Lombardia Region – General Direction Industry, SMEs and Cooperation

Regional Intermediate Report Region, Franco Cocquio

Table of Contents

Table of Contents 2

Table of Figures and Maps 4

1. Introduction 5 1.1. ACCESS: Project Background 5 1.2. Workpackage 5 – Regional Studies: Goals, Objectives and Activities 6

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

3. Regional and Test Areas Profile 12 3.1. Geographical Situation 12 3.1.1. Topographical Specifics of the Test Areas 12 3.1.2. Settlement Pattern 14 3.1.3. Role of the Major Settlements 15 3.2. Demography: Demographic Development 16 3.2.1. Lombardia Region 16 3.2.2. Test Area 1 Valli del Luinese 16 3.2.3. Test Area 2 16 3.2.4. Test Area 3 Alta Valtellina 17 3.3. Socio-Economic Situation 17 3.3.1. Economic Structure 17 3.3.2. Commuting to and from Work 19 3.4. Development of Tourism 20 3.4.1. Lombardia Region 20 3.4.2. Test Area 1 Valli del Luinese 20 3.4.3. Test Area 2 Valsassina 21 3.4.4. Test Area 3 Alta Valtellina 21

4. Services of General Interest (SGI) in the Test Areas: Description, Evaluation, Problems and Perspectives 22 4.1. Methodology of Evaluation of Services of General Interest 22 4.2. Situation Transport: Public Transport 22 4.2.1. Overview Lombardia Region 22 4.2.2. Test Area 1 Valli del Luinese 23 4.2.3. Test Area 2 Valsassina 24 4.2.4. Test Area 3 Alta Valtellina 25 4.3. Situation Information and Communication Technology (ICT): Internet 25 4.3.1. Lombardia Region 25 4.3.2. Test Area 1 Valli del Luinese 25 4.3.3. Test Area 2 Valsassina 25 4.3.4. Test Area 3 Alta Valtellina 26

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4.4. Situation Every day Needs: Food Stores 26 4.4.1. Overview Lombardia Region 26 4.4.2. Test Area 1 Valli del Luinese 26 4.4.3. Test Area 2 Valsassina 26 4.4.4. Test Area 3 Alta Valtellina 26 4.5. Assessment of Services of General Interest– Barriers and Main Problems 27 4.5.1. Barriers and Main Problems: Public Transport 27 4.5.2. Barriers and Main Problems: ICT 27 4.5.3. Barriers and Main Problems: Every Day 27

5. Good Practice Examples as a Pool of Ideas for Pilot Projects and the Identification of Gaps 28

6. Conclusion and Outlook on Pilot Activities 31 6.1. Conclusions on the Regional Level 31 6.2. Outlook on Pilot Activities 35

7. Appendix I: Good Practice Examples 41

8. Appendix II: Figures, Maps (resolution on municipality level) and Statistical Data 51

9. Appendix III: Data description and description of indicators 96

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Table of Figures and Maps

Figures: Figure 1 Distinct natural zones in Lombardia (Source: Lombardia Region, 2001) Figure 2 Mountain Communities (MC) in Lombardia and localisation of test areas (Source: Lombardia Region, 2001) Figure 3 The Provinces in Lombardia (Source: Lombardia Region, 2001) Figure 4 Municipalities by demographic size in Lombardia (Source: Lombardia Region, 2003) Figure 5 Geography of Valli del Luinese (Source: MC Valli del Luinese, 2008) Figure 6 Geography of Valsassina (Source: MC Valsassina, 2008) Figure 7 Geography of Alta Valtellina (Source: MC Alta Valtellina, 2009) Figure 8 Valleys of MC Valli del Luinese (Source: www. ilvaresotto.it) Figure 9 Valleys of MC Valsassina (Source: www. valsassina.it) Figure 10 Valleys of MC Alta Valtellina (Source: www.alta-valtellina.it)

Maps for each area:  Population Development [%]  Old-age dependency Ratio [%]  Young-age dependency Ratio [%]  Maximum population ratio [%]  Development of Enterprises [%]  Local Settlement Concentration Ratio 500 [%]  Local Settlement Concentration Ratio 1000 [%]  Regional reachability Individual Traffic [min]  Regional reachability Public Transit [min]  Maximum frequency public traffic [-]  Density of Groceries by Resident Population [person/groceries]  Private Broadband Access [%]  Private Internet Usage [%]  Commuters leaving to work in another municipality [-]  Commuters leaving to work in another municipality [%]  Commuters coming to work from another municipality [-]  Commuters coming to work from another municipality [%]  Presence of post offices [yes/no]  Number of primary schools [-]  Presence of secondary schools [yes/no]  Development of Enterprises 2001-2008 [%]  Cars per 1000 inhabitants [-]  Cars per household [-]

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

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b) Develop models that will contribute to regional development and spatial planning, (e.g. efficient use of infrastructures, networks and cooperation between centres and rural areas). c) Mitigate social inequalities in the access of SGI and reduce environmental pollution. d) Test and apply various elements of the concept of governance in order to empower the population and to ensure that society owns the process. e) New approaches to providing services will be tested and put into practice in all test areas. They will be based on the demands of the local population and Enterprises and be developed together with the service providers. Workpackages and time schedule ACCESS is structured along eight workpackages with specifically defined objectives, activities and outputs. Fig.1 gives an overview on workpackage themes and time schedule, WP5 will be described in detail in the following section. This report constitutes the final product of WP5.

WP 6 WP 8 Transnat. Comparison Synthesis

WP 7

WP 5 Regional Pilot projects and models Studies

WP 2 - 4 Project Management and Information / Publicity

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

Fig. 1: Workpackages and time schedule of the ACCESS project

1.2. Workpackage 5 – Regional Studies: Goals, Objectives and Activities

General Objective This workpackage aims at clarifying the degree of accessibility and the users need with regard to SGI in selected areas (1 – 3 test areas per participating region). Furthermore, an inventory of best practices to improve the provision of SGI in sparsely populated areas is drawn up. This WP also benefits from the results and experiences gained in the regional analysis of the preceeding PUSEMOR project. Activities The activities taking place within WP5 can be structured as follows:  To elicit methodologies how to approach best local actors in order to assess their needs and to mount projects (largely based on the PUSEMOR approach)

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 Improvement of the approach of regional studies used for PUSEMOR and to analyse demand and supply as well as the accessibility of SGI in selected test areas  Search for best practices  Data collection, based on (a) evaluation of available literature / materials, (b) expert interviews in order to draw a picture of the economic, political and institutional framework  Elaboration of Regional Intermediate Reports

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

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

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

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

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

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

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2. Country Profile: Italy

2.1. Territorial Organisation

Italy covers a total of around 300.000 Km2 and borders on France to the west, Switzerland and Austria to the north and Slovenia to the east. The country consists of a peninsula extending into the Mediterranean plus a large number of islands, making for a total 7,375 km of coastline. 54% of the national territory is covered by mountainous areas which are home to 11 million people, or 18% of the total population. Under the EU NUTS regional classification, the country is divided into (Istat, 2009):  NUTS 1: 5 groups of Regions;  NUTS 2: 20 Regions, five of which have special autonomous status (Valle d'Aosta, Trentino- Alto Adige, Friuli-Venezia Giulia, Sicily and Sardinia);  NUTS 3: 107 Provinces;  LAU 2: 8,101 Municipalities.

2.2. Spatial Policies in Italy

In Italy the sustainable development approach to mountain areas emerged many years ago through the consolidation of various policies and the approval of specific legislation and funds for these areas. The 1948 Constitution refers to mountains as areas with specific needs, while Mountain Communities (MC) were defined in 1971 and a special mountain law was approved in 1994. According to the law, a Municipality can join a MC if it meets requirements about both the height above the sea level (600 m) and the difference in height within its territory.MCs stand halfway between a province and a municipality as an additional level of local government introduced specifically to implement mountain policies, although the recent Law 2007/244 (designed to slim down the public administration) has reduced their number and there exists a national bill aimed at abolishing them. Law no. 97 of 31 January 1994 laid down the foundations for the sustainable development of the mountain environment. The law created a national fund for the mountains, incentives for young entrepreneurs, a dedicated information system for the mountains, simplification of administrative duties and special conditions for public transport and public services. Between the 1960s and 1980s tourism became a key source of economic growth for many Italian mountain areas. Many valleys found they had to host an enormous number of new houses and cottages which were sold or rented to families coming from the cities for week-ends and holidays. Today, government policy is trying to limit the expansion of second homes as far as possible. In places the situation has got out of control, with speculation on land, rising house prices and increasing pressure on services. On the other hand, such developments also prevent buildings falling into ruin and help to save village heritage. As second homes bring intensive house building, employment in the construction sector is often higher in the mountains than the national average. In mountain areas without tourism there is little private investment in rental accommodation and

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only a very small proportion of houses are available for rent by recent immigrants or young people, even where there are many unoccupied dwellings. Young people are often caught between a lack of affordable housing of adequate quality and limited economic opportunities.

2.3. Roles and Responsibilities in Services of General Interest (SGI): Themes

Though Italy is not a federal country, it is moving further away from a centralised system. With the implementation of a form of administrative federalism, local government in Italy is made up of three levels:  The Regions have all administrative powers not expressively attributed to other bodies. In practice they have legislative powers over health and welfare, schools, regional and local policing. Transport and land use are governed jointly by the Regions and the State, meaning that the Regions can draft legislation but this must be coherent with national guidelines.  Local authorities (Provinces and Municipalities) are responsible for delivering most public services. Their administrative competence is related to the territorial scope of each service they deliver. The MCs combine the duties of Municipalities with those delegated by the Region and also have a duty to facilitate the joint management of services and functions of Municipalities of smaller demographic proportions. Nowadays the MCs‘ main responsibilities regard social services, waste, agriculture, civil protection, fire prevention, but also share control over technical issues, school buses, promotion of tourism, cultural activities, business incentives, statistical and accounting agencies and municipal policing, etc.

2.3.1. Public Transport

In Italy the provision of public transport is governed by a national framework law (the 1997/422 Decree) and by regional laws that must be consistent with it. The framework law follows EU principles, including competitive tendering for bus and rail service contracts. The decentralisation of powers and responsibility is another key principle of this law. Regional law regulates the planning and delivery of public transport in the specific Region, while the trans-regional lines are governed by the State. Within each Region, administrative responsibility for transport is shared among the various levels of government according to the area covered, as follows:  the Region is responsible for the planning and delivery of regional rail services;  the Provinces control the planning and delivery of extra-urban bus services;  the Municipalities handle the planning and delivery of metro and urban / suburban bus services. In addition regional government must draw up a long-term planning strategy (Regional Transport Plan) and co-ordinate the action of the provincial and municipal authorities. Basic transport in each municipality is funded from the regional budget. Additional services – for instance to meet the specific needs of the people living in the mountains – must be financed locally. A contract, known as the Public Service Obligation Contract, is signed between the regional, provincial or municipal authority and the rail or bus company which specifies all obligations, as well as quality standards, penalties and incentives to improve service. The introduction of competition in the transport sector has been very slow. Over the last decade Regions such as Lombardia, Emilia-Romagna and Toscana have called for tenders for bus

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services and—partially—for regional rail services. This has led to more functional networks and bigger and stronger transport companies. Only long-distance passenger rail services have been fully liberalised.

2.3.2. Information and Communication Technology (ICT): Internet

Since the early 1990s, local administrations in Italy have been involved in a broad and far-reaching process of reform aimed at their modernisation and basically enhancing their efficiency and effectiveness. The ultimate goal is to create a local administration that is better able to meet the needs of citizens and businesses and manage public resources more economically. Within the reform, a central role is played by the development of Information Systems (IS) and related innovation in information and communication technology (ICT). A good example of the wider use of ICT in local government is the electronic submission of the individual income tax returns since 2000. Italy has around 18 million Internet users (30% of the population), according to estimates by the Eurisko institute (2009). This fairly low rate places the country at the bottom of the European ranking. Italy currently ranks 22nd in Europe on the ICT Development Index (IDI) of the ITU (International Telecommunication Union, 2009).

2.3.3. Every Day Needs

The public sector is highly fragmented, with significant regional differences in the distribution of services, particularly between Northern and Southern Italy.

2.3.3.1. Shops In the past, the retail sector in Italy was strictly controlled by the local authorities who were responsible for granting licences to open a shop. The 1998 reform has gradually introduced greater liberalisation, so that Municipalities today have the power 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 co-operation among these various local authorities. In Italy the number of super-and hyper-markets is increasing, especially in the North and many small shops are closing. While this change is less evident than in some other countries, it is particularly important in remote areas such as the mountains. In 2007 small groceries – often focused on traditional foods – covered 29.8% of the total food market (Lombardia Region, 2008), split between shops (19.5%) and street markets (10.3%). In particular, street markets, which make weekly visits around large rural areas, are key resources especially for the elderly living in remote villages. Non-grocery retailing is still very fragmented and competition is high, especially in the hi-tech sector. Mixed retailing has spread strongly, especially in Northern Italy, with many big new outlets offering a wide range of inexpensive products.

2.3.3.2. Education Italian education today comprises two stages: primary and secondary. Primary school lasts five years and is commonly preceded by three years of non-compulsory nursery school (or kindergarten). Secondary education (Scuole Medie) is further divided into two stages: the "Medie

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Inferiori", which correspond to Middle School grades and the "Medie Superiori", which correspond to High School. Middle School lasts three years and involves an exam at the end of the third year. "Scuole Superiori" lasts from three to five years, with an exam at the end of each period allowing access to the next tier. Administration of the Italian educational system used to be highly centralised. Since the late 1950s, the trend has been toward decentralisation, shifting powers away from the state to the regional and provincial authorities. The schools retain administrative and financial control of teacher recruitment, hiring and assignments as well as planning the school calendar. Local government meanwhile has the following responsibilities:  The Ministry of Education establishes curriculum guidelines to ensure uniformity of standards across the whole educational system.  The Regions have powers over schools‘ organisation and management (to decide their level of independence).  The Provinces are responsible for the administration, promotion, co-ordination, supervision and monitoring of all schools within their jurisdiction, except for the Fine Arts Institutes. The Provinces also enact state law and regulations governing primary and secondary education in the area. They are also responsible for establishing and annexing high schools and certain physical facilities, such as the integration of handicapped students, school networking and school safety.  The Municipalities, often representing small residential communities, are widely distributed across the country and provide various functions and services required for the daily running of schools and pupil attendance. Their responsibilities include subsidised school buses, cafeterias, textbooks and financial support for poor families.

2.3.3.3. Post offices and banks The Italian postal service has suffered from long-term losses, mainly due to over-staffing, high costs, inefficient delivery systems and lack of product diversification. Under a restructuring programme begun in 1998, the old politically state-controlled post office was converted into a joint- stock company (Poste Italiane, PI). Legislative changes and privatisation have also transformed the national banking system and financial markets with the removal of entry barriers to new entrants. The reform has helped to reduce the gap between standards of productivity and efficiency in the national banking system and the international averages.

2.3.3.4. Utilities Decentralisation has also affected local public utilities and services under municipal and provincial control, with the introduction of shorter concessions and simplified authorisation procedures to increase competition in the sector. Moreover, Italy has recently undertaken a program to introduce market principles in water distribution, energy and waste management. Here, infrastructure planning remains under the control of the municipalities, while use and management may be outsourced to private companies. Local government may choose whether to grant concessions or outsource certain services. Smaller municipalities may opt, instead, for a form of joint management.

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3. Regional and Test Areas Profile

3.1. Geographical Situation

3.1.1. Topographical Specifics of the Test Areas

The Test Areas are three MCs in the Lombardia Region: Valli del Luinese, Valsassina, Alta Valtellina.

3.1.1.1. Lombardia Region Lombardia is located in the heart of Europe at the crossroads between the main European East- West communications routes and the North-South routes. It borders Switzerland to the north, the Italian Regions Emilia-Romagna to the south, Piemonte to the west, Trentino-Alto Adige and Veneto to the east. Covering 23,863 sq. m., it is Italy's fourth largest Region. Three distinct types of terrain can be easily identified: mountain 41%, hill 12% and plain 47%. There are also a number of large lakes: Maggiore, (only a small part belongs to Italy), Como, Iseo, Idro and Garda (the biggest in Italy). The Lombardia mountains are part of the Alps and Prealps chain, with the exception of Oltrepo of Pavia that is part of the Apennines. The mountain area includes the Lepontine and Rhaetian Alps (Piz Bernina, 4,055 m.), the Orobic Alps, the Ortles and Adamello massifs, Grigne Group (2,410 m.), Resegone (1,875 m.) and Presolana (2,521 m.). Lombardia is divided into 12 Provinces: Bergamo, Brescia, Como, Cremona, , Lodi, Mantova, Milano, Monza, Pavia, Sondrio and . There are 1,546 Municipalities (Istat data, 2008) and the regional capital is the city of .

3.1.1.2. Topographical Specifics of Valli del Luinese The MC ―Valli del Luinese‖, in the , lies between to the west and the Varese Prealps to the east, bordering Switzerland, with mountains over 1,500 m in height. Lake Maggiore is the most westerly of Italy‘s three large prealpine lakes and the second largest after Lake Garda. The jagged shores of the lake are hemmed in by the Prealps of Piemonte and Lombardia. The western bank is in Piemonte ( and Province of Verbano-Cusio- Ossola) and the eastern in Lombardia (Province of Varese), whereas the most northerly section extends thirteen kilometres into Switzerland, forming the lowest lying land in that entire country. Valli del Luinese is characterised by:  the lakeshore area, with moraines to the south and the highest mountains to the north;  the Valley, in the northernmost part of the province, is wild and remote and carries the stream into the lake at ;  the large Valtravaglia Valley stretches from to , along the course of the stream;

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 the small Val Dumentina, which takes its name from the municipality of (the only other one in this valley is Agra), carries the Colmegnino torrent off Mount Lema on the Swiss border down to the lake at Luino;  the Valley contains the River Tresa and runs from Luino to on the Swiss frontier.

3.1.1.3. Topographical Specifics of Valsassina The MC ―Valsassina‖ (whose full name is ―Valsassina – - Val d‘Esino – Riviera‖) lies in the , contained between the Grigne massif to the west and the Bergamo Prealps which stretch in a north-east arc dividing Valtellina from the valleys of Bergamo. Valsassina also reaches the Lecco branch of Lake Como at Lecco and . Valsassina is predominantly mountainous (90% above 400 m) and is formed by four areas:  Valsassina, the southern east-west valley carrying the Pioverna stream off the Grigne to Lake Como, is mainly hills and grassland;  the northern east-west Valvarrone is higher and deeper and takes its name from the river that flows into Lake Como at ;  Valle d'Esino, which stretches along the southern lake shore beneath Mount ;  Riviera, open and sunny, formed by Mount Legnone and the remaining shores of the lake.

3.1.1.4. Topographical Specifics of Alta Valtellina The MC ―Alta Valtellina‖ is in Sondrio Province, the northernmost province of Lombardia, bordering Switzerland. Situated in the Rhaetian Alps, it is characterised by very high mountains from the 725 m of Sondalo to the 3,851 m of the Ortles massif in Valfurva. Alta Valtellina consists of the plain and several mountain valleys which mainly coincide with, and take the name of, the administrative boundaries of the Municipalities. The following 4 valleys contain rivers and streams that run through steep sided gorges:  Val Braulio, in the north reaches the passes of Umbrail (2,500 m) on the Swiss border, and Stelvio (2,720-3,500 m), where summer skiing is practised;  Valdidentro, which connects the Foscagno pass to the village of Trepalle in the municipality of and Livigno itself;  Valdisotto, which carries the SS38 road to Sondalo;  Valfurva leads to Santa Caterina, the Gavia pass and the heart of the Stelvio National Park. Valtellina is sadly famous for the meteo-hydrological disaster of 1987 which also affected the provinces around Sondrio. Heavy rainfall and melting glaciers led to the flooding of several rivers and creeks which impacted many villages and towns and triggered the sudden Val Pola landslide. Rock debris from the Val Pola avalanche blocked the River creating a lake containing 6 million cubic meters of water. The landslide itself destroyed five villages and six smaller hamlets and 43 people died of various disaster-related causes. The total cost of the disaster and the several months of mitigation work came to around 400 million euros. Law 102/90 (―Legge Valtellina‖) created a national fund of about 12 million euros for the period 1989-1994 for the reconstruction and the development of the municipalities affected by the disaster.

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3.1.2. Settlement Pattern

3.1.2.1. Lombardia Region Human settlement in Lombardia is determined partly by the physical geography of the area and partly by the concentrations of industry and tertiary activity. The most heavily urbanised area is the , in the centre of the Padania plain, with a population density of around 2,000 inhabitants per km2. This area continues to expand and in the near future may likely form a single conurbation with the neighbouring towns of Bergamo and Brescia. 1.2 million people live in the mountain areas of Lombardia, about 13% of the total population of the region.

3.1.2.2. Test Area 1 Valli del Luinese Valli del Luinese, with an area of 180 km2, is made up of 16 Municipalities with a total population of 33,734 inhabitants. Settlement is concentrated along the main valleys and lakeshore, especially to the south, where the towns of Catestelveccana, , , and the biggest of them, Luino (14,238 inh, 42% of the MC‘s population) form an almost continuous settlement along the moraine. To the north the mountains are higher and the towns of Maccagno, Tronzano and Pino sulla Sponda del Lago Maggiore are compact and isolated from one another. In the main valley (Valtravaglia), known as Piana del Margorabbia from Luino to Mesenzana, the towns are closed together. Higher up are several dispersed settlements, particularly in Val Dumentina (with Dumenza and Agra) and especially in the remoter Val Veddasca whose slopes host the municipality of Veddasca and several villages in the territory of Maccagno, all connected by a winding road. The opposite slope has several abandoned villages plus Curiglia, the last remaining inhabited centre, which can only be reached by the road from Veddasca. Here is an interesting case of the isolated village of Monteviasco which lies in the municipality of Curiglia and is connected to the latter by a long set of steps and, since 1985, by a cableway. All the above villages with less than 500 inhabitants have problems of access to towns with major services. The Local Settlement Concentration Ratio_500 is around 80 or higher in only 5 out of the 16 Municipalities, the limited population being dispersed over the whole mountainous territory. The distribution of towns from lakeshore to high mountains reflects age-old habitation patterns. Farmers spent the winter near the lake, moving up to slightly higher pastures in spring and autumn, and then up to hill villages in the summer. This created a triple system of households that is still recognisable at different altitudes.

3.1.2.3. Test Area 2 Valsassina Valsassina contains 28 Municipalities, around 30% of the whole province, with a population of 32,870 (10% of the provincial population). The area covers around 370 km2. The main settlements lie in the four territories contained in the full name of the MC mentioned above:  Valsassina, with the Pioverna stream. The deeper northern section of the valley contains and in the mountains. , , and are virtually contiguous in the wider lower valley where most businesses are located. , , and form a fairly compact settlement on their own plateau.  In the more northerly and steeper east-west Valvarrone, the small towns of , , , and lie along the road that cuts through the mountains and are

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quite isolated one from the other. , though isolated from the other villages, is bigger and more accessible thanks to its position at the junction of the two valleys.  Valle d'Esino, formed by the and municipalities, is rather isolated on the Grigne massif;  The Riviera towns (Varenna, Bellano, Dervio and ) are quite self-contained and located at the outfalls of rivers and streams. Colico is the biggest town in the MC, both by size and population (around 35 km2 and 7,000 inh). Its settlement is 6 km2 large and it has about 6,000 inhabitants. There are 12 municipalities with fewer than 500 inhabitants (Cassina Valsassina, , Dorio, Introzzo, , , Pagnona, Parlascio, Sueglio, Tremenico, Vendrogno and Vestreno), which (except for Dorio) all lie in the mountainous areas of Valsassina and Valvarrone. Four of these have fewer than 200 inhabitants: Sueglio (145), Parlasco (143), Introzzo (128) and Morterone (36). Since data on these tiny municipalities might influence the validity of the analysis, specific considerations have been highlighted from time to time. More than half the municipalities have fairly high concentrations (Local Settlement Concentration Ratio_500 greater than or equal to 80) and three of them have intermediate values (between 40 and 60).

3.1.2.4. Test Area 3 Alta Valtellina Alta Valtellina, with a total population of 24,296, covers a huge area of 897 km2. The MC contains only six municipalities which, apart from Bormio (42 km2), each have a very large area (between 88 and 240 km2) and populations of between 2,700 and 5,700 inhabitants. 70% of the MC‘s population lives in towns of more than 500 people and 64% in centres of more than 1,000. But there are also many little villages in the mountains, of which 22 are permanently inhabited and a further 30 have a seasonal population. The most compact municipality is Bormio, with almost all of the population (97%) living in the main settlement, which is connected to the settlement of Valdidentro. Livigno is made up of 22 hamlets but 74% of the population lives in the main town. Valfurva is the most dispersed municipality, with 54% of the population in the main centre and the remaining 1,000 people—excluding the second biggest village of S. Caterina with 208 inhabitants—scattered among various mountain settlements.

3.1.3. Role of the Major Settlements

The biggest town in Valli del Luinese is Luino where almost half the population live. Here are some of the most important SGIs, including the hospital, the MC offices, high schools and many other trip-generators. The population of Valli del Luinese also gravitates around several other poles outside the area, such as Varese, the provincial capital which provides several important public services. In Valsassina the major settlements are the municipalities of Colico, Bellano and Dervio. There are two high schools in Colico, while Bellano and Dervio host the two Valsassina hospitals. Lecco, the capital of the province, is another important attractor for the Valsassina population offering regional SGIs. The MC offices are in Barzio, in the south of Valsassina.

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For Alta Valtellina, the provincial capital is Sondrio. Other important towns are Sondalo, with the MC‘s only hospital, and Bormio, 60 km from Sondrio, which offers other important services such as the MC offices and several high schools.

3.2. Demography: Demographic Development

3.2.1. Lombardia Region

With more than 9.6 million inhabitants, one-sixth of Italy's population lives in Lombardia (ISTAT 2007). The annual population growth of 0.78% is almost double the Italian average (0.40%). In reality Lombardia conforms with the national trend of decreasing birth rates, but this is counter- balanced by high immigration of non-EU citizens and Italians from other regions. Meanwhile, the concentration of residential communities has been significantly affected by urbanisation, as many people move into the cities from rural areas. The mountains (in the and in some parts of the provinces of Como, Lecco, Brescia and Bergamo) are lightly populated due to migration towards more industrialised areas, though this movement is declining somewhat thanks to the recent growth in tourism. The old-age dependency ratio of 30% and young-age dependency ratio of 21% for the whole Region are comparable to average figures for the Provinces of Varese, Lecco and Sondrio.

3.2.2. Test Area 1 Valli del Luinese

Valli del Luinese has a population growth of 0.36%, which is low in comparison to provincial and regional trends (0.70% and 0.78%). The old-age dependency ratio is higher (34% against 30%) and the young-age dependency ratio is lower (19% against 21%). This is more marked in the smaller villages, like and Veddasca, where depopulation is slowing (- 2.43% and -2.05%) and the old-age dependency ratio is rising (36% and 58%) and in the northern lakeshore towns of Pino sulla Sponda del Lago Maggiore, Maccagno and . This is probably due to their distance from major settlements and to house prices. In contrast, there is population growth in the three municipalities that are closer to Varese and connected by the main road (Mesenzana, V., Montegrino V. and Brezzo di Bedero), where the old-age dependency ratio is below 30% and the young-age dependency ratio is still higher than 30%.

3.2.3. Test Area 2 Valsassina

In Valsassina the population is growing at a rate of 0.69%, lower than the provincial and regional averages (0.85% and 0.78%). The old-age dependency ratio (32%) and young-age dependency ratio (21%) are similar to those of the region and province. Over the last ten years the MC has attracted many immigrants to offset the natural decline, producing positive population growth of 0.69% for the MC, though lower than the regional and provincial averages. The figures show a decreasing population in the mountainous areas of Valvarrone, especially in the tiny villages of Tremenico (-3.10%), Sueglio (-2.54%), Introzzo (-1.18%) and Pagnona (- 1.02%), but also in the northerly areas, and Crandola Valsassina, where population growth has been around –0.50%. In these areas the old-age dependency ratio remains around 40-

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50% (57% for Tremenico) and the young-age dependency ratio below 20% (7% in Tremenico and 9% in Sueglio). The gradual depopulation and ageing, especially in small mountain villages with less than 500 inhabitants, appears to be due to the concentration of jobs and services in the larger and better served municipalities. In fact annual population increases have been seen in towns closest to Lecco, especially Cremeno (3.10%) and Taceno (1.82%), and in the more industrialised municipalities which have the youngest populations (the young-age dependency ratio is 29% in Premana, and 24% in Primaluna, Taceno and Pasturo).

3.2.4. Test Area 3 Alta Valtellina

Population growth for the MC of Alta Valtellina (0.39%) as a whole is below the provincial and regional averages (0.25% and 0.78%). However, the situation varies widely from towns with healthy population growth, like Livigno (1.86%) and Valdisotto (0.87%) and those like Sondalo (- 0.79%) and Bormio (-0.32%) which are suffering depopulation. The special case of Livigno is surely due to its tax status and highly attractive tourism, while Sondalo‘s problems probably depend on the shortage of tourist attractions and the depopulation of mountain villages. The old-age dependency ratio (24%) is lower than the regional and provincial averages while the young-age dependency ratio (25%) is higher. This is most evident in Livigno where the population is quite young and of working age (old-age dependency ratio 10%, young 33%). The oldest population is found in Sondalo followed by Bormio (respectively 37% and 29% old-age dependency ratio, 20% and 23% young-age dependency ratio). In all other municipalities the old- age dependency ratio is between 23% and 25% and the young-age dependency ratio between 25% and 26%.

3.3. Socio-Economic Situation

3.3.1. Economic Structure

3.3.1.1. Lombardia Region A fifth of Italy's GDP is produced in the region, with its 858,868 enterprises (in term of local units) and an enterprise development rate of 2.53% over the last decade (1991-2001), above the Italian average of 2.05%. The Provinces of Varese, Lecco and Sondrio have a lower average enterprise development rate than the region as a whole (1.75%, 1.74% and 1.32%), probably due to their various depressed areas.

3.3.1.2. Test Area 1 Valli del Luinese At the end of the 19th century, Valli del Luinese was heavily industrialised. Textiles were particularly strong here due to the many water courses used to power the machinery and numerous textile mills were opened up by Swiss industrialists. However, the industry has diminished considerably since then and the Valli del Luinese showed annual business growth of only 1.07% in the decade 1991-2001. The sharpest fall in the number of enterprises was seen in Veddasca (-2.32%) and Pino sulla Sponda del Lago Maggiore (-1.28%), while towns like Porto Valtravaglia and Dumenza saw a decrease of around –0.2%.

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Today the municipalities with the highest number of enterprises per inhabitant are Luino, Germignaga and , in the Piana del Margorabbia section of the valley which is served by the MC‘s major road. The most recent enterprise data (2001-2008) show a higher average annual increase here (1.58%), but an annual decrease in Agra (-3.19%) and Pino sulla Sponda del Lago Maggiore (-2.09%). The Test Area 1 municipalities show a Maximum Population Ratio above 100%, due to the attraction of job commuters (Luino 104%) and tourists (Agra 104%, Pino sulla Sponda del Lago Maggiore 102%). The municipalities with the lowest Maximum Population Ratio are the smaller ones in the mountains or where there is neither tourism nor job attraction owing to their distance from Varese (Tronzano 47% and Veddasca 67%).

3.3.1.3. Test Area 2 Valsassina The number of enterprises in Valsassina increased between 1991 and 2001 only by an average 0.07%. The higher mountain villages in Valvarrone, Pagnona, Introzzo and Vestreno, saw the sharpest fall (respectively –4.38%, -3.63% and –2.88%), but peripheral municipalities like Moggio and Esino Lario have also seen decreases of –2.27% and –2.46%. By contrast, many towns along the main road have seen an increase, like Vendrogno (+5.68%), Dorio (+3.68%) and Cremeno (+2.62%). Almost 40% of businesses in the MC are located in Colico (653), Bellano (266) and Premana (248). Commerce and manufacturing (especially metalworking) remain the most important sectors (21% and 19% of enterprises in the territory in 2001). Colico has the largest number of commercial enterprises, while almost half the manufacturers are concentrated in three towns: Premana (28%), Colico (14%) and Primaluna (11%). About 70% of the 4,000 manufacturing jobs in Valsassina are in 4 Municipalities (Colico, 22%, Premana 19%, Cortenova 14% and Primaluna 12%). The latest figures (2008) broken down by industry, show an increase between 2001 and 2008 in construction (3.53%), hotels (1.38%) and real estate agencies (4.09%), while manufacturing has weakened (-0.86%). The MC has a Maximum Population Ratio of 96%, which means that the average pressure of tourists and commuters is not high. The towns with the highest pressure are Cortenova (119%) and Colico (105%), while Parlasco and Tremenico have the lowest Ratio (60%) since they have no hotels and few jobs. In other Municipalities with important tourism facilities (ski resorts), like Barzio and Moggio, the majority of tourists stay only for the day – without sleeping – due to the proximity of big cities.

3.3.1.4. Test Area 3 Alta Valtellina Growth in enterprises between 1991 and 2001 is positive in all municipalities of Alta Valtellina (average annual growth of 0.89%), particularly in Bormio where the annual increase is 2.02%. The biggest employer in the area is the public health sector (due to the presence of Sondalo hospital) followed by commerce and tourism. Building and craft industry are somewhat developed, but all these sectors are in various ways linked to the main source of income. A powerful impulse to tourism was given by the staging of the Alpine Ski World Championships in Bormio in 1985 and 2005. Livigno has the highest number of commercial jobs due to its special tax status as a duty-

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free area. The most recent data (2001-2008) shows a smaller annual increase of 0.42% for the whole of Alta Valtellina, with a decrease of 0.71% in Valfurva. The Maximum Population Ratio is more than 100% for municipalities which attract the highest number of commuters (Bormio, 167% and Sondalo 116%) and tourist centres (Livigno 145% and Bormio). All other municipalities have an index of over 89%, due to tourist attractions (especially for Valfurva) and job commuters in Valdidentro and Valdisotto.

3.3.2. Commuting to and from Work

3.3.2.1. Lombardia Region Lombardia is a very attractive region in terms of job opportunities and many commuters come from other regions. The Province of Varese has many commuters to Switzerland (in 2005 16,000 commuters, USTAT, 2005), mainly by private car, while many commute to Milan from the Province of Lecco and the Province of Sondrio is characterised by internal movements.

3.3.2.2. Test Area 1 Valli del Luinese The municipalities of Valli del Luinese do not represent a major job destination. Commuters from other municipalities are less than 30% of the resident population for Luino, Brissago, Grantola, Agra and Pino sulla Sponda del Lago Maggiore, and less than 20% for the other municipalities. All the municipalities have a percentage of commuters between 20 and 40% of the population, apart from Luino and Maccagno where the percentage is slightly lower and Tronzano and Veddasca, where it is between 40 and 60%. It is worth noting that the practice of local residents travelling every day to work in Switzerland, where salaries are higher, is extremely widespread. It is also common for Swiss citizens to live in Italy and go to work in Switzerland because of the lower house prices. People who cross the border every day are called ―frontalieri‖. They represent around 10% of the resident population and almost 15% of the working population in all Municipalities (Valli del Luinese MC data, 2008). The towns with the highest proportion of frontalieri are those near the border, like Pino sulla Sponda del Lago Maggiore and Tronzano (in the direction of Bellinzona) and Mesenzana, Dumenza and Brissago V. (towards Lugano). The towns with the fewest frontalieri are the small villages in the mountains like Veddasca and Curiglia and those farthest from the border like Porto Valtravaglia and . The latest figures a slowdown in the increase in frontalieri and a marked shift towards the tertiary sector.

3.3.2.3. Test Area 2 Valsassina The number of commuters travelling to work in Valsassina is, in most cases, less than 20% of the resident population. In the Municipalities with the bigger firms, like Cortenova, Colico and Primaluna, this percentage reaches 34%. The percentage of commuters travelling to other towns is less than 20% in municipalities that have more job opportunities, like Colico, or traditional craftsmanship, like Premana. Commuting is more common from the more isolated villages especially where there are fewer jobs (Parlasco 50%, Tremenico 40%, Taceno 32% and Sueglio 35%). High levels of commuters leaving their villages (around 30%) is also seen in the Municipalities closest Lecco and directly connected by the main road.

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3.3.2.4. Test Area 3 Alta Valtellina Bormio is a significant job destination, with 2,094 commuters coming from other municipalities, or 51% of the resident population. Another major trip attractor is Sondalo with 1,170 commuters (27% of the population) due to the hospital which employs 1,430. Livigno attracts 350 commuters every day, and Valdisotto 225. Valfurva has a relatively high number of commuters leaving to work in other towns (840), or 31% of the population, while the other two municipalities of Valdidentro and Valdisotto have 790 and 689 outward commuters respectively, or 20% of the population. This probably means commuters travelling from Valfurva, Valdidentro and Valdisotto to Bormio and Sondalo. On the other hand, Livigno, which is more difficult to reach, especially in winter, has a lot of local employees. It is important to note that many of the 50 or so tiny mountain villages have tourism facilities which attract commuters every day.

3.4. Development of Tourism

3.4.1. Lombardia Region

Tourism is well developed in Lombardia, with 2,950 hotels and 26,529,201 Annual Overnight Stays in Tourism, attracted by the mountains and lakes and cities well known for culture, business and shopping. The Alta Valtellina resorts of Livigno, Bormio and S. Caterina Valfurva are world famous centres for skiing and trekking.

3.4.2. Test Area 1 Valli del Luinese

The Valli del Luinese areas attracts domestic and international tourists thanks to beauty of the natural environment, especially Lake Maggiore, and its proximity to the Swiss border and several airports. It should be noted that tourism on this shore of the lake is less developed than on the other side which in is the Region of Piemonte. This can be explained by several factors: the eastern shore of the lake is less exposed to the sun and in the past there was greater focus on industry than other sectors. Valli del Luinese tourism is characterised by the presence of second homes, 7,500 compared with 12,608 permanently occupied in 2007 (A21 report, 2008), owned by Italians and foreign tourists and often used for weekend breaks by visitors mainly from the Milan area. In addition, there are strong flows from Switzerland to Luino‘s Wednesday market which attracts an estimated 30,000 people each week (PISSL SLL N°73 – Luino, 2008). In 1999 official records showed 66,095 tourists, 16,930 in the territory of Luino (26%) and 28,168 at two camp sites in Maccagno (43%) (A21 report, 2008). Only seven municipalities (in 1998 and 1999 there were nine) have at least one hotel (Brezzo of Bedero, Castelveccana, Luino, Maccagno, Pino sulla Sponda del Lago Maggiore, Porto Valtravaglia and Tronzano). Hotel facilities are concentrated almost exclusively in the towns on the lake shore, and especially in Luino, which has 8 out of the total 17 hotels for the whole MC. Inland tourism in the mountains has developed only more recently.

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3.4.3. Test Area 2 Valsassina

This Test Area has a great variety of landscapes, from the shores of Lake Como to the Prealpine hills with their ski resorts and hiking trails. The mountains of Valsassina are the closest to Milan and therefore attract many visitors for a day on the snow, especially at Barzio, Moggio and Margno. Along the lakeside, from north to south, Colico, Dervio and Varenna are the main centres of accommodation for tourists. There are relatively few hotels (53 in the entire MC, with a maximum of 10 in Varenna which hosts numerous conferences) but around 30,000 beds in second homes. 20% of secondary residences are never occupied, while 80% have an average use of 40 days a year. Annual Overnight Stays in Tourism range from 56,577 in Colico to 36,727 in Varenna and 34,831 in Dervio. In Taceno, a small village located close to hiking trails, they reach 25,832. Other municipalities of Valsassina – Barzio, Cortenova, Cremeno, Margno and Perledo – can be considered fairly touristic, though overnight stays are quite low. Finally, Esino Lario is among the tourist centres with a low figure for overnight stays.

3.4.4. Test Area 3 Alta Valtellina

In the past Alta Valtellina used to host travellers on their way to Germany up the Val Fraele. Then, around the mid-1800s, many Europeans came to Bormio and Livigno to enjoy the incomparable alpine excursions and rich thermal waters. After the war, thanks to the Tour of Italy and the Skiing World Cup, Alta Valtellina‘s reputation among tourists increased significantly. Nowadays the most attractive towns are Livigno and Bormio. Livigno is a wealthy little town where most jobs are linked to tourism and tax-free shopping. There are 104 hotels and 862,185 Annual Overnight Stays in Tourism, mainly for skiing. Bormio is another important tourist centre with 53 hotels and an average 406,305 Annual Overnight Stays in Tourism, partly explained by the presence of thermal baths. Valfurva and Valdidentro are smaller than Bormio and Livigno, but have their own ski resorts and facilities for tourists. The number of hotels are, respectively, 31 and 20, with 176,784 and 121,925 Annual Overnight Stays in Tourism. The Bormio district – formed by Bormio, Valdidentro and Valdisotto – also contains many second homes.

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

4.1. Methodology of Evaluation of Services of General Interest

Accessibility to SGIs in the Italian test areas is evaluated by the ACCESS common methodology under two headings:  The present situation of public transport (PT) represents the main index of the availability of connections from mountain areas to the regional centre – usually the capital of the province – where the SGIs are located.  Detailed data have been collected about the current situation and the foreseeable trends in ICT facilities and food shops. As regards access to the regional centre by public transport, travel times and the number of available daily services were gathered for each municipality in the test areas. The data were taken from current weekday timetables (excluding additional services for schools). Where it is necessary to change connections, the fastest route was taken and the number of daily departures, taking into account only those with acceptable waiting times (under 60 minutes). Given that staggered timetable are not available in the test areas, the reference used for travelling times was the morning rush hour. Access to food shops was calculated as the ratio of the current resident population to the number of retail outlets, including supermarkets.

4.2. Situation Transport: Public Transport

4.2.1. Overview Lombardia Region

Lombardia Region has a far reaching transport network making it easy to reach from anywhere in Italy or abroad:  There are four airports;  The rail network has more than 1,500 km of track, and over 400 stations;  There are more than 12,000 km of roads, 560 of which are modern highways;  Water transport also plays a significant part, with 1,000 km of navigable shoreline, over 200 tourist marinas and 8.5 million ferry passengers every year. Public transport is managed by around 80 companies, using 8,000 vehicles. Bus and metro services cover 280 million km each year, of which 57% urban. Annual passenger traffic by bus and metro numbers 634 million, of which 75% in the cities. Rail services in the region cover an annual 33 million km. Every day there are 1,920 trains running in Lombardia carrying 500,000 passengers. Improvements are needed to both roads and public transport as Lombardia suffers from very high congestion on major routes and in metropolitan areas, owing to its role as Italy‘s leading economic region and the high population density.

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The regional authority is driving the construction of new road links designed to speed up regional car and lorry traffic and offer quicker access to the cities. As regards public transport, plans are focused on the rail network especially in the metropolitan areas. New underground lines or extensions of existing ones are therefore under construction, while a new high frequency sub- urban railway service – known as ―S‖ lines – is growing year by year. Smaller plans are in place to try and tackle the depopulation of rural and remote parts of Lombardia, like the mountains. Of note are the efforts to spread flexible on-demand bus services across these low density areas.

4.2.2. Test Area 1 Valli del Luinese

The Valli del Luinese road network consists mainly of minor roads along the lake and in the valleys. The only major national highway is the SS 394 del Verbano Orientale which runs from the densely populated plain around Varese to Luino and on to the Swiss border at Zenna, passing through the Valcuvia and Valtravaglia valleys. Another important road link is the provincial highway, the SP 61 from Luino over the pass to Ponte Tresa in Switzerland. Both these roads are very congested and the latter is that most used by frontalieri commuters. There is also a minor road through the Luino territory to the Fornasette Swiss checkpoint. The regional centre is the city of Varese, placed about 25 km outside the test area. It can be reached by private vehicle in less than 30 minutes from the closer towns (Grantola and Mesenzana) and in 40 minutes from centres along or close to the SS 394 (Brissago V., Montegrino V., Brezzo, Germignaga and Luino). Journey times rise to 40 or even 60 minutes from the northern areas and mountain towns (The longest is from Veddasca). The railway runs north along the lakeshore from Laveno to the Swiss border. At Luino station Italian trains arriving from Laveno terminate and the Swiss service to Bellinzona begins (international Gotthard line). Swiss trains serve the Italian Municipalities Pino sulla Sponda del Lago Maggiore, Maccagno and Tronzano. The Laveno–Luino line also offers the fastest connection to Milan and to the national mainline through the large railway junction at . Trains on the Luino–Laveno–Gallarate line run every hour and every two hours on the Luino– Switzerland line. Buses offer varying levels of service depending on mobility and density of population:  One main service (B30) runs hourly from Luino to Varese, passing through the busy Valtravaglia;  Two routes (B81 and B87) follow the lakeshore, alongside the railway, offering a more capillary service but fewer departures than the train;  Other services – linking Luino to the less populated valleys – are concentrated on school and commuter rush hours: B82 from Luino to the Dumentina valley, B89 from Luino to the Veddasca Valley, B86 to Valtravaglia and the B88 to the hills south of Luino;  Links between Luino and the second crossing into Switzerland and Ponte Tresa is mainly served by a Swiss bus service every two hours. Luino is the natural hub for all bus and rail services. Unfortunately, at present there are no systematically planned connections between them. Journey times to key towns like Varese depend on the number of services used. If there is a direct bus or train available, public transport is satisfactory, but still slower than private car. Where a connection is necessary, the journey by train/bus is at least doubled. For example, the journey to Varese by public transport takes more

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than 100 minutes from Pino sulla Sponda del Lago Maggiore or Maccagno or the Dumentina Valley, whereas the bus from Luino to Varese takes about 50 minutes. The travel times to the regional centre are on average 31 minutes by individual traffic and 49 minutes by public transit.

4.2.3. Test Area 2 Valsassina

Valsassina has two main road axes. The first is a two-lane double carriageway with limited access points running from Milan to Colico and Alta Valtellina. The second runs from Lecco to at the southern entry to the Valsassina Valley. Here congestion is heavy, especially with trucks (18,000-20,000 equivalent vehicles) during the week and private tourist vehicles at the weekends. The regional centre is the city of Lecco, placed about 10 km outside the test area. The access for private traffic to the regional centre is quite good for almost all the Municipalities, with journey times mostly under 40 minutes, and 45 minutes from Esino, Pagnona and Premana. The public transport network offers 5 main bus routes and one rail line along the lake:  The regional rail link from Milan to Valtellina stops every hour at the towns in the Riviera section of the MC. Varenna, Bellano and Colico are also served every two hours by fast trains;  Valsassina has three bus routes: o The D35 connects all main centres with Lecco. Frequency is roughly hourly between Lecco and Barzio and about every two hours between Barzio and Moggio and between Barzio and Taceno. o The D27 climbs from the lake (Bellano) up to Premana following the deep gorge of the Pioverna river. In Bellano it is possible to catch the train to Lecco and Milan. In Taceno there is a connection (not always available) with the D35 to Barzio and Lecco. Service is concentrated in the school and commuter rush hours. o The D26 is a commuter link connecting Bellano to Vendrogno on the other side of the Pioverna.  The Valvarrone area is reached by the D25 route from Dorio and Esino Lario by the D21 from Varenna, both focused on commuters and, in summer, tourists. The current network fails to fully cover such a complex territory as the MC Valsassina and Valvarrone. Experiments have been made with on demand services to provide missing connections like the one with Morterone, Italy‘s smallest municipality. Meanwhile, connections between buses and trains in Varenna, Bellano and Dorio need to be improved to reduce journey times to key destinations like Colico and Lecco. Public transport access to Lecco is thus rather difficult from more than half the municipalities, especially where a connection is involved. The journey takes at least 80 minutes from 8 centres: Crandola Valsassina (80 min.), Esino Lario (89 min.), Introzzo (109 min.), Pagnona (83 min.), Premana (90 min.), Sueglio (101 min.), Tremenico (116 min.), Vendrogno (89 min.) and Vestreno (93 min.). The travel times to the regional centre are on average 39 minutes by individual traffic and 65 minutes by public transit.

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4.2.4. Test Area 3 Alta Valtellina

Alta Valtellina is served by road only. The regional centre is the city of Sondrio, placed about 50 km outside the test area. The main road axis is the national SS 38 which connects Sondrio and Bormio. Other roads from Bormio reach the remaining municipalities and, in summer, the high passes (Stelvio, Umbrail and Gavia) to Switzerland and Alto Adige-Süd Tirol. All public transport in Alta Valtellina is by bus. Links with regional and international (to Switzerland) railways is at the town of Tirano, outside the MC. Here, passengers to Sondrio must change from bus to train, with at least a 20 minute wait for a connection. Trains from Tirano to Sondrio run every two hours with additional services in commuting hours. Bormio is the hub of the bus network in Alta Valtellina:  The A70 route goes to Tirano every two hours on average, with additional trips for commuting;  The A72 to Livigno runs roughly 4 trips a day to meet commuting needs;  The A73 makes around 5 runs a day to the Valfurva valley;  The villages scattered around the Bormio plain and the Valdidentro municipality are connected by additional local and urban lines and further seasonal services are added for tourists. Alta Valtellina is situated in the heart of the mountains and far from the cities. Journey times to the regional centre are therefore long whether by private or public transport. Car journeys to Sondrio range from a minimum 60 minutes from Sondalo to a maximum 88 minutes from Livigno. The same trip by bus and train is at least 30% longer. Nevertheless this is still better than the other case studies, due to the fast train link between Tirano and Sondrio, On the other hand, the journey from Livigno or Valfurva to Sondrio is 2.5 times longer than by private car mainly due to the extra change in Bormio. The travel times to the regional centre are on average 77 minutes by individual traffic and 141 minutes by public transit.

4.3. Situation Information and Communication Technology (ICT): Internet

4.3.1. Lombardia Region

Approximately 700,000 residents in Lombardia, mainly in low density areas, are excluded from the spending plans of the broadband operators. This situation will now be largely compensated by major funding by the Region of around 200 million euro to deliver broadband to 95% of the population.

4.3.2. Test Area 1 Valli del Luinese

All the municipalities in Valli del Luinese have broadband access, but there are no data available on private internet usage.

4.3.3. Test Area 2 Valsassina

The municipalities fall into two groups: 13 have almost complete broadband access (private broadband access: 75-100%); for 15 municipalities no data is available. Between 5 and 9% of the residents in municipalities with broadband internet access use internet.

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4.3.4. Test Area 3 Alta Valtellina

Alta Valtellina will be served by Wi-Max broadband wireless technology by the year 2010. Another plan has been drawn up to cable the valley – with the use of existing electricity lines – and provide a broadband network for the main centres.

4.4. Situation Every day Needs: Food Stores

The data refers to food shops of all sizes (including supermarkets and shopping centres).

4.4.1. Overview Lombardia Region

The overall Density of Groceries in Lombardia stands at 316 persons per shop. The province of Sondrio has a rather better index (189), while the Lecco and Varese indexes are worse (363 and 332).

4.4.2. Test Area 1 Valli del Luinese

Valli del Luinese has a Density of Groceries of 318 persons, similar to the regional and provincial average. The situation is particularly critical in Brissago Valtravaglia where there are no groceries at all. In Grantola there is only one grocery for the 1,265 inhabitants, but the town is very small and no-one needs to walk more that 250 m to reach it. Castelveccana has two groceries (one is a supermarket) and access is 1,025 inhabitants per food shop, but it is quite close to Porto Valtravaglia, which has 6 shops. Montegrino has 700 inhabitants per shop and is rather isolated from other villages.

4.4.3. Test Area 2 Valsassina

The MC of Valsassina, with its 161 shops, 1 for every 204 inhabitants, has a very good Density of Groceries. Crandola Valsassina (266 inh.), Introzzo (128 inh.) and Morterone (36 inh.) have no groceries at all. While Crandola is only 1.5 km from food shops and supermarket in the bordering municipality of Margno, Introzzo is further away from the shops in Sueglio, and Morterone is further still from the closest shops in Ballabio and Brumano (BG). Perledo has the highest index (919) and the access is made more difficult by the mountain terrain. Varenna, Margno, Barzio, Tremenico and Moggio have the best situation with the lowest number of people per shop (respectively 85, 94, 99, 101 and 103).

4.4.4. Test Area 3 Alta Valtellina

In spite of its geographic and settlement structure, in Alta Valtellina Density of Groceries (122 people per shop) is better than the Lombardia average (316). Access is particularly good in Livigno (partly due to its special tax status) with one shop for every 51 people, followed by Bormio (104). Sondalo and Valfurva have similar levels around 240 and Valdidentro (288) is still better than the regional average. By contrast, Valdisotto has rather poor food access (568 persons per shop).

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4.5. Assessment of Services of General Interest– Barriers and Main Problems

4.5.1. Barriers and Main Problems: Public Transport

If we take a look at public transport use in the Test Areas, it is clear that it is used almost exclusively by school children and in some places, such as Alta Valtellina, by tourists. In effect, the widespread use of private vehicles is made possible by the relatively low traffic congestion – with some exceptions – and by the adequate incomes of resident working people. The environmental impact of such heavy use of private transport is high in a few key parts of these fragile territories, like Bormio, the Foscagno Pass or on minor roads between Luino and Ponte Tresa which are crowded with frontalieri commuters. Moreover, the weaknesses of public transport affect that marginal section of the population that cannot afford to buy a car because of age or income, the elderly who live alone, children after school hours, seasonal workers from distant regions or abroad. Sometimes the problems are due to a lack of funding to subsidise the PT operators. In some cases a change in the way the PT do business is called for. The main issues in access to SGIs to be answered are the following:  Better co-ordination of PT schedules;  Improved interchange connections: park&ride, bus+bus, bus+rail;  More flexible PT to reach all main SGIs – social services, government offices, health facilities, shops – while current routes focus mainly on school services;  Faster PT connections where feasible.

4.5.2. Barriers and Main Problems: ICT

All the Italian Test Areas are achieving a satisfactory level of ICT offering all citizens high-speed Internet connections by conventional ―cabled‖ broadband or the new Wi-Max wireless technology. The tariffs for a standard connection are not a barrier, but problems of connectivity still exist. The availability of ICT does not mean that the cultural barrier has been overcome. Many inhabitants of remote villages have yet to benefit from the opportunities afforded by the Web as a way to stay in touch with the outside world (e.g. by promoting handcraft products or services for tourists).

4.5.3. Barriers and Main Problems: Every Day

The Density of Groceries is better overall in Alta Valtellina, largely because of Livigno‘s special tax status and tourism. The situation is more critical in Valsassina. Although the average index is 204 people, three villages have no shops at all and in some places the terrain makes it difficult to them except by car. In Valli del Luinese all municipalities (apart from Brissago) have at least one shop, but there are six which have over 400 people per grocery.

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

Good Practice Form N.1 - ON CALL PUBLIC TRANSPORT SERVICE

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Locality / Region / Country

Valsassina MC / Lombardia / Italy.

3. Territorial level / extent

10 Municipalities (see long version for details)

4. Target Groups a) Inhabitants and tourists in a small village in Valsassina, Morterone (36 inh), difficult to reach by local public transport. b) Users of the Health District in c) Inhabitants and tourists shopping in Valsassina 5. Basic Idea / Aims / How it works a) An ‗on call‘ public transport service for a remote destination. The aim is to provide a public transport service for areas with access difficulties with a view to slowing depopulation. The service is available throughout the year and is booked by calling the provider the day before (by 12.00). There are 2 trips per day to and from Ballabio and Morterone. The service connects with the D35 extra-urban valley route in Ballabio. b) An ‗on call‘ public transport service for the Health District of Introbio. The aim is to provide people without private vehicles with a transport service for health reasons. The service to and from the Introbio Health District runs on Wednesday and Friday (annual weekday service) and can be booked by calling the Municipality of Margno by 12.00 the previous day. Departure is at 08.45 from the Town Hall of Margno and the precise arrival time at the bus stop is communicated by the operator. A round trip ticket costs €1. c) A public transport service to weekly street markets in Valsassina towns. It is an additional free service for the months of July and August when there are greater numbers of tourists. The aim is to satisfy the demand for public transport to Valsassina markets, providing an alternative to private cars and a service for tourists and residents. In July and August there are round trips to Valsassina centres on specific market days. The service is free and fully funded by the Province of Lecco. 6. Why it is considered innovative

It is an ‗on call‘ service tailored to local needs. Municipalities play a part in managing the services and allow the use of school bus vehicles (for the health district service).

7. Start / How long it has been running a) The service is renewable on an annual basis depending on funding from the Province of Lecco. b) 2007-2011 (trial period). c) Since 2007 the initiative has been organised every summer and is renewed depending on available funds from the Province of Lecco. 8. Costs / Funding a) €23,000 to buy the minibus. The annual running cost is €23,000 funded by the Province (€16,000), the Region (€5,000) and the Consorzio Bacino Imbrifero Montano (€2,000). b) The initial cost is the purchase of the minibus (€80,000); €60,000 funded by the Province of Lecco. Annual running costs are charged to the Municipalities. c) The initial costs of €10,000 and annual running costs of €10,000 are funded by the Province. 9. Transferability to other regions / conditions for a transfer (Please give your estimation 1) good 2) medium 3) not transferable

Medium

10. More information (website, contact person)

. Municipality of Morterone, Phone: 0341/531191 E-mail: comunedimorterone@.morterone.lc.it

. Municipality of Margno – Secretary, Phone 0341840049 Fax 0341840791 e-mail: [email protected]

. Province of Lecco, Phone 0341 295454, Fax 034295422, e-mail: [email protected]

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Good Practice Form N.2 – TIME SCHEDULING AND PLANNING STUDY

1. Public Service Domain(s) involved

ICT Public transport Every day needs

X Others: access to public services

2. Locality / Region / Country

Valli del Luinese MC / Lombardia / Italy.

3. Territorial level / extent

16 Municipalities, 33,000 inhabitants.

4. Target groups

Local institutions (Municipalities, Mountain Communities, the Province) and representatives of economic and social stakeholders.

5. Basic idea / Aims / How it works

A feasibility study aimed at highlighting the shortage of public services in relation to local demand. It is proposed as a basis for discussion of municipal and supra-municipal policy with public and private stakeholders.

The study summarises social needs and the legislative framework. It describes the territorial context and examines in depth living standards, jobs and demographic aspects, and the supply and demand for training and municipal services. The document sums up past problems, priorities and possible measures to remedy the most critical situations.

The study involves data research and analysis.

6. Why it is considered innovative

The study takes into account an evaluation of living conditions and the availability of SGIs across the area and highlights the most critical aspects.

7. Start / How long it has been running

The study took 12 months and has concluded.

8. Costs / Funding

Initial costs: €12,000 – €9,600.

annual running costs: none, the study is complete.

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

Good.

10. More information (website, contact person)

Planning and development service – Comunità Montana Valli del Luinese – Via Collodi 4 – 21016 Luino (VA), Phone 0332/536520 fax 0332/536498 e-mail [email protected]

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Good Practice Form N.3 - “Alta Rezia Mobility”

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Locality / Region / Country

Alta Valtellina MC / Lombardia / Italy. Engadina Valley / Altarezia / Switzerland.

3. Territorial level / extent

Italy – Alta Valtellina, Province of Sondrio; Switzerland – Engadina Valposchiavo.

4. Target groups

Tourists.

5. Basic idea / Aims / How it works An electronic card to give tourists visiting the Alta Rezia region a quick and easy way to book and pay for public transport, parking and events online. The starting point was a consolidated agreement between ski cablecar operators, using existing technologies to create a common skipass — the "Multipass Alta Rezia" — valid all over Alta Valtellina and Alta Engadina. The same card can also be used to pay for other services such as public transport, parking, museums, sport centres, restaurants and events, just like a credit card. A further goal of the ―Alta Rezia mobility‖ project was to promote sustainable mobility and cut down the use of private vehicles. The project represents an example of transport integration between Valtellina, Valposchiavo and Engadina. A special website was also created (www.mtbus.it) for online booking and payment of airport shuttle tickets. The system is based on an e-card with two microchips, each able to work with one or other of two IT systems SkiData and Access. Meanwhile shops and providers signed a separate agreement allowing use of the card which was then extended to airport shuttle transfers and on-line travel booking.

6. Why it is considered innovative

The main innovative features are:

1) the use of technology to integrate a range of services in a single system;

2) the use of internet booking.

7. Start / How long it has been running

3 years (2003-2005).

8. Costs / Funding Total cost € 411,264.35; Inter regional IT-CH Initiative funded 66%. €1,000 a year for updates to the web site funded by the Alta Valtellina MC

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

Good.

10. More information (website, contact person) Silvio Baroni – Comunità Montana Alta Valtellina Via Roma 1 – 23032 BORMIO SO. Phone 0342 912311 Fax 0342 912321 E-mail: [email protected]

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6. Conclusion and Outlook on Pilot Activities

6.1. Conclusions on the Regional Level

Lombardia, the most populated and the fourth largest Region in Italy, is one of the most industrialised and produces one fifth of Italy's GDP.

Lombardia has scarcely populated mountain areas (13% of the total population) due to internal migration to the highly industrialised areas. This phenomenon is declining slightly thanks to the recent growth of tourism especially in Alta Valtellina.

Transportation is one of the main problems in the pilot areas, since vehicle ownership is very high especially in the mountain areas that are not efficiently served by public transport.

Major funding by the Region of around 200 million euro will deliver broadband to 95% of the population.

Food shop access is very good.

Valli del Luinese

The Valli del Luinese MC can be divided into two big zones:

1) the municipalities along the lake shore to Luino, together with the Valtravaglia

2) the inner mountain areas of Veddasca, and Dumentina valley with the northern lakeside towns.

Valtravaglia from Luino (the main town in the MC) to Varese (where the MC SGIs are located) is characterised by a good accessibility to private traffic and bus due to the presence of the major road connecting the valley with the lake. The southern lakeside area is also quite easy to reach thanks to the railway line and the main roads.

In these two areas, especially in southern Valtravaglia closer to Varese, the population is younger than the provincial average and is growing faster. This area contains municipalities with the highest number of firms per inhabitant and lake tourism is more developed.

Valveddasca and Valdumentina present the worst situation in terms of accessibility. These two valleys are in the northern part of the MC and are rather isolated, connected only by winding local roads. These areas, like the northern lake shore, are characterised by depopulation and ageing probably due to their distance from major centres. These towns have seen the sharpest decline in the number of businesses and the lowest maximum population ratio since there is little tourism and no job attractors. Many people commute to other towns for work and transportation problems are severe. About 10% of the resident MC population and almost 15% of the working population are ―frontalieri‖ (cross-border commuters) to Switzerland where salaries are higher.

Luino is the main node of the MC‘s public transport network and is well connected to all MC municipalities and to the regional centre Varese. While journey times to Luino from the other municipalities are acceptable, public transport to Varese is far slower than private car, especially when a change in Luino is necessary.

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To improve access to the area the MC has commissioned a Time Scheduling and Planning study aimed at highlighting the shortage of public services in relation to local demand. The document sums up past problems, priorities and possible measures to remedy the most critical situations concerning public transport or specific mobility problems such as that of the frontalieri.

The pilot action will try to reduce the reliance of frontalieri on private cars, recommending sustainable forms of transport through the creation of a MC mobility manager. The MC mobility manager will study the needs of particular categories of commuters and design innovative services to satisfy niche demand in low density areas (extension of trial dial-a-bus services already tested on a voluntary basis by some public operators; car sharing schemes, car pooling pilot projects, etc.). These measures should be backed up by administrative regulations and incentives (e.g. providing practical and marketing support to companies and public bodies).

One of the more innovative aspects of the project is the fact that the study does not concentrate on any specific destination, but rather focuses on the area of origin, and tries to understand commuter travel patterns to various destinations in Switzerland. The Pilot action will be implemented in co-operation with the bordering Swiss Region: here a plan ―www.liberalauto.ch‖ started recently to introduce mobility management in the enterprises where the frontalieri work.

Another innovation concerns the organisational aspects: besides the creation of a mobility manager for a specific mountain area, it is important to stress that his function is stronger than that of the conventional area mobility managers, who were established by the Italian law only in the polluted urban areas to co-ordinate the Company Mobility Managers. Here, the MC mobility manager must play a significant and proactive role, examining the habits of specific target groups in order to propose solutions. The MC mobility manager should be recruited from the Regional Decentralised Office, the Province and MC technicians to further the involvement of the local authorities and promote a more durable transfer of know-how.

Valsassina

The Valvarrone, Northern Valsassina and Val d'Esino municipalities are those with the most critical situation in terms of accessibility. The main problems are related to public transport and to the high incidence of commuting to more economically developed nearby towns.

Accessibility in Valvarrone is the worst: the valley‘s shape only allows one local road which runs from Lake Como to the last village in the valley. For this reason, the towns in Valvarrone are particularly subject to depopulation and population ageing. While the number of firms in the MC as a whole remained practically unchanged between 1991 and 2001, the higher mountain municipalities have seen a noticeable decline.

Access by public transport, in particular to the regional centre Lecco where the main SGIs are located, is fairly difficult from almost all municipalities in Valvarrone, Northern Valsassina and Val d'Esino, due to the long journey times and infrequent service.

With the exception of Southern Valsassina and some municipalities of Valvarrone and Riviera, the elderly share of the population is high (30-40%) or very high (over 40%).

The Riviera area is the most accessible, partly due to the presence of the railway. Southern Valsassina has good accessibility, both by bus and by private car, thanks to the presence of the provincial highway that runs down the valley to Lecco and journey times by bus might even be reduced. As a result the Southern Valsassina and Riviera municipalities, but also Premana, enjoy more favourable demographic and economic circumstances. The population is stable or rising and there are more firms and business growth is positive.

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These municipalities have more compact and less dispersed residential centres and they attract commuters and tourists.

An on-demand bus service has been implemented to mitigate the isolation of Morterone (Italy‘s smallest municipality). A second example of good practice is on-call transport for patients of the Introbio Health District funded jointly by the Province and the Municipalities using school transport vehicles. Finally, free public transport to weekly street markets in Valsassina during July and August is another example of good practice in the Valsassina MC with funding from the Province of Lecco.

On the other hand, there is still need for improvement in connections between buses and trains: public transport to Lecco is quite difficult in more than half of the municipalities, especially where a connection is involved.

Manufacturing (especially metalworking) is one of the most important sectors and generates mobility especially towards certain municipalities where about 70% of the 4,000 manufacturing jobs in Valsassina are found.

The pilot action is thus concentrated on MC mobility management, and aims, through a similar approach to the one used in Valli del Luinese, to reduce manufacturing workers‘ reliance on private cars. The MC mobility manager will be trained to develop a mobility plan for these commuters informing and motivating people to change their travelling behaviors. The pilot action will benefit of the above mentioned good practices experienced in the past in delivering flexible public transport especially for people living in remote areas.

Alta Valtellina

The Alta Valtellina MC is composed of six high mountain municipalities with populations ranging from 2,700 and 5,700 inhabitants spread over an extended area.

The majority (70%) of the population of the MC live in towns with more than 500 inhabitants and 64% live in centres of more than 1,000. On the other hand there are many smaller settlements in the mountains, over 20 with permanent residents and a further 30 with only a seasonal population.

In Alta Valtellina the old-dependency ratio is lower than the regional and provincial average while the young- dependency ratio is higher. The economy is based on tourism and commerce and business growth is positive in all municipalities.

Livigno‘s situation (strong population growth and a young population structure) is obviously due to its special tax status and to tourism. Together with Livigno, Bormio is the most tourism based municipality. It provides all major services, except for the MC‘s only hospital which is located in Sondalo. Despite these public services, both Bormio and Sondalo are losing inhabitants and the population is ageing, probably due to the high cost of housing. The number of firms is rising in both municipalities and they attract a lot of commuters from the southern areas (Valdisotto, Valdidentro and Valfurva), where the population is increasing and house prices are lower.

The PT network enables people to reach Bormio from the other towns with acceptable journey times, but it is rather difficult to reach the regional centre Sondrio. Moreover travel times by car are affected by congestion between Tirano and Sondrio. Travelling from Bormio on public transport, passengers have to change in Tirano, where the railway begins, but they do benefit from the higher speed of the trains. Journey times to

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Sondrio get longer from the more remote municipalities due to the need for two changes (at Bormio and Tirano).

The main issues for mobility in this MC are the road network and the mountain terrain, as well as the heavy vehicle flows in the main tourist resorts during the skiing season.

One example of good practice to facilitate mobility is ―Alta Rezia Mobility‖, a service for the Alta Rezia region which allows tourists to use a single e-payment card for public transport, parking, on-line booking and events.

It is also important to note that there are several little villages in the mountains with tourist facilities which must be reached every day by commuters.

This is why the pilot activity sets out to tackle the mobility problems of tourism employees, creating, as in the other test areas, the figure of an MC mobility manager charged with rationalising commuting journeys, promoting the use of public transport and endorsing the introduction of innovative transport systems, such as demand responsive services.

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6.2. Outlook on Pilot Activities

Pilot Activity 1: Creation of a mobility manager for a mountain area: application to the case of cross-border commuters in Valli del Luinese

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

In Valli del Luinese many local residents travel every day to work in Switzerland, where salaries are higher. It is also common for Swiss people to live in Italy and work in Switzerland because of lower house prices. These people are known as ―frontalieri‖ and they represent about 10% of the resident population and almost 15% of the working population in all Municipalities. Frontalieri commuters almost exclusively use private vehicles, since public transport on these routes is inefficient, and traffic on roads to Switzerland is therefore highly congested.

The pilot action aims to reduce the reliance on cars of frontalieri, 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 on sustainable mobility strategies who will help developing travel plans.

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

The idea of the Pilot Action was developed together with local stakeholders (the Valli del Luinese MC, the Province of Varese and Regional Decentralised Office administrators) over several meetings and various contacts.

In the following months all local stakeholders will take part both to the planning and to the delivering of the pilot action.

A communication and participation strategy will be implemented during all the testing period to involve the target groups of users.

The Pilot action will be implemented in co-operation with the bordering Swiss Ticino Region: here a plan ―www.liberalauto.ch‖ started recently to introduce mobility management in the enterprises where the frontalieri work.

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

In 1998 a Decree introduced in Italy the figure of the Company Mobility Manager (CMM), compulsory for all companies and local authorities with more than 300 employees, and the figure of an Area Mobility Manager (AMM). Specifically, the CMM designs the company transport plan for home-to-work journeys while the AMM organises mobility management initiatives at municipal or provincial level.

Their task is to rationalise commuting trips, promote the use of collective public transport and endorse the introduction of innovative transport systems, such as demand responsive services.

These figures are typical of metropolitan contexts where big companies are located, but they are rarely found in isolated areas where the firms are smaller and more scattered.

The innovativeness of the pilot project consists in the extension of the figure of AMM to an MC area.

The idea is to study the needs of particular categories of commuters to put in place innovative services able to satisfy ―niche‖ demand in low density areas (extension of experimental dial-a-bus services already tested on a voluntary basis by some public operators; car sharing schemes, car pooling pilot projects, etc.) but also in the field of administrative rules and regulations and support for incentives like giving practical and marketing support to companies and public bodies.

The innovation also consists in the fact that the analysis will not concentrate on a specific destination, but on an area of origin. Using a specific survey the project will try to understand frontalieri travel

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patterns to various destinations in Switzerland.

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

The innovation is also organisational: the traditional Area Mobility Manager has only a co-ordination role towards the Company Mobility Managers. In this case, the MC Mobility Manager should be more active in studying specific target groups‘ habits in order to introduce solutions.

The project involves the Regional Decentralised Office, the Province and the MC, so this role can be covered by a local technician who could be identified at one of these levels.

During the Access Project this person will be trained in mobility management and a variety of activities, including conducting surveys and possible solutions.

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

Within the timeframe of ACCESS the MC mobility manager will be established, trained and then involved in an specific action aimed to improve the mobility of the cross-border commuters.

In 2010 a travel plan will be developed, together with the person appointed as the MC mobility manager: an employer-based package of alternative travel options to the car which also suggests ways to use the car more efficiently for work travel and commuting.

The travel plan will begin by gathering key information about frontalieri travel habits through a survey. The findings of the survey will then inform the choice of action.

At the beginning of 2011, the implementation of the travel plan will start: for example, a web site might be created to give information to frontalieri about public transport facilities or car-pooling options, there will be negotiations with public transport providers to provide better services to the work sites, but also with Swiss companies to allocate priority parking spaces for carpoolers.

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

The MC mobility manager will be chosen among the existing employed personnel. The operating costs of specific actions will be supported by synergies and by local, regional and European funds related to the implemented projects.

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

The problems faced by this pilot action exist also in other low density and mountain areas in Lombardia and the method developed and implemented for frontalieri could be applied to other categories, like the elderly people who has to reach the hospitals or the tourists.

Therefore, the flexible approach and the development of a common methodological tool (the MC mobility manager) for all the test areas will make it easier to transfer this experience to the other low density contexts in Lombardia.

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Pilot Activity 2: Creation of a mobility manager for a mountain area: application to the case of manufacturing commuters in Valsassina

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

In the Valsassina MC manufacturing (especially metalworking) is, together with commerce, the most important sector (21% of businesses in the territory in 2001).

Almost half of all firms are concentrated in three towns, Premana (28%), Colico (14%) and Primaluna (11%), while about 70% of the 4,000 manufacturing jobs in Valsassina are in 4 Municipalities (Colico, 22%, Premana 19%, Cortenova 14% and Primaluna 12%).

The pilot action 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 on sustainable mobility strategies who will help develop travel plans.

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

The idea of the Pilot Action was developed together with local stakeholders (the MC of Valsassina, the Province of Lecco and Regional Decentralised Office administrators) over several meetings and various contacts.

In the following months all local stakeholders will take part both to the planning and to the delivering of the pilot action.

A communication and participation strategy will be implemented during all the testing period to involve the target groups of users.

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

As explained for the Pilot Activity 1, a first innovation is to use the mobility management approach in the mountain low density areas.

Secondly, the idea is to study the needs of particular categories of commuters to put in place innovative services able to satisfy ―niche‖ demand in low density areas (extension of experimental dial-a-bus services already tested on a voluntary basis by some public operators; car sharing schemes, car pooling pilot projects, etc.) but also in the field of administrative rules and regulations and support for incentives like giving practical and marketing support to companies and public bodies.

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

The innovation is also organisational: the traditional Area Mobility Manager has only a co-ordination role towards the Company Mobility Managers. In this case, the MC Mobility Manager should be more similar to the CMM, more active in studying specific target group‘s habits in order to propose solutions.

The project involves the Regional Decentralised Office, the Province and the MC, so this role can be covered by a local technician who could be identified at one of these levels.

During the Access Project this person will be trained in mobility management and a variety of activities, including conducting surveys and possible solutions.

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

Within the timeframe of ACCESS the MC mobility manager will be established, trained and then involved in an specific action aimed to improve the mobility of the manufactory commuters of

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Valsassina.

In 2010 a travel plan will be developed, together with the person chosen as future mobility manager: an employer-based package of alternative travel options to the car which also suggests ways to use the car more efficiently for in-work travel and commuting.

The travel plan 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 then inform the choice of action.

At the beginning of 2011, the implementation of the travel plan will start: for example, there will be negotiations with public transport providers to provide better services to the work sites, but also with companies to allocate priority parking spaces for carpoolers or to give transport facilities (like transport tickets or reduced fees for transport, or specific forms of transport for employees).

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

The MC mobility manager will be chosen among the existing employed personnel. The operating costs of specific actions will be supported by synergies and by local, regional and European funds related to the implemented projects.

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

The problems faced by this pilot action exist also in other low density and mountain areas in Lombardia and the method developed and implemented for the manufacturing commuters could be applied to other categories, like the elderly people who has to reach the hospitals or the tourists.

Therefore, the flexible approach and the development of a common methodological tool (the MC mobility manager) for all the test areas will make it easier to transfer this experience to the other low density contexts in Lombardia.

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Pilot Activity 3: Creation of a mobility manager for a mountain area: application to the case of tourism sector commuters in Alta Valtellina

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

With its 104 hotels and an average 2,362 overnight stays, Alta Valtellina's economy is mainly based on tourism and the most business activities are linked to this sector.

75% of the population is concentrated in the main towns, but there are also around 50 little villages in the mountains with tourism facilities which commuters have to reach every day, especially during the tourist season.

The pilot action 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 on sustainable mobility strategies who will help developing travel plans.

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

The idea of the Pilot Action was developed together with local stakeholders (MC of Alta Valtellina, the Province of Sondrio and Regional Decentralised Office administrators) over several meetings and various contacts.

In the following months all local stakeholders will take part both to the planning and to the delivering of the pilot action.

A communication and participation strategy will be implemented during all the testing period to involve the target groups of users.

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

As explained for the Pilot Activity 1, a first innovation is to use the mobility management approach in the mountain low density areas.

Secondly, the idea is to study the needs of particular categories of commuters to put in place innovative services able to satisfy ―niche‖ demand in low density areas (extension of experimental dial-a-bus services already tested on a voluntary basis by some public operators; car sharing schemes, car pooling pilot projects, etc.) but also in the field of administrative rules and regulations and support for incentives like giving practical and marketing support to companies and public bodies.

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

The innovation is also organisational: the traditional Area Mobility Manager has only a co-ordination role towards the Company Mobility Managers. In this case, the MC Mobility Manager should be more active in studying specific target groups‘ habits in order to introduce solutions.

The project involves the Regional Decentralised Office, the Province and the MC, so this role can be covered by a local technician who could be identified at one of these levels.

During the Access Project this person will be trained in mobility management and a variety of activities, including conducting surveys and possible solutions.

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

Within the timeframe of ACCESS the MC mobility manager will be established, trained and then

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involved in an specific action aimed to improve the mobility of the people working in tourism.

In 2010 a travel plan will be developed, together with the person chosen as future mobility manager: an employer-based package of alternative travel options to the car which also suggests ways to use the car more efficiently for work travel and commuting.

The travel plan will start by gathering key information about tourism employees‘ travel habits through a survey. The findings of the survey will then inform the choice of action.

During the second year the chosen actions will be implemented: for example there will be negotiations with public transport providers to provide better services to the work site, but also with companies to allocate priority parking spaces for carpoolers or to give transport facilities (like transport tickets or reduced fees for transport, or specific forms of transport for employees).

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

The MC mobility manager will be chosen among the existing employed personnel. The operating costs of specific actions will be supported by synergies and by local, regional and European funds related to the implemented projects.

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

The problems faced by this pilot action exist also in other low density and mountain areas in Lombardia and the method developed and implemented for the workers in tourism could be applied to other categories, like the elderly people who has to reach the hospitals or the tourists.

Therefore, the flexible approach and the development of a common methodological tool (the MC mobility manager) for all the test areas will make it easier to transfer this experience to the other low density contexts in Lombardia.

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7. Appendix I: Good Practice Examples

Good Practice Form 1a - ON CALL PUBLIC TRANSPORT SERVICE

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Target group

Inhabitants and tourists in a small village in Valsassina, Morterone, difficult to reach by local public transport.

3. Territorial level or extent

Link between the municipality of Morterone and the municipality of Ballabio.

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

The service is renewable on an annual basis depending on funding from the Province of Lecco.

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

An ‗on call‘ public transport service for a remote destination.

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

The aim is to provide a public transport service for areas with access difficulties with a view to slowing depopulation.

7. Who was the initiator?

Province of Lecco in collaboration with municipality of Morterone.

8. How does it work / function?

The service is available throughout the year and is booked by calling the provider the day before (by 12.00). There are 2 trips per day to and from Ballabio and Morterone. The service connects with the D35 extra-urban valley route in Ballabio.

9. Who is the provider?

Municipality of Morterone.

10. Why is it considered innovative?

It is an ‗on call‘ service tailored to local needs.

11. Has the provision required special institutional arrangements?

No.

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

€23,000 to buy the minibus.

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

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The annual running cost is €23,000 funded by the Province (€16,000), the Region (€5,000) and the Consorzio Bacino Imbrifero Montano (€2,000).

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

No.

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

Data on service use.

16. Future plans

The goal is to confirm the service.

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

Medium.

18. Do you think that this good practice is transferable to other public service domains? (Please give your estimation 1) good 2) medium 3) not transferable)

Medium.

19. Contact information

Municipality of Morterone

Phone: 0341/531191

E-mail: [email protected]

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Good Practice Form N.1b - ON CALL PUBLIC TRANSPORT SERVICE TO HEALTH DISTRICT

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Target group

Users of the Health District of Introbio.

3. Territorial level or extent

Several Municipalities in Valsassina: Margno, Taceno, Crandola Valsassina, Cortenova, Parlasco, Primaluna, Introbio.

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

2007-2011 (trial period).

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

The idea is to provide an ‗on call‘ public transport service for the Health District of Introbio. The municipality of Margno, in collaboration with the Province of Lecco and other municipalities of the valley, manages the calls.

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

The aim is to provide people without private vehicles with a transport service for health reasons.

7. Who was the initiator?

Municipalities of Margno, Taceno, Crandola Valsassina and Province of Lecco.

8. How does it work / function?

The service to and from the Introbio Health District runs on Wednesday and Friday (annual weekday service) and can be booked by calling the Municipality of Margno by 12.00 the previous day. Departure is at 08.45 from the Town Hall of Margno and the precise arrival time at the bus stop is communicated by the operator. A round trip ticket costs €1.

9. Who is the provider?

Municipality of Margno

10. Why is it considered innovative?

It is an ‗on call‘ public transport service managed by the Municipalities who allow the use of the same vehicles used for school buses.

11. Has the provision required special institutional arrangements?

No.

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

The initial cost is the purchase of the minibus (€80,000); €60,000 funded by the Province of Lecco.

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

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Annual running costs are charged to the Municipalities.

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

A low level of take-up of the service.

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

Data show limited use of the service.

16. Future plans

To be evaluated at the end of the trial period (2011).

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

Good.

18. Do you think that this good practice is transferable to other public service domains? (Please give your estimation 1) good 2) medium 3) not transferable)

Good.

19. Contact information

Municipality of Margno – Secretary

Phone 0341840049

Fax 0341840791

e-mail: [email protected]

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Good Practice Form N.1c - STREET MARKET PUBLIC TRANSPORT SERVICE

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Target group

Inhabitants and tourists that go shopping in Valsassina.

3. Territorial level or extent

Municipalities of Valsassina: Casargo, Introbio, Pasturo, Moggio, Margno, Primaluna, Barzio, Taceno, Premana.

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

Since 2007 the initiative has been organised every summer and is renewed depending on available funds from the Province of Lecco.

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

A public transport service to weekly street markets in Valsassina towns. It is an additional free service for the months of July and August when there are greater numbers of tourists.

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

The aim is to satisfy the demand for public transport to Valsassina markets, providing an alternative to private cars and a service for tourists and residents.

7. Who was the initiator?

Province of Lecco, department of Transport.

8. How does it work / function?

In July and August there are round trips to Valsassina centres on specific market days. The service is free and fully funded by the Province of Lecco.

9. Who is the provider?

Province of Lecco, local Transport company (Lecco Trasporti).

10. Why is it considered innovative?

The additional service is very popular, it revitalises markets in small centres and provides a service for tourists without cars.

11. Has the provision required special institutional arrangements?

No.

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

€10,000 funded by the Province.

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

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€10,000 funded by the Province.

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

No

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

Data show a good level of use of the service

16. Future plans

To maintain the service.

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

Good.

18. Do you think that this good practice is transferable to other public service domains? (Please give your estimation 1) good 2) medium 3) not transferable)

Good.

19. Contact information

Province of Lecco

Phone 0341 295454

Fax 034295422

e-mail: [email protected]

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Good Practice Form N.2 - TIME SCHEDULING AND PLANNING STUDY

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Target group

Local institutions (Municipalities, Mountain Communities, the Province) and representatives of economic and social stakeholders.

3. Territorial level or extent

16 Municipalities, 33,000 inhabitants.

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

The study took 12 months and has concluded.

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

A feasibility study aimed at highlighting the shortage of public services in relation to local demand. It is proposed as a basis for discussion of municipal and supra-municipal policy with public and private stakeholders.

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

The study summarises social needs and the legislative framework. It describes the territorial context and examines in depth living standards, jobs and demographic aspects, and the supply and demand for training and municipal services. The document sums up past problems, priorities and possible measures to remedy the most critical situations.

7. Who was the initiator?

Comunità Montana Valli del Luinese.

8. How does it work / function?

By data research and analysis.

9. Who is the provider?

The MC through Lombardia Region, ERDF Objective 2 – 2000-2006 Action 2.5.

10. Why is it considered innovative?

The study takes into account an evaluation of living conditions and the availability of SGIs across the area and highlights the most critical aspects.

11. Has the provision required special institutional arrangements?

No.

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

Initial costs: €12,000 – €9,600.

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

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None, the study is complete.

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

Analysis has identified 4 main issues:

- Mobility: many citizens cannot use public transport to go to work or to school: 28% critical commuting situations in 50% of municipalities;

- Lack of services: e.g. only one bank is open on Saturday morning;

- Municipal offices: in 38% of Municipalities office opening hours do not suit the employees;

- Commerce: shops in historic centres have disappeared, there are few open markets and not sufficient for the residents or tourists.

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

The ACCESS project should provide an opportunity to develop new solutions.

16. Future plans

To be evaluated.

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

Good.

18. Do you think that this good practice is transferable to other public service domains? (Please give your estimation 1) good 2) medium 3) not transferable)

Medium.

19. Contact information

Planning and development service – Comunità Montana Valli del Luinese – Via Collodi 4 – 21016 Luino (VA)

Phone 0332/536520

fax 0332/536498

e-mail [email protected]

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Good Practice Form N.3 “Alta Rezia Mobility”

1. Public Service Domain(s) involved

ICT x Public transport Every day needs

Others:

2. Target group

Tourists.

3. Territorial level or extent

Italy – Alta Valtellina, Province of Sondrio; Switzerland – Engadina Valposchiavo.

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

3 years (2003-2005).

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

An electronic card to give tourists visiting the Alta Rezia region a quick and easy way to book and pay for public transport, parking and events online.

6. Background / main reasons for implementation of this particular service and how did the operation emerge: The starting point was a consolidated agreement between ski cablecar operators, using existing technologies to create a common skipass — the "Multipass Alta Rezia" — valid all over Alta Valtellina and Alta Engadina. The same card can also be used to pay for other services such as public transport, parking, museums, sport centres, restaurants and events, just like a credit card. A further goal of the ―Alta Rezia mobility‖ project was to promote sustainable mobility and cut down the use of private vehicles. The project represents an example of transport integration between Valtellina, Valposchiavo and Engadina. A special website was also created (www.mtbus.it) for online booking and payment of airport shuttle tickets.

7. Who was the initiator?

Italy: Comunità Montana Alta Valtellina - Comunità Montana Valtellina di Tirano - Associazione Impianti a Fune Alta Valtellina - Consorzio Turistico Alta Valtellina Bormio. Switz.: Oberengadiner Bergbahnen AGOB/ENGADINferien - Ente Turistico Valposchiavo - Ferrovia Retica/Räthische Bahn.

8. How does it work / function?

The system is based on an e-card with two microchips, each able to work with one or other of two IT systems SkiData and Access. Meanwhile shops and providers signed a separate agreement allowing use of the card which was then extended to airport shuttle transfers and on-line travel booking.

9. Who is the provider?

Metelcom A.G. of Coira (CH) for the e-card, Tinext Italia of Gallarate (VA) for commercialisation.

10. Why is it considered innovative?

The main innovative features are:

1) the use of technology to integrate a range of services in a single system;

2) the use of internet booking.

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11. Has the provision required special institutional arrangements?

No.

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

Total cost € 411,264.35; Inter regional IT-CH Initiative funded 66%.

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

€1,000 a year for updates to the web site funded by the Alta Valtellina MC

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

Technological difficulties and high implementation costs of a two-chip card have caused service interruption.

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

Currently the card is not working. However, the airport transfer is increasingly popular.

16. Future plans

The basic idea should be implemented using standard technologies and instruments. The advantages of the e-card are obvious to tourism operators as it makes transactions easier and enables them to monitor tourist behaviour.

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

Good.

18. Do you think that this good practice is transferable to other public service domains? (Please give your estimation 1) good 2) medium 3) not transferable)

Good.

19. Contact information

Comunità Montana Alta Valtellina

Via Roma 1 – 23032 BORMIO SO

Phone 0342 912311

Fax 0342 912321

E-mail: [email protected]

Regional Intermediate Report page -50- Lombardia Region

8. Appendix II: Figures, Maps (resolution on municipality level) and Statistical Data

Figure 1 Distinct natural zones in Lombardia Region (Source: Lombardia Region, 2001)

Figure 2 Mountain communities in Lombardia Region and localization of test areas (Source: Lombardia Region, 2001)

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Figure 3 The Provinces in Lombardia Region (Source: Lombardia Region, 2001)

Figure 4 Municipalities by demographic size in Lombardia Region (Source: Lombardia Region, 2003)

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Figure 5 Valli del Luinese orography (Source: CM Valli del Luinese, 2008)

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Figure 6 Valsassina orography (Source: CM Valsassina, 2008)

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Figure 7 Alta Valtellina orography (Source: CM Alta Valtellina, 2009)

Figure 8 Valleys of MC of Valli del Luinese (Source: www. ilvaresotto.it)

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Figure 9 Valleys of MC of Valsassina (Source: www. valsassina.it)

Figure 10 Valleys of MC of Alta Valtellina (Source: www.alta-valtellina.it)

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Test Area 1: Valli del Luinese – Maps 1/6

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Test Area 1: Valli del Luinese – Maps 2/6

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Test Area 1: Valli del Luinese – Maps 3/6

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Test Area 1: Valli del Luinese – Maps 4/6

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Test Area 1: Valli del Luinese – Maps 5/6

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Test Area 1: Valli del Luinese – Maps 6/6

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Test Area 2: Valsassina – Maps 1/6

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Test Area 2: Valsassina – Maps 2/6

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Test Area 2: Valsassina – Maps 3/6

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Test Area 2: Valsassina – Maps 4/6

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Test Area 2: Valsassina – Maps 5/6

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Test Area 2: Valsassina – Maps 6/6

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Test Area 3: Alta Valtellina – Maps 1/6

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Test Area 2: Alta Valtellina – Maps 2/6

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Test Area 2: Alta Valtellina – Maps 3/6

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Test Area 2: Alta Valtellina – Maps 4/6

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Test Area 2: Alta Valtellina – Maps 5/6

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Test Area 2: Alta Valtellina – Maps 6/6

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Social Data – Age Patterns

population resident households area development population

1997-2007 2007 2007 2007

percent persons number sq. km

Indicator 1 POP_ACT HOHO_ACT AREA_ACT

Lombardia 0.78 9,642,406 4,132,818 23,862.85

Province of Varese 0.70 863,099 358,118 1,198.71

Province of Lecco 0.85 331,607 135,164 816.17

Province of Sondrio 0.25 181,338 75,240 3,211.90

Comunità Montana Valli del Luinese 0.36 33,734 15,151 180.40

Agra 0.74 405 186 3.04

Brezzo di Bedero 1.66 1,098 494 8.22

Brissago-Valtravaglia 2.90 1,215 458 6.32

Castelveccana 0.64 2,050 949 20.95

Curiglia con Monteviasco -2.43 185 99 11.30

Dumenza 0.77 1,410 627 18.49

Germignaga 0.84 3,807 1,696 6.17

Grantola 1.41 1,265 514 2.07

Luino -0.13 14,238 6,432 20.95

Maccagno -0.74 1,998 951 16.95

Mesenzana 2.05 1,415 580 4.91

Montegrino Valtravaglia 1.80 1,399 614 10.26

Pino sulla Sponda del Lago Maggiore -1.79 230 116 7.11

Porto Valtravaglia 0.00 2,442 1,123 16.00

Tronzano Lago Maggiore -0.18 270 125 11.04

Veddasca -2.05 307 187 16.62

Comunità Montana Valsassina 0.69 32,870 14,625 368.80

Barzio 0.15 1,291 616 21.35

Regional Intermediate Report page -75- Lombardia Region

Social Data – Age Patterns

population resident households area development population

1997-2007 2007 2007 2007

percent persons number sq. km

Indicator 1 POP_ACT HOHO_ACT AREA_ACT

Bellano -0.08 3,289 1,562 11.31

Casargo -0.54 852 405 20.26

Cassina Valsassina 0.40 485 242 2.64

Colico 1.55 7,203 3,164 35.30

Cortenuova 0.40 1,311 530 7.11

Crandola Valsassina -0.44 266 128 9.05

Cremeno 3.10 1,328 613 13.19

Dervio -0.14 2,736 1,251 11.70

Dorio 0.81 360 167 12.68

Esino Lario -0.79 774 379 18.66

Introbio 1.69 1,791 789 25.61

Introzzo -1.18 128 64 3.81

Margno -0.13 375 170 3.72

Moggio 0.75 513 249 13.41

Morterone 0.87 36 22 13.47

Pagnona -1.02 419 169 8.96

Parlasco -0.74 143 69 2.98

Pasturo 1.23 1,904 766 22.14

Perledo 0.04 919 460 12.53

Premana 0.28 2,283 792 33.72

Primaluna 1.66 2,110 842 22.82

Sueglio -2.54 145 79 4.22

Taceno 1.82 535 237 3.67

Tremenico -3.10 201 103 8.88

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Social Data – Age Patterns

population resident households area development population

1997-2007 2007 2007 2007

percent persons number sq. km

Indicator 1 POP_ACT HOHO_ACT AREA_ACT

Varenna -0.11 852 420 11.22

Vendrogno 0.35 320 191 11.67

Vestreno 1.01 301 146 2.72

Comunità Montana Alta Valtellina 0.39 24,296 9,379 896.72

Bormio -0.32 4,072 1,712 41.81

Livigno 1.86 5,680 1,911 210.79

Sondalo -0.79 4,364 1,877 96.08

Valdidentro 0.50 4,029 1,554 244.41

Valdisotto 0.87 3,410 1,298 88.38

Valfurva -0.11 2,741 1,027 215.25

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Social Data – Age Patterns

Old-age Young-age Population Population dependency dependency _old _young ratio ratio (above 64) (under 15)

2007 2007 2007 2007

percent percent persons persons

Indicator 2a Indicator 2b POP_OLD POP_YOUN

Lombardia 30 21 1,914,881 1,338,204

Province of Varese 31 21 174,386 118,013

Province of Lecco 29 22 64,416 47,403

Province of Sondrio 30 21 35,683 25,387

Comunità Montana Valli del Luinese 34 19 7,438 4,193

Agra 51 15 125 36

Brezzo di Bedero 28 21 204 158

Brissago-Valtravaglia 18 22 158 191

Castelveccana 35 20 462 266

Curiglia con Monteviasco 36 13 45 16

Dumenza 30 17 286 164

Germignaga 33 20 813 500

Grantola 23 26 195 218

Luino 36 18 3,355 1,660

Maccagno 38 17 486 217

Mesenzana 23 20 227 201

Montegrino Valtravaglia 26 21 244 201

Pino sulla Sponda del Lago Maggiore 38 16 57 24

Porto Valtravaglia 40 20 612 305

Tronzano Lago Maggiore 33 14 60 26

Veddasca 58 5 109 10

Comunità Montana Valsassina 32 21 6,859 4,451

Barzio 39 21 313 168

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Social Data – Age Patterns

Old-age Young-age Population Population dependency dependency _old _young ratio ratio (above 64) (under 15)

2007 2007 2007 2007

percent percent persons persons

Indicator 2a Indicator 2b POP_OLD POP_YOUN

Bellano 36 18 767 388

Casargo 45 19 234 97

Cassina Valsassina 31 21 99 66

Colico 27 20 1,336 959

Cortenuova 29 24 250 204

Crandola Valsassina 38 16 65 28

Cremeno 27 23 237 202

Dervio 40 18 696 309

Dorio 40 19 90 44

Esino Lario 36 20 180 99

Introbio 28 23 330 274

Introzzo 52 19 39 14

Margno 23 18 62 48

Moggio 41 19 132 60

Morterone 52 19 11 4

Pagnona 38 15 104 42

Parlasco 23 14 24 15

Pasturo 26 24 326 307

Perledo 51 16 281 89

Premana 27 29 398 422

Primaluna 23 24 329 350

Sueglio 43 9 41 9

Taceno 25 24 89 86

Tremenico 57 7 70 9

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Social Data – Age Patterns

Old-age Young-age Population Population dependency dependency _old _young ratio ratio (above 64) (under 15)

2007 2007 2007 2007

percent percent persons persons

Indicator 2a Indicator 2b POP_OLD POP_YOUN

Varenna 34 16 192 92

Vendrogno 48 13 96 26

Vestreno 35 21 68 40

Comunità Montana Alta Valtellina 24 25 3,875 4,112

Bormio 29 23 780 612

Livigno 10 33 404 1,307

Sondalo 37 20 1,036 551

Valdidentro 23 25 627 676

Valdisotto 25 26 562 589

Valfurva 25 20 466 377

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

Commuters Commuters Maximum coming to leaving for Annual Over Population work from work to Night Stays in Ratio another another Tourism Municipality Municipality - 2002 2002 2005

percent persons persons number

Indicator 3 WORK_IN WORK_OUT OVNSTAY_T

Lombardia n.a. n,a, n,a, 26,529,201

Province of Varese n.a. n,a, n,a, 1,114,518

Province of Lecco n.a. n,a, n,a, 478,460

Province of Sondrio n.a. n,a, n,a, 2,287,910

Comunità Montana Valli del Luinese 92 5,550 8,376 87,254

Agra 104 113 98 0

Brezzo di Bedero 88 176 306 1,065

Brissago-Valtravaglia 92 277 373 0

Castelveccana 74 61 585 212

Curiglia con Monteviasco 78 0 42 51

Dumenza 82 106 364 332

Germignaga 78 530 1,370 0

Grantola 84 274 475 0

Luino 104 3,246 2,720 24,590

Maccagno 95 110 351 55,264

Mesenzana 85 159 365 0

Montegrino Valtravaglia 75 17 370 3,307

Pino sulla Sponda del Lago Maggiore 102 62 59 875

Porto Valtravaglia 91 373 604 1,394

Tronzano Lago Maggiore 47 11 156 164

Veddasca 67 35 137 0

Comunità Montana Valsassina 96 4,903 6,943 229,041

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

Commuters Commuters Maximum coming to leaving for Annual Over Population work from work to Night Stays in Ratio another another Tourism Municipality Municipality - 2002 2002 2005

percent persons persons number

Indicator 3 WORK_IN WORK_OUT OVNSTAY_T

Barzio 83 190 432 7,928

Bellano 94 396 617 10,905

Casargo 88 112 217 1,822

Cassina Valsassina 89 69 122 651

Colico 105 1,457 1,263 56,577

Cortenuova 119 444 210 6,610

Crandola Valsassina 86 11 53 2,140

Cremeno 83 92 325 4,841

Dervio 96 348 544 34,831

Dorio 100 54 98 16,072

Esino Lario 87 13 132 7,805

Introbio 88 370 580 1,247

Introzzo 86 0 19 239

Margno 101 34 40 3,260

Moggio 84 39 123 1,613

Morterone 103 3 2 0

Pagnona 76 22 121 52

Parlasco 60 14 71 0

Pasturo 88 199 428 1,110

Perledo 96 109 164 8,093

Premana 100 182 190 455

Primaluna 101 522 498 92

Sueglio 68 0 46 0

Regional Intermediate Report page -82- Lombardia Region

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

Commuters Commuters Maximum coming to leaving for Annual Over Population work from work to Night Stays in Ratio another another Tourism Municipality Municipality - 2002 2002 2005

percent persons persons number

Indicator 3 WORK_IN WORK_OUT OVNSTAY_T

Taceno 103 133 189 25,832

Tremenico 60 0 80 46

Varenna 85 53 280 36,727

Vendrogno 90 8 39 93

Vestreno 89 29 61 0

Comunità Montana Alta Valtellina 121 4,023 3,449 1,630,130

Bormio 167 2,094 479 406,305

Livigno 145 350 154 862,185

Sondalo 116 1,170 497 15,456

Valdidentro 92 137 790 121,925

Valdisotto 90 225 689 47,475

Valfurva 89 46 840 176,784

Regional Intermediate Report page -83- Lombardia Region

B Socio-Economic Data – Economic Structure

Number of Most actual Development of Enterprises 10 Number of Enterprises years before actual Enterprises census

1991-2001 2001 1991

percent number number

Indicator 4 ENT_ACT ENT_BACK

Lombardia 2.53 858,868 666,582

Province of Varese 1.75 71,720 60,201

Province of Lecco 1.74 27,716 23,291

Province of Sondrio 1.32 15,452 13,539

Comunità Montana Valli del Luinese 1.07 2,380 2,139

Agra 2.34 24 19

Brezzo di Bedero 1.16 64 57

Brissago-Valtravaglia 1.61 74 63

Castelveccana 0.20 99 97

Curiglia con Monteviasco 0.61 17 16

Dumenza -0.19 52 53

Germignaga 1.64 265 225

Grantola 2.46 87 68

Luino 0.93 1,165 1,062

Maccagno 1.82 126 105

Mesenzana 1.14 111 99

Montegrino Valtravaglia 4.78 71 44

Pino sulla Sponda del Lago Maggiore -1.28 22 25

Porto Valtravaglia -0.25 160 164

Tronzano Lago Maggiore 4.31 20 13

Veddasca -2.32 23 29

Comunità Montana Valsassina 0.07 3,045 3,024

Barzio -0.18 168 171

Regional Intermediate Report page -84- Lombardia Region

B Socio-Economic Data – Economic Structure

Number of Most actual Development of Enterprises 10 Number of Enterprises years before actual Enterprises census

1991-2001 2001 1991

percent number number

Indicator 4 ENT_ACT ENT_BACK

Bellano -1.50 266 309

Casargo -1.34 84 96

Cassina Valsassina 0.19 53 52

Colico 1.34 653 571

Cortenuova 0.90 116 106

Crandola Valsassina -1.25 15 17

Cremeno 2.62 117 90

Dervio 1.22 227 201

Dorio 3.68 26 18

Esino Lario -2.46 86 110

Introbio 0.76 177 164

Introzzo -3.63 16 23

Margno 1.52 64 55

Moggio -2.27 51 64

Morterone -1.54 6 7

Pagnona -4.38 20 31

Parlasco -1.05 9 10

Pasturo -0.88 141 154

Perledo 0.15 69 68

Premana -1.56 248 290

Primaluna 0.00 183 183

Sueglio -1.05 18 20

Taceno 1.00 63 57

Tremenico 1.25 17 15

Regional Intermediate Report page -85- Lombardia Region

B Socio-Economic Data – Economic Structure

Number of Most actual Development of Enterprises 10 Number of Enterprises years before actual Enterprises census

1991-2001 2001 1991

percent number number

Indicator 4 ENT_ACT ENT_BACK

Varenna 0.79 92 85

Vendrogno 5.68 30 17

Vestreno -2.88 30 40

Comunità Montana Alta Valtellina 0.89 2,441 2,234

Bormio 2.02 700 572

Livigno 0.14 712 702

Sondalo 0.31 263 255

Valdidentro 1.30 303 266

Valdisotto 0.72 216 201

Valfurva 0.37 247 238

Regional Intermediate Report page -86- Lombardia Region

C Spatial Data - Settlement

local local population population settlement settlement living in living in concentration concentration compact compact ratio above ratio above settlements settlements 500 1,000 above 500 above 1,000 2001 2001 2001 2001

percent percent persons persons

Indicator 5a Indicator 5b SETT_L500 SETT_L1000

Lombardia n.a. n.a. n.a. n.a.

Province of Varese n.a. n.a. n.a. n.a.

Province of Lecco n.a. n.a. n.a. n.a.

Province of Sondrio n.a. n.a. n.a. n.a.

Comunità Montana Valli del Luinese 77 70 25,933 23,645

Agra 0 0 0 0

Brezzo di Bedero 67 20 732 215

Brissago-Valtravaglia 36 36 442 442

Castelveccana 65 65 1,333 1,333

Curiglia con Monteviasco 0 0 0 0

Dumenza 59 0 828 0

Germignaga 94 94 3,561 3,561

Grantola 93 93 1,181 1,181

Luino 93 86 13,253 12,310

Maccagno 82 82 1,629 1,629

Mesenzana 79 79 1,112 1,112

Montegrino Valtravaglia 6 6 85 85

Pino sulla Sponda del Lago Maggiore 0 0 0 0

Porto Valtravaglia 73 73 1,777 1,777

Tronzano Lago Maggiore 0 0 0 0

Veddasca 0 0 0 0

Comunità Montana Valsassina 79 74 25,942 24,273

Regional Intermediate Report page -87- Lombardia Region

C Spatial Data - Settlement

local local population population settlement settlement living in living in concentration concentration compact compact ratio above ratio above settlements settlements 500 1,000 above 500 above 1,000 2001 2001 2001 2001

percent percent persons persons

Indicator 5a Indicator 5b SETT_L500 SETT_L1000

Barzio 91 91 1,180 1,180

Bellano 95 95 3,125 3,125

Casargo 80 80 681 681

Cassina Valsassina 91 91 442 442

Colico 83 83 6,004 6,004

Cortenuova 94 94 1,234 1,234

Crandola Valsassina 0 0 0 0

Cremeno 40 40 531 531

Dervio 100 100 2,742 2,742

Dorio 90 90 325 325

Esino Lario 97 0 754 0

Introbio 83 83 1,489 1,489

Introzzo 0 0 0 0

Margno 93 93 350 350

Moggio 82 82 419 419

Morterone 0 0 0 0

Pagnona 0 0 0 0

Parlasco 0 0 0 0

Pasturo 86 86 1,645 1,645

Perledo 58 0 537 0

Premana 99 99 2,256 2,256

Primaluna 88 88 1,850 1,850

Sueglio 0 0 0 0

Regional Intermediate Report page -88- Lombardia Region

C Spatial Data - Settlement

local local population population settlement settlement living in living in concentration concentration compact compact ratio above ratio above settlements settlements 500 1,000 above 500 above 1,000 2001 2001 2001 2001

percent percent persons persons

Indicator 5a Indicator 5b SETT_L500 SETT_L1000

Taceno 0 0 0 0

Tremenico 0 0 0 0

Varenna 44 0 378 0

Vendrogno 0 0 0 0

Vestreno 0 0 0 0

Comunità Montana Alta Valtellina 70 64 16,928 15,569

Bormio 97 97 3,952 3,952

Livigno 74 74 4,217 4,217

Sondalo 64 64 2,809 2,809

Valdidentro 63 29 2,528 1,169

Valdisotto 57 57 1,943 1,943

Valfurva 54 54 1,479 1,479

Regional Intermediate Report page -89- Lombardia Region

C Spatial Data – Individual Traffic and Public Transport

Regional Regional Maximum Reachability Reachability Public Frequency Public Individual Traffic Transit Traffic

2009 2009 2009

minutes minutes number

Indicator 6a Indicator 6b Indicator 7

Lombardia

Province of Varese

Province of Lecco

Province of Sondrio

Comunità Montana Valli del Luinese: 39 65 12 regional centre Varese

Agra 49 83 4

Brezzo di Bedero 38 73 5

Brissago-Valtravaglia 31 60 1

Castelveccana 44 78 6

Curiglia con Monteviasco 56 103 3

Dumenza 44 75 4

Germignaga 36 49 17

Grantola 26 39 17

Luino 38 53 17

Maccagno 45 103 7

Mesenzana 29 40 17

Montegrino Valtravaglia 32 122 3

Pino sulla Sponda del Lago Maggiore 54 111 7

Porto Valtravaglia 43 87 6

Tronzano Lago Maggiore 54 111 7

Veddasca 60 106 2

Comunità Montana Valsassina: 31 49 15

Regional Intermediate Report page -90- Lombardia Region

C Spatial Data – Individual Traffic and Public Transport

Regional Regional Maximum Reachability Reachability Public Frequency Public Individual Traffic Transit Traffic

2009 2009 2009

minutes minutes number

Indicator 6a Indicator 6b Indicator 7 regional centre Lecco

Barzio 24 38 18

Bellano 25 27 25

Casargo 36 71 5

Cassina Valsassina 26 43 11

Colico 35 43 25

Cortenuova 25 51 11

Crandola Valsassina 35 80 2

Cremeno 25 35 18

Dervio 27 52 16

Dorio 29 56 15

Esino Lario 45 89 1

Introbio 27 38 11

Introzzo 34 109 4

Margno 35 67 5

Moggio 27 45 9

Morterone 36 -

Pagnona 45 83 3

Parlasco 29 62 1

Pasturo 23 32 11

Perledo 36 63 1

Premana 45 90 5

Primaluna 30 42 11

Sueglio 36 101 4

Regional Intermediate Report page -91- Lombardia Region

C Spatial Data – Individual Traffic and Public Transport

Regional Regional Maximum Reachability Reachability Public Frequency Public Individual Traffic Transit Traffic

2009 2009 2009

minutes minutes number

Indicator 6a Indicator 6b Indicator 7

Taceno 30 55 11

Tremenico 38 116 4

Varenna 32 22 25

Vendrogno 35 89 5

Vestreno 32 93 4

Comunità Montana Alta Valtellina 74 141 6 regional centre Sondrio

Bormio 77 102 10

Livigno 88 217 3

Sondalo 59 97 3

Valdidentro 84 128 9

Valdisotto 72 97 10

Valfurva 80 182 3

Regional Intermediate Report page -92- Lombardia Region

C Spatial Data – Every Day Needs and ICT

Density of Private Private Groceries by Number of Broadband Internet Resident Groceries Access Usage Population

- 2008 2009 2009

Index number percent percent

Indicator 8 FOOD_SHO Indicator 9a Indicator 9b

Lombardia 316 30,496 n.a. n.a.

Province of Varese 332 2,598 n.a. n.a.

Province of Lecco 363 914 n.a. n.a.

Province of Sondrio 189 958 n.a. n.a.

Comunità Montana Valli del Luinese 318 106 100 n.a.

Agra 203 2 100 n.a.

Brezzo di Bedero 366 3 100 n.a.

Brissago-Valtravaglia 0 0 100 n.a.

Castelveccana 1,025 2 100 n.a.

Curiglia con Monteviasco 185 1 100 n.a.

Dumenza 470 3 100 n.a.

Germignaga 381 10 100 n.a.

Grantola 1,265 1 100 n.a.

Luino 237 60 100 n.a.

Maccagno 500 4 100 n.a.

Mesenzana 202 7 100 n.a.

Montegrino Valtravaglia 700 2 100 n.a.

Pino sulla Sponda del Lago Maggiore 115 2 100 n.a.

Porto Valtravaglia 407 6 100 n.a.

Tronzano Lago Maggiore 270 1 100 n.a.

Veddasca 154 2 100 n.a.

Comunità Montana Valsassina 204 161 87 6

Barzio 99 13 n.a. n.a.

Regional Intermediate Report page -93- Lombardia Region

C Spatial Data – Every Day Needs and ICT

Density of Private Private Groceries by Number of Broadband Internet Resident Groceries Access Usage Population

- 2008 2009 2009

Index number percent percent

Indicator 8 FOOD_SHO Indicator 9a Indicator 9b

Bellano 219 15 n.a. n.a.

Casargo 122 7 100 8

Cassina Valsassina 243 2 n.a. n.a.

Colico 379 19 75 6

Cortenuova 262 5 n.a. n.a.

Crandola Valsassina 0 0 95 7

Cremeno 190 7 n.a. n.a.

Dervio 249 11 n.a. n.a.

Dorio 360 1 97 7

Esino Lario 129 6 n.a. n.a.

Introbio 163 11 92 6

Introzzo 0 0 100 8

Margno 94 4 n.a. n.a.

Moggio 103 5 98 7

Morterone 0 0 100 6

Pagnona 210 2 100 7

Parlasco 143 1 n.a. n.a.

Pasturo 190 10 n.a. n.a.

Perledo 919 1 n.a. n.a.

Premana 163 14 100 5

Primaluna 234 9 n.a. n.a.

Sueglio 145 1 n.a. n.a.

Taceno 268 2 n.a. n.a.

Tremenico 101 2 100 9

Regional Intermediate Report page -94- Lombardia Region

C Spatial Data – Every Day Needs and ICT

Density of Private Private Groceries by Number of Broadband Internet Resident Groceries Access Usage Population

- 2008 2009 2009

Index number percent percent

Indicator 8 FOOD_SHO Indicator 9a Indicator 9b

Varenna 85 10 n.a. n.a.

Vendrogno 320 1 100 9

Vestreno 151 2 98 7

Comunità Montana Alta Valtellina 122 199 n.a. n.a.

Bormio 104 39 n.a. n.a.

Livigno 51 111 n.a. n.a.

Sondalo 242 18 n.a. n.a.

Valdidentro 288 14 n.a. n.a.

Valdisotto 568 6 n.a. n.a.

Valfurva 249 11 n.a. n.a.

Regional Intermediate Report page -95- Lombardia Region

9. Appendix III: Data description and description of indicators

Description of ACCESS Statistical Data

ACCESS Statistical Data contains data about region, subregion(s) and local units refering to test area(s)

Data Definition

Description is following columns of Excel sheet

Obligatory content in boldface

NUTS_2 Identifier of NUTS_2 Region European Type

NUTS_3 Identifier of NUTS_3 Region European Type

DISTRICT Identifier of Political or Administration Unit between NUTS_3 and Local Unit Level

ASS_LAU Identifier of Political or Administration Association of Local Units

LAU_NAT Identifier of Local Unit National Type

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

NAME_NAT Name of Public Organisation National Type

Insert Census Year into next row below field name!

AREA_ACT Most actual Area Unit Square Kilometre 2 decimal places

POP_ACT Most actual Resident Population Unit Person

POP_BACK Resident Population 10 to 20 years before actual census Unit Person

POP_OLD Most actual Population elder than 64 years Unit Person

POP_YOUNG Most actual Poulation younger than 15 years Unit Person

HOHO_ACT Most actual Number of Households

POP_WORK_IN Commuters coming to work from another Municipality Unit Person

POP_WORK_OUT Commuters leaving for work to another Municipality Unit Person

OVNSTAY_TOUR Annual Over Night Stays in Tourism Unit Person

ENT_ACT Most actual Number of Enterprises (without agricultural ones)

ENT_BACK Number of Enterprises 10 to 20 years before actual census

POP_SETT_L500 Resident Population living in compact settlements larger 500 Inhabitants Unit Person

POP_SETT_L1000 Resident Population living in compact settlements larger 1.000 Inhabitants Unit Person

REACH_REG_IT Time to reach Regional Centre by motorized individual Traffic Unit Minutes

REACH_REG_PT Time to reach Regional Centre by Public Traffic Unit Minutes

FREQ_PTRAF Daily Departures of Public Bus at the best served Station (line-stops only in one direction)

Regional Intermediate Report page -96- Lombardia Region

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

ACCESS Indicators

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

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

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

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

A Social Indicators

Indicator 1 Population Development (Bevölkerungsentwicklung)

Annual average of the relative change in resident population for a time period of 10 – 20 years

POP_DEV = (fx LN POP_ACT – fx LN POP_BACK) / YEARS Percent 2 decimal places fx LN Logarithmus Naturalis

Indicator 2a Old-age Dependency Ratio (Altenquotient)

The ratio of the number of the most actual Population elder than 64 years generally economically inactive divided by the number of persons of working age (15 – 65 years).

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

Indicator 2b Young age Dependency Ratio (Jugendqoutient)

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

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

B Socio-economic Indicators

Indicator 3 Maximum Population Ratio (Quotient der Maximalbevölkerung)

The ratio of the total of resident and working population as well as the number of touristic overnight stays (entire year) divided by the number of the resident population.

POP_MAX_RATE = (POP_ACT + POP_WORK_IN – POP_WORK_OUT + OVNSTAY_TOUR / 365) / POP_ACT * 100 Percent 0 decimal places

Regional Intermediate Report page -97- Lombardia Region

Indicator 4 Development of Enterprises (Entwicklung von Unternehmen)

Average annual change in the number of enterprises (not including farms) for a time period of 10 – 20 years.

ENT_DEV = (fx LN ENT_ACT – fx LN ENT_BACK) / YEARS Percent 2 decimal places

C Spatial Indicators

Indicator 5a Settlement Concentration Ratio 500 (Siedlungskonzentration über 500 EW)

Ratio of the resident population living in compact settlements larger than 500 inhabitants divided by the most actual resident population.

SETT_CONC_L500 = POP_SETT_L500 / POP_ACT * 100 Percent 0 decimal places

Indicator 5b Settlement Concentration Ratio 1000 (Siedlungskonzentration 1.000 EW)

Ratio of the resident population living in compact settlements larger than 1.000 inhabitants divided by the most actual resident population.

SETT_CONC_L1.000 = POP_SETT_L1.000 / POP_ACT * 100 Percent 0 decimal places

Indicator 6a Regional Reachability Individual Traffic (Regionale Erreichbarkeit im Individualverkehr)

Time spent in order to reach the next regional center (appoint name in data set and if it is outside or inside of test area) by individual motorised traffic. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center.

REACH_REG_IT Minutes 0 decimal places

Indicator 6b Regional Reachability Public Transit (Regionale Erreichbarkeit im öffentlichen Personennahverkehr)

Time spent in order to reach the next regional center (appoint name in data set and if it is outside or inside of test area) by public transport. Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center.

REACH_REG_PT Minutes 0 decimal places

C Special Indicators (optional)

Indicator 7 Maximum Frequency Public Traffic (Maximale Bedienungsfrequenz im öffentlichen Nahverkehr)

Daily departures of public transport on best served stopping points (line stops only in one direction). Calculation of regional average is to weight on (local) resident population numbers without regard to that value of the regional center.

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

Indicator 9a Private Broadband Access (Breitband Zugang für Haushalte)

The ratio of the number of households with broad band access divided by the most actual number of households.

BBAND_PRVACC_RATE = HOHO_BBAND / HOHO_ACT * 100 Percent 0 decimal places

Indicator 9b Private Internet Usage (Internetnutzung durch Private)

Regional Intermediate Report page -98- Lombardia Region

The ratio of the population using internet divided by the most actual resident population.

INTERNET_PRVUSE_RATE = POP_INTUSE / POP_ACT * 100 Percent 0 decimal places

D Classification

Similar legend of classification

Indicator Very low low mean high very high

Color dark blue yellow pink red blue

Value Ranges 1 POP_DEV < -0,99 -0,99 to -0,25 -0,24 to 0,25 0,26 to 1,00 > 1,00 2a POP_OLD_R. < 21 21 - 25 26 -30 31 - 35 > 35 2b POP_YOUNG_R. < 16 16 - 20 21 - 25 26 - 30 > 30 3 POP_MAX_RATE < 75 75 - 94 95 - 109 110 - 150 > 150 4 ENT_DEV < -0,99 -0,99 to -0,00 -0,01 to 1,00 1,01 to 2,00 > 2,00 5a SETT_CONC_L500 < 21 21 - 40 41 - 60 61 - 80 > 80 5b SETT_CONC_L1.000 < 21 21 - 40 41 - 60 61 - 80 > 80 6a REACH_REG_IT > 59 59 - 45 44 - 30 29 - 15 14 – 0 6b REACH_REG_PT > 59 59 - 45 44 - 30 29 - 15 14 – 0 7 FREQ_PTRAF_MAX 0 1 - 6 7 - 12 13 - 24 > 24 8 DENS_GROC_POP 0 > 1.000 501 – 1.000 251 – 500 1 - 250 9a BBAND_PRVACC_R. 0 -19 20 - 39 40 - 59 60 - 79 80 - 100 9b I.NET_PRVUSE_R. 0 -19 20 - 39 40 - 59 60 - 79 80 - 100

Regional Intermediate Report page -99- Lombardia Region