TA Emmendingen dingen 15 14 26 (inside) ¾ Municipalities in TA (spread) 8 to 25 4 to 29 10 to 34 Haslach, TA Haslach-Hausach-Wolfach Hausach, 13 13 13 Wolfach (ins.) ¾ Municipalities in TA (spread) 7 to 17 8 to 18 5 to 25
in 2009 in 2009 in 2009 Region Franche-Comté Besancon TA Pays Horloger 64 90 8 (outside) ¾ Municipalities in TA (spread) 49 to 93 n/a n/a St. Claude TA Pays du Haut-Jura 27 33 4 (inside) ¾ Municipalities in TA (spread) 10 to 45 n/a n/a
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D Special Data – Individual Traffic and Public Transport (Continuation)
Regional regional regional maximum centre of reachability reachability frequency TA individual public transit public traffic traffic in minutes in minutes number of Indicator 6a Indicator 6b Indicator 7 n/a n/a n/a Region Genoa Genoa TA CM Fontanabuona 45 94 n/a (outside) ¾ Municipalities in TA (spread) 32 to 56 41 to 141 n/a Genoa TA CM Val Trebbia 53 99 n/a (outside) ¾ Municipalities in TA (spread) 29 to 65 40 to 130 n/a
in 2009 in 2009 in 2009 Region Lombardia Varese TA CM Valli del Luinese 39 65 12 (outside) ¾ Municipalities in TA (spread) 26 to 60 40 to 122 1 to 17 Lecco TA CM Valsassina 31 49 15 (outside) ¾ Municipalities in TA (spread) 23 to 45 22 to 116 1 to 25 Sondrio TA CM Alta Valtellina 74 141 6 (outside) ¾ Municipalities in TA (spread) 59 to 84 97 to 217 3 to 10
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D Special Data – Everyday Needs and Information and Communication Technologies
Density of food shops private private Groceries by broadband internet Resident access usage Population number of number of in percent in percent Indicator 8 FOOD_SHO Indicator 9a Indicator 9b
in 2008 in 2008 in 2009 in 2009 Region Tirol 620 1.139 94 75 TA District Landeck 481 92 97 n/a ¾ Municipalities in TA (spread) 0 to 2.992 0 to 7 73 to 100 n/a
in 2002 in 2002 n/a n/a Region Kärnten n/a n/a n/a n/a TA District of Hermagor 439 44 n/a n/a ¾ Municipalities in TA (spread) 214 to 683 2 to 7 n/ a n/a TA District of Völkermarkt 545 79 n/a n/a ¾ Municipalities in TA (spread) 367 to 1.555 13 to 1 n/a n/a
in 2009 in 2009 n/a n/a Region Nord Vaudois 509 138 n/a n/a = TA Nord Vaudois 509 138 n/a n/a ¾ Municipalities in TA (spread) 95 to 720 0 to 142 n/a n/a
2007 / 2008 in 2008 n/a n/a Region Südlicher Oberrhein n/a n/a n/a n/a TA Emmendingen 405 291 n/a n/a ¾ Municipalities in TA (spread) 154 to 619 3 to 32 n/a n/a TA Haslach-Hausach-Wolfach 323 115 n/a n/a ¾ Municipalities in TA (spread) 222 to 422 4 to 13 n/a n/a
in 2008 in 2008 in 2007 n/a Region Franche-Comté n/a n/a 47 n/a TA Pays Horloger 655 65 n/a n/a ¾ Municipalities in TA (spread) n/a n/a n/a n/a TA Pays du Haut-Jura 609 85 n/a n/a ¾ Municipalities in TA (spread) 0 to 931 0 to 14 n/a n/a
n/a in 2008 n/a n/a Region Genoa n/a n/a n/a n/a TA CM Fontanabuona 308 74 n/a n/a ¾ Municipalities in TA (spread) 0 to 582 0 to 17 n/a n/a TA CM Val Trebbia 158 42 n/a n/a ¾ Municipalities in TA (spread) 0 to 273 0 to 14 n/a n/a
n/a in 2008 in 2009 in 2009 Region Lombardia 316 30.496 n/a n/a TA CM Valli del Luinese 318 106 100 n/a ¾ Municipalities in TA (spread) 0 to 1.265 0 to 60 n/a n/a TA CM Valsassina 204 161 87 6 ¾ Municipalities in TA (spread) 0 to 379 0 to 19 n/a n/a TA CM Alta Valtellina 122 199 n/a n/a ¾ Municipalities in TA (spread) 51 to 568 6 to 111 n/a n/a
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Table 7: Overview of Classified Indicators of the TAs
Region Region Region Region Region Region Region Genoa Lombardia Nord Tirol Franche-Comté Südlicher Kärnten Vaudois Oberrhein
TA TA Val TA Valli TA TA Alta TA Nord TA TA Pays TA Pays TA TA TA TA INDICATORS Fontana- Trebbia del Valsassina Valtellina Vaudois Landeck Horloger Haut-Jura Emmen- Haslach- Hermagor Völker- buona Luinese dingen Hausach- markt Wolfach POP_DEV 0,43 -3,00 0,36 0,69 0,39 0,97 0,25 0,63 0,22 1,04 0,35 -0,28 -0,05 POP_OLD_RATE 43 56 34 32 24 24 22 24 * 23 * 27 32 34 28 POP_YOUNG_RATE 22 19 19 21 25 26 25 30 * 31 * 23 25 23 23 POP_MAX_RATE 86 85 92 96 121 94 145 99 103 91 98 115 96 ENT_DEV -2,11 -0,33 1,07 0,07 0,89 -0,73 1,69 0,02 0,01 x x -0,12 1,28 SETT_CONC_RATE 500 x x 77 79 70 62 56 76 79 90 70 36 31 SETT_CONC_RATE 1000 x x 70 74 64 61 34 63 65 84 69 16 23 REACH_REG_IT 45 53 39 31 74 32 20 64 27 15 13 24 14 REACH_REG_PT 94 99 65 49 141 41 28 90 33 14 13 37 24 FREQ_PTRAF_MAX x x 12 15 6 23 14 8 4 26 13 10 12 DENS_GROC_POP 308 158 318 204 122 509 481 655 609 405 323 439 545 BBAND_PRVACC_RATE x x 100 87 x x 97 x x X x x x INTERNET_PRVUSE_RATE x x x 6 x x x x x x x x x
* Region Franche-Comté: Modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years
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Legend
Indicator Very low low medium high very high
Color dark blue blue yellow pink red 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_RATE > 35 31 - 35 26 -30 21 - 25 < 21 2b POP_YOUNG_RATE < 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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Appendix III: Outlook on Good Practices
Overview on Good Practices The following table shows the projects of good practices collected in the RIRs. Regarding the domains of SGI it is quite noticeable that the majority of projects concerns public transport. Several projects are dealing with everyday needs and only a few projects affect Information and Communication Technologies issues.
Table 8: Overview on Good Practices
Projects of Good Practices SGI Themes
Public ICT Everyday others Transport Needs
MiniM Ladis, Austria X
Regiobus Pillerseetal, Austria X
Oberdrauburg- Aging with perspectives, Austria X
Farmer’s store of St. Daniel, Austria X
PubliCar and night-bus or night- train, Switzerland X
Post-it and Livraison-les-Bains, Switzerland X X
Mobility planning for enterprises, Switzerland X X
DORV-Zentrum Jülich-Barmen, Germany X
Regional delivery services of Supermarket, Germany X X
TADOU, France X
Health network, France X X
C@mionet, France X X
Last local shop keeping in rural areas, France X
Setting up SGI local schemes, France X X
Fontanabuona, Italy X
Val Trebbia, Italy X
On-Call Public Transport Service, Italy X
On-Call Public Transport Service of Health District, Italy X X
Street Market Public Transport Service, Italy X
Time Scheduling and Planning Study, Italy X X
Alta Rezia Mobility, Italy X X
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The following profiles will provide a short overview about good practice examples. The descriptions are summarised extractions of the RIRs of the ACCESS PPs (Download: http://www.access-alpinespace.eu/index.php?id=109).
Examples of Good Practices regarding Public Transport The project “Regiobus Pillerseetal” (Austria) includes a public transport system (based on bus services) which connects all municipalities in the region. The local authorities and the tourism industry cooperate to create demand-oriented supply of public transport services which takes into account the special spatial structure, seasonal fluctuation and also the peripheral villages. (see RIR Tirol, page 24) The project “Public Car and night-bus or night-train” (Switzerland) is a flexible service of public transport. It is offered by a private transport enterprise and is financed by the regional canton, the local communities and the customers. The customer calls the enterprise 24 hours in advance and the enterprise fixes the most effective route for the small busses. In addition there is also a night-bus and a night-train with fixed departures. (see RIR Nord Vaudois, page 44) The project “Mobility planning for enterprises” (Switzerland) is cooperation between four enterprises. They finance three busses for the daily common transport of their employees. Further, for those who practice daily car-sharing, a free sheltered place of park is guaranteed. (see RIR Nord Vaudois, page 49) The project “TADOU” (France) is a demand-orientated service within the region. It is based on a public private partnership between elected representatives, taxi enterprises and two universities. The customer calls the enterprise at least 24 hours in advance and the enterprise tries to gather several customers in one car. The costs are very low (significant financial support) and the service is limited to 20 journeys per user and month. (see RIR Franche-Comté, page 30) The project “Integrated Public Transport in Fontanabuona“ (Italy) creates a complete transport system for a region by integration of public transport and school buses. New road links are introduced between small villages and the schools as well as new services are developed. The project is based on the inhabitant’s initiative and implemented by the cooperation between the municipalities, the provincial transport agency and the local community. (see RIR Genoa, page 33) The project “Integrated Transport System in Val Trebbia” (Italy) creates a high quality service of public transport for the regional population. The aim is to provide services which meet the real needs of the population as much as possible. The several needs of the regional population are met by the integration of public transport and the school busses, an “on-call” transport service, some fast trip connections as well as services for elder peoples and minorities. (see RIR Genoa, page 35) The project “On-Call Public Transport Service in Valsassina” (Italy) provides an on-demand public transport small bus service for areas with access difficulties and low population. The customer calls the provider the day before to attend one of the two trips per day and to reach the public transport mainline. This on-call service is provided by the municipality and makes it affordable – from the financial point of view – to maintain a public transport service for the smallest and remotest settlements in the valley. (see RIR Lombardia, page 41)
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The project “On-Call Public Transport Service to Health District in Valsassina” (Italy) provides an on-call public transport service (based on bus services) to a Health District. The aim is to provide to people without a private car a transport service in case of health issues. The service runs twice a week and is based on a cooperation between several municipalities. In addition the vehicle is also used as school bus. (see RIR Lombardia, page 43) The project “Street Market Public Transport Service in Valsassina” (Italy) established public transport services to the weekly street markets in the region. The aim is to satisfy the demand for public transport to regional markets. It provides an alternative to private cars and is a good service for tourists and residents. The service is based on cooperation between the local/ regional administration and the local transport company. (see RIR Lombardia, page 45) The project “Alta Rezia Mobility in Alta Valtellina” (Italy) introduces an electronic card to provide tourists visiting the region with a quick and easy way to book and pay online for public transport, parking and events. The aim of the project was to promote sustainable mobility and cut down the use of private vehicles within the participating municipalities. A special website was created for online booking and payment of airport shuttle tickets. The project is based on cross border cooperation between Italian and Swiss municipalities and companies. (see RIR Lombardia, page 49) The project “Setting up SGI local schemes“ (France) introduces a diagnosis about the quality and quantity of SGI offers as well as about the current and future SGI demands. It highlights potential cooperation between the several SGI operators. However the diagnosis is not based on an operator’s point of view but on a strong civic participation. (see RIR Rhône-Alpes, page 12)
Examples of Good Practices regarding Everyday Needs The project “DORV-Zentrum Jülich-Barmen” (Germany) stands for services and local provision of basic needs. The residents of the municipality took it upon themselves to work with the local government and businesses to establish a location where everyday business could be done. The centre provides local shopping opportunities in order to improve the living space of residents, maintain an independent economic and cultural identity of the village, support sustainability, and to take changing demographics (an ageing population) into consideration. (see RIR Südlicher Oberrhein, page 39) The project “Farmer`s store of St. Daniel” (Kärnten) is the reconstruction of a store based on a private inhabitant’s initiative. The reconstruction was supported by the municipality and performed by local people. This private initiative created the possibility to sell local agricultural products all over the year. (see RIR Kärnten, page 35) The project “Local shop keeping in rural areas” (France) aims for preserving local shops in rural areas. Corresponding local investments (by local authorities) are based on previous studies regarding the viability conditions for local shops. These shops mostly have to fit together by several functions like grocery in combination with cash dispensers and small restaurants. (see RIR Rhône-Alpes, page 11) The project “MiniM Ladis” (Austria) presents the development of a new kind of branch store by a chain store company to guarantee local food supply in small municipalities. The products offered by the miniM shops are the same as those in the larger branch stores (supermarkets) in
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terms of quality and price, but the product range is reduced to essential goods. The focus is on the support of products of local producers. This project is administrated by an enterprise. (see RIR Tirol, page 22) The project “Regional delivery services by Supermarkets” (Germany) provides a possibility to purchase groceries online and have them delivered in the surrounding area. It is an everyday average grocery store that offers online ordering and a delivery service. The service is administrated by the chain grocery store. (see RIR Südlicher Oberrhein, page 43) The project “Post-it and Livraison-les-Bains” (Switzerland) is a private service which offers a house-to-house mail delivery. In addition they also offer a service for delivering groceries and other daily supplies for private. (see RIR Nord Vaudois, page 47) The project “Health network” (France) includes an annual book where homes within the region, which are appropriate for elder people, are registered together with their main features. The general data are accessible to a large audience and the more detailed information is only accessible by authorised persons (doctors etc.). In addition there is a database of social actors listed by their fields of work and actions.(see RIR Franche-Comté, page 31) The project “Oberdrauburg- Aging with perspectives” (Austria) develops a centre of stationary elderly-care, cared living, home-care and social residential building with close connection to the residential people in the town. The centre provides local infrastructure (medicine, food, public transport etc.) that can be reached by the elder people by foot. The area is located in the centre of the town such that the people are socially involved in the local activities. (see RIR Kärnten, page 34) The project “Time Scheduling and Planning Study in Valli del Luinese” (Italy) is a feasibility study. It aims at highlighting the shortage of public services in relation to local demand and at improving the connections – at the planning stage – between the scheduling of public transport and those of the SGIs and productive activities located in the mountain community. It is proposed as a basis for discussion of municipal and supra-municipal policy with public and private stakeholders. (see RIR Lombardia, page 47)
Examples of Good Practices regarding Information- and Communication Technologies The project “C@mionet“ (France) is small van equipped with 10 laptops for high speed internet. The power is provided by the vehicle’s battery. The van drives through the region and is mainly used for job- and economic events. There is always a person in charge of helping the customers while using C@mionet. (see RIR Franche-Comté, page 34)
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Lessons learned from Good Practices The mentioned projects of Good Practice demonstrate a wide range of successful approaches for dealing with SGI in remote areas. On the one hand these projects differ from each other in several aspects but on the other hand they have one major point in common. All projects can be considerer as innovative due to its use of innovative technologies, by creation of innovative organisation systems or by implementing innovative cooperations. In the following the common innovative factors of the Good Practice projects are outlined: Demand-orientation: Almost all projects are focused on the needs of local people. Thereby most projects do not only deal with the demands of one target group but with the demands of several groups. Target groups are residential people, tourists and pupils. The projects integrate the different needs of the groups in order to optimise the organization of their services. Participation: The demand-orientation is due to a strong participation of the customers. People get involved for the several services. Most of the projects are characterised by an “on-call- service”. This way, the customers have to inform the person in charge about their needs before they are able to use the service. A high degree of participation is given in projects where the set- up of the service is based on people’s initiatives. Cooperation: The majority of the projects are based on close cooperation between several actors. Examples for actors are municipalities, private enterprises and universities. Such cooperation has often a favourable effect for a fast implementation of projects regarding SGI. In addition a good cooperation between public and private actors often ensures low fees for the customers. Flexibility: The most projects are not featured by rigid systems. Rather the demand-orientated systems are quite flexible to adjust to changing circumstances. Beyond that the majority of projects have any kind of future plans. Some would like to extend their services whereas others would like to optimise their services. Transferability: Concerning the flexibility also a majority of the projects feature a good transferability to other regions. As a matter of course, the transferability is mostly caused by some general requirements like inhabitants goodwill or some infrastructural conditions. All in all there are good possibilities to make use of the Good Practice projects in other regions with similar requirements. The 5 principles are derived by the Good Practice projects. It might not be possible to simply copy a Good Practice project but the general know-how should be taken into account for the creation and implantation of the Pilot activities.
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Appendix IV: Outlook on Pilot Activities
Overview on Pilot Activities The following table shows the Pilot activities described in the RIRs that the PP intend implement in their TAs.
Table 9: Overview of Pilot Activities
Pilot Activities SGI Themes
Public ICT Everyday others Transport Needs
Centre of Mobility for Public Transport Information X BLC, Kärnten, Austria Mobility Management in natural parks X BLC, Kärnten, Austria Regional Transport in the Nockregion X BLC, Kärnten, Austria Regional Bus Oberes Gericht- Terra Raetica X BLT, Tirol, Austria Development Nature park Bus Kaunergrat X BLT, Tirol, Austria Solar cells boat linking the coasts of the upper part of the lake of Neuchâtel X ADNV, Nord Vaudois, Switzerland Car-sharing with support measures X ADNV, Nord Vaudois, Switzerland Improving public transport combined with touristic needs, X ADNV, Nord Vaudois, Switzerland Blu Card: Facilities aimed at helping the elderly use Public Transport in mountain areas X GAL, Genoa, Italy Discobus: Facilities aimed at helping the young use Public Transport in mountain areas X GAL, Genoa, Italy Creation of a mobility manager for a mountain area: application to the case of cross-border commuters in Valli del Luinese X RLO, Lombardia, Italy Creation of a mobility manager for a mountain area: application to the case of manufacturing commuters in Valsassina X RLO, Lombardia, Italy
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Creation of a mobility manager for a mountain area: application to the case of tourism sector commuters in Alta Valtellina X RLO, Lombardia, Italy Development of a local internet platform to facilitate online ordering and build-up delivery services for everyday needs in Freiamt (TA Emmendingen) X X RVSO, Südlicher Oberrhein, Germany Development of a local internet platform to facilitate online ordering and build-up delivery services for everyday needs in Wolfach (TA Haslach-Hasach- X X Wolfach) RVSO, Südlicher Oberrhein, Germany Improving accessibility to SGI with the help of ICT X RRA, Rhône-Alpes, France Setting-up video-services in Pays Horloger X RFC, Franche-Comté, France Setting-up video-services in Pays du Haut-Jura X RFC, Franche-Comté, France Support of retail traders X BLC, Kärnten, Austria Small Food Store Protection
BLT, Tirol, Austria Innovation related to the distribution network linked to small mountain shops X GAL, Genoa, Italy Target group oriented marketing for local services in Freiamt X RVSO, Südlicher Oberrhein, Germany Target group oriented marketing for local services in Wolfach X RVSO, Südlicher Oberrhein, Germany Improving ability of elected representatives and their staff to deal with SGI accessibility: database and training sessions implementation” X RRA, Rhône-Alpes, France
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The following short profiles will provide an overview about the Pilot activities. Pilot Activities regarding Public Transport The Pilot activity “Centre of Mobility for Public Transport information” (BLC) foresees the establishment of a decentralized mobility service office; it has become necessary due to the increasing demand for information by the resident public as well as tourists, looking for uniform information on all types of mobility. The Pilot activity “Mobility management in natural parks” (BLC) includes two areas: Weissensee and Dobratsch. In the first area the topic of the Activity is the commercial exploitation of parking space and soft mobility, using e-bike, e-car, combination of bicycle-water mobility ( innovative lake-shuttle for bikers). In the second one the topic is the improvement of shuttles and also the connection among the villages in the valley and to the natural parks offers. The Pilot activity “Regional Transport in the Nockregion” (BLC) has been decided by the 16 Municipalities which are members of the Regional Association Nockregion. The actions will regard the topic of timetable adjustments, use of synergies, adoption of alternative (demand- oriented) traffic models and eventually of a mobility centre. The Pilot activity “Solar cells boat linking the costs of the upper part of the lake of Neuchâtel“ (ADNV) foresees the deployment of solar powered boats, that will be used by tourists and by residents; the service will connect the both sides of the lake, becoming a regular line of seasonal public transport. The Pilot activity “Car-sharing with support measures“ (ADNV) aims to establish a car- sharing site, especially for commuters and enterprises. The project idea is based on the experience of Vallée de Joux (good practice). The project intends to work closely with the enterprises: this allows increasing the chances to succeed in the car-sharing because commuters are sharing the same destination. The Pilot activity “Blu Card: Facilities in public transport for elderly people” (GAL) aims to improve SGI quality, having as specific targets the elderly living in mountain areas. The action wants to establish new managerial structures that may meet the current demand and the demand of elderly living people. The Pilot activity “Discobus: Facilities in public transport for young people” (GAL) aims to improve SGI quality. The target group of this Activity are young people. The objective is 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 urban areas. The Pilot activity “Creation of a mobility manager for a mountain area: application to the case of cross-border commuters in Valli del Luinese” (RLO) aims to reduce the dependency on cars of frontalieri – the Italian cross-border commuters to Switzerland -, suggesting and promoting more environmentally friendly forms of transport, informing and motivating people to change their travelling behaviour, through the creation of a local expert on sustainable mobility strategies who will help in developing travel plans. The action will be done in cooperation with the Swiss government of the Cantone Ticino and it will benefit of a demand-oriented approach that will deal with many dispersed origins of the everyday travels done by the Italian workers. The travel plan will begin by gathering key information about frontalieri travel habits through a survey distributed. The findings of the survey will then be decisive for the choice of actions.
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The Pilot activity “Creation of a mobility manager for a mountain area: application to the case of manufacturing commuters in Valsassina” (RLO) aims to reduce the reliance on cars of manufacturing employees, suggesting and promoting smart choices about other forms of transport, informing and motivating people to change their travelling behaviour, through the creation of a local expert – based on the Mountain Community - on sustainable mobility strategies who will help developing travel plans for the SMEs located in the valley. The main innovative feature is to rely on the local institution – the Mountain Community – to allow the SMEs to benefit of an instrument – the Mobility Management – usually affordable only by the bigger companies with hundreds of workers. The company travel plans will start by gathering key information about manufacturing workers’ travel habits through a survey distributed to all manufacturing firms. The findings of the survey will inform the choice of action. The Pilot activity “Creation of a mobility manager for a mountain area: application to the case of tourism sector commuters in Alta Valtellina” (RLO) aims to reduce the reliance on cars of people working in tourism, promoting smart choices about other forms of transport, informing and motivating people to change their travelling behaviour, through the creation of a local expert – based on the Mountain Community - on sustainable mobility strategies who will help developing a travel plan for the people working in the commercial and tourist City of Bormio. Here again the local institutions – and mainly the Mountain Community – will play a key role for the developing of a more environmentally sustainable mobility by grouping dispersed travel needs to reach the optimal mass for public transport or collective use of car. The travel plan will start by gathering key information about tourism employees’ travel habits through a survey. The findings of the survey will inform the choice of action.
Pilot Activities regarding Information and Communication Technologies The 2 Pilot activities “Development of a local internet platform to facilitate online ordering and build-up delivery services for everyday needs in Freiamt (TA Emmendingen)” and Wolfach (TA Haslach-Hausach-Wolfach)” (RVSO) are demand-oriented projects that provide an option for a better provision of everyday needs. ICT will be used for providing better grocery supplies. By delivering groceries/supplies to the front door, it is getting easier for people with restricted mobility to purchase basic supplies and groceries. This not only helps people without individual transportation (i.e. without a car), but particularly women with children, teenagers, people with small incomes, elderly people or people with physical disabilities. The e-commerce is supplied by groceries, and in particular, regional products. This e-commerce will be operational in a rural area and not in a bigger city. The Pilot activity “Improving accessibility to SGI with the help of ICT” (RRA) will support a call for projects (terre à CLIC) that Rhône-Alpes region is managing, aimed at well structured territorial organization to help them using ICT in an appropriate way when developing new activities. The Pilot activities “Setting-up video-services in Pays Horloger” and “Setting-up video- services in Pays du Haut-Jura” (RFC) were defined from a committee set up in late 2008 with regional services providers in order to implement video-services in the region. The TAs will test the system before it is generalised for other territories. The use of ICT in the field of virtual
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meetings are not yet common. The technical solutions must be “open”, i.e. to allow as many services as possible to use the video-services.
Pilot Activities regarding Everyday Needs The Pilot activity “Innovation related to the distribution network linked to small mountain shops” (GAL) 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. It is necessary a characterisation of shops with potential demand and finding a new management system for shops which do not enjoy a sufficient demand. The TAs of the Pilot activity are the Fontanabuona and the Trebbia Valleys.
Combined Pilot Activities The Pilot activities “Target group oriented marketing for local services in Freiamt (TA Emmendingen)” and “Target group oriented marketing for local services in Wolfach (TA Haslach-Hausach-Wolfach)” respond to the necessity of better publication and marketing of existing local services in order to make the resident population more aware of what goods are available in their proximity and to encourage the community to support local stores. The goal of the Pilot activities is to support the local shopkeepers in running their business. The Pilot activity “Improving the ability of elected representatives and their staff to deal with SGI accessibility” (RRA) aims to dissiminate methodologies based on participatory approach, in direct association with local population, to identify their needs in SGI.
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Appendix V: Bibliography
¾ Alpine Convention ¾ Espon, Territorial dynamic in Europe ¾ Euromontana: Exchange of European experiences regarding the development of SGI in mountain areas ¾ http//europa.eu ¾ Region Franche Comte modified Indicators of old age and young age dependency: Population elder 65 years / Population younger 20 years ¾ Region of Tyrol represented by Office of Regional Government of Tyrol, Department Spatial Planning and Statistics (BLT) ¾ www.europarl.europa.eu; Opinion of the Committee on Regional Development for the Committee on Transport and Tourism on new prospects and new challenges for sustainable European tourism ¾ www.cipra.org/en/alpmedia/news/2953/
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