THE AUTHOR RECONSIDERS PREVIOUS PAPERS PUBLISHED ON THE SUBJECT OF CONGESTION FROM THE ECONOMICS ... more THE AUTHOR RECONSIDERS PREVIOUS PAPERS PUBLISHED ON THE SUBJECT OF CONGESTION FROM THE ECONOMICS ANGLE, AND INDICATES RELATIONS BETWEEN ECONOMIC FACTORS AND FACTORS WHICH AFFECT JOURNEY TIMES IN URBAN AREAS. METHODS OF CALCULATING COSTS ARE GIVEN TOGETHER WITH AN INDICATION OF GAPS IN OFFICIAL STATISTICS ON URBAN TRANSPORT.
Matera as a Capital of Culture in 2019 is perhaps a unique opportunity to make the city fully acc... more Matera as a Capital of Culture in 2019 is perhaps a unique opportunity to make the city fully accessible and ensure that it can be, with its vast area, a linkage in the internal relations of the Basilicata regionas well as with neighbouring regions (Campania, Puglia and Calabria) in a Euro-Mediterranean perspective. A first step involves the efficiency of the railway line Bari-Matera, and the definition of road lines to connect Matera with the airports of Bari and Taranto. One could take advantage of the Gulf of Metaponto and the port of Policoro to establish ferry lines and routes of lesser tonnage cruise ships devoted to luxury cruises. The connection to Matera could be guaranteed by road shuttles. In the medium term, also taking advantage of the impetus gained thanks to the events linked to Matera Capital of Culture, the construction of a transverse axis between the Tyrrhenian sea and the Adriatic Sea intersecting with the perpendicular axis of the Ionian Sea (area of Metaponto and Taranto Port area) could be started. Such a configuration would allow Matera and the Basilicata region to strengthen its internal market and make the most of relations with neighbouring regions, following an overall logic correctly represented by Territorial Supply Chains.
For a long time the Mediterranean Sea has acquired a central role in world's goods transport,... more For a long time the Mediterranean Sea has acquired a central role in world's goods transport, which is set to strengthen in the next years thank to the doubling of the Suez Canal as well as to the expected increase of trade with North Africa. Within this framework, where the Euromediterranean model is taking root as opposed to the Eurocentric one, the Mezzogiorno arises, which is fully equipped with port facilities. The role of southern ports within the Euromediterranean model may be strengthened by Territorial Supply Chains, that allow to share steps of business processes and logistic services in the territories back to the ports, made functioning and suitable. Such line of economic policy aims at bridging the structural deficit of the logistic system of the Mezzogiorno, which strongly limits the potential for international economic development in the areas of prime southern productions. The setting-up of multiple Territorial Supply Chains can contribute substantially to let the Mezzogiorno separating from its persistent development gap, thus allowing to such area to become among the most advanced - a level it could aim at and could deserve.
Italy, after the recession that has produced the devastating effects of a sevenyear war, is start... more Italy, after the recession that has produced the devastating effects of a sevenyear war, is starting on a path of economic growth. These are the first signs of a recovery that urgently needs to increase its production capacity and significantly improve the competitiveness and productivity of the system, to consolidate and restart the entire system, and especially southern Italy, on a long path of development and territorial convergence. In such a context, the economic revival of the South cannot but go through a more dynamic interpretation of the conditions of strategic positioning within excellence networks for trade throughout the world. Attracting foreign production capital, stimulating and facilitating the return processes of Italian offshoring activities are a way to help recover development. How can we manage it, and where? Territorial Supply Chains proposed by SVIMEZ represent an instrument for the development of the economy and society of a large area. Territorial supply chains possibly concentrate downstream the common supply chain activities while strictly maintaining industrial processes upstream. Downstream these activities are concentrated in port areas, or better, inland, if existing, such as distriparks, logistics hubs, dedicated terminals, in terms of tax advantages derived, for example, from the creation of a Special Economic Zone following the example of many successful cases (some thousands globally but Poland, Morocco, China and the Netherlands stand out). The development of activities in the Mediterranean in the near future will be increasingly influenced by the initiatives launched by China and aimed at supporting the weight of its economy in the largest and richest world market, i.e. Europe. The Silk Road traced by the Chinese risks marginalizing the role of port facilities and Southern economy. A possible strategy to counter this dangerous drift is represented by the creation of corridors that are transversal to the Mediterranean basin that would pivot on the southern port system. The underlying theme of such strategy will be the concept of «transversality». In particular, we will refer to a series of multimodal/ co-modal corridors articulated on transversal itineraries and longitudinal itineraries that go across Italy and link it to Europe and Africa and which find the general reference pointin the maritime economy.
The industrial fractionation in offshoring has produced a gradual decentralization of Italian pro... more The industrial fractionation in offshoring has produced a gradual decentralization of Italian production with highly negative impacts on employment and, in some cases, it resulted in the loss of identity of well-established excellent goods. However, the increase in on-site labour costs and the lower quality of components, in addition to more and more incisive translog costs, are pushing businesses to come back to their countries in Europe and the USA, thus recording deep product and process innovations through the reengineering of manufacturing stages. But, with regard to Italy and to the South, some results are possible, among other things, also with special tax and financial incentives, especially towards the real economy, where transport and logistics markets represent the engine. Significant results could come from the logistical recovery of retroports, necessary to encourage investment attraction and the implementation of reshoring policies to return some or all of the made-in-Italy supply chains. To this end, the SVIMEZ has suggested Logistical Territorial Supply Chains, with access to the sea in corresponding commercial ports to boost export flows. But it is equally necessary the recovery of former industrial disused lands located near commercial ports to make them suitable for retroports-distripark-logistics districts or areas to store containers and rail vehicles using the sea economy. These industrial areas have high potential market values, if recovered as logistics districts, since the logistics real estate in Italy far exceeded the values of trade real estate and of the conventional industrial building.
In an increasingly integrated world, the traditional criteria for measuring imports and exports a... more In an increasingly integrated world, the traditional criteria for measuring imports and exports are no longer able to highlight the changes and the new geo-economic scenarios. It is increasingly the case that an object is manufactured in a Country, but the component parts come from all over the world. To better understand and calculate commercial trades it is necessary, therefore, to change the approach and track the value added by each Country at any point in this process. If, instead of simply calculating the global flows of goods and services every time they pass the borders, we consider how each good or service is actually referable to each Country, the numbers on commercial trades change a lot. Measuring logistic value using a macroeconomic approach, backed by the availability of quantitative data drawing from the databases of WTO (World Trade Organization), OECD and other supranational institutions, allows to give better traceability to supply chains in value-added processes w...
We exploit the integration of linear multi-fold Ground Penetrating Radar (GPR) techniques, magnet... more We exploit the integration of linear multi-fold Ground Penetrating Radar (GPR) techniques, magnetic gradiometry, resistivity measurements and seismic tomography for the high-resolution non-invasive study of archaeological sites. Tests of the proposed integrated procedure are shown from archaeological sites in Italy and Egypt. We perform in particular the integrated subsurface reconstruction of an Iron Age tumulus, the study of high contrast ruins in alluvial sediments, the identification of low contrast remains in a desert area. Multi-fold GPR datasets are processed using pre-stack wave equation based imaging, which effectively tackles the rapid lateral velocity variations that normally characterize archaeological sites. Further image enhancement is achieved by means of proprietary Wavelet Transform based algorithms to compute the instantaneous attributes of the radar trace. The subsurface models are further verified by means of comparison with numerical simulations by FDTD modelling algorithms. Test excavations finally validate all the results. The multi-fold datasets allow image enhancement and characterization of material properties not attainable by conventional GPR methods. In particular, the comparison of conventional and multi-fold data from the desert area gives evidence of the image enhancement attainable in hostile soil conditions. Velocity fields obtained from pre-stack velocity analysis provides further information on material properties. The subsurface model is further constrained by the results of seismic, resistivity and magnetic surveys. Joint interpretation of high resolution multi-fold GPR data, after pre-stack processing and imaging, and seismic tomography allows to constrain the subsurface model and classify the targets of potential archaeological interest in the case of the Iron Age Tumulus. Details of the inner structure are evidenced by the integrated interpretation of seismic and GPR data. In particular, location of the burial chamber and of a test pit dug by robbers correspond to high and low seismic velocity anomaly respectively, which are perfectly correlated with radar echoes after pre-stack migration. Multi-fold GPR further images the soil and gravel layers laid during the construction of the tomb. Integrated GPR, magnetic gradiometry and resistivity are used in the case of high contrast targets and provide an accurate subsurface reconstruction of buried foundations in sediments ranging from sandy to clayey loams. Resistivity pseudo-sections are in particular useful for the areal identification of contacts between soils and foundations while GPR time-slices and magnetic gradiometry provide detailed information about location and depth of the structures. The elusive low-contrast targets (mud-bricks in sandy loams) are effectively imaged by GPR, possibly due to porosity decrement and clay content increment in the mud-bricks. Localized magnetic anomalies are in this case correlated with furnaces and fireplaces and provide additional information about targets beyond reach of GPR.
THE AUTHOR RECONSIDERS PREVIOUS PAPERS PUBLISHED ON THE SUBJECT OF CONGESTION FROM THE ECONOMICS ... more THE AUTHOR RECONSIDERS PREVIOUS PAPERS PUBLISHED ON THE SUBJECT OF CONGESTION FROM THE ECONOMICS ANGLE, AND INDICATES RELATIONS BETWEEN ECONOMIC FACTORS AND FACTORS WHICH AFFECT JOURNEY TIMES IN URBAN AREAS. METHODS OF CALCULATING COSTS ARE GIVEN TOGETHER WITH AN INDICATION OF GAPS IN OFFICIAL STATISTICS ON URBAN TRANSPORT.
Matera as a Capital of Culture in 2019 is perhaps a unique opportunity to make the city fully acc... more Matera as a Capital of Culture in 2019 is perhaps a unique opportunity to make the city fully accessible and ensure that it can be, with its vast area, a linkage in the internal relations of the Basilicata regionas well as with neighbouring regions (Campania, Puglia and Calabria) in a Euro-Mediterranean perspective. A first step involves the efficiency of the railway line Bari-Matera, and the definition of road lines to connect Matera with the airports of Bari and Taranto. One could take advantage of the Gulf of Metaponto and the port of Policoro to establish ferry lines and routes of lesser tonnage cruise ships devoted to luxury cruises. The connection to Matera could be guaranteed by road shuttles. In the medium term, also taking advantage of the impetus gained thanks to the events linked to Matera Capital of Culture, the construction of a transverse axis between the Tyrrhenian sea and the Adriatic Sea intersecting with the perpendicular axis of the Ionian Sea (area of Metaponto and Taranto Port area) could be started. Such a configuration would allow Matera and the Basilicata region to strengthen its internal market and make the most of relations with neighbouring regions, following an overall logic correctly represented by Territorial Supply Chains.
For a long time the Mediterranean Sea has acquired a central role in world's goods transport,... more For a long time the Mediterranean Sea has acquired a central role in world's goods transport, which is set to strengthen in the next years thank to the doubling of the Suez Canal as well as to the expected increase of trade with North Africa. Within this framework, where the Euromediterranean model is taking root as opposed to the Eurocentric one, the Mezzogiorno arises, which is fully equipped with port facilities. The role of southern ports within the Euromediterranean model may be strengthened by Territorial Supply Chains, that allow to share steps of business processes and logistic services in the territories back to the ports, made functioning and suitable. Such line of economic policy aims at bridging the structural deficit of the logistic system of the Mezzogiorno, which strongly limits the potential for international economic development in the areas of prime southern productions. The setting-up of multiple Territorial Supply Chains can contribute substantially to let the Mezzogiorno separating from its persistent development gap, thus allowing to such area to become among the most advanced - a level it could aim at and could deserve.
Italy, after the recession that has produced the devastating effects of a sevenyear war, is start... more Italy, after the recession that has produced the devastating effects of a sevenyear war, is starting on a path of economic growth. These are the first signs of a recovery that urgently needs to increase its production capacity and significantly improve the competitiveness and productivity of the system, to consolidate and restart the entire system, and especially southern Italy, on a long path of development and territorial convergence. In such a context, the economic revival of the South cannot but go through a more dynamic interpretation of the conditions of strategic positioning within excellence networks for trade throughout the world. Attracting foreign production capital, stimulating and facilitating the return processes of Italian offshoring activities are a way to help recover development. How can we manage it, and where? Territorial Supply Chains proposed by SVIMEZ represent an instrument for the development of the economy and society of a large area. Territorial supply chains possibly concentrate downstream the common supply chain activities while strictly maintaining industrial processes upstream. Downstream these activities are concentrated in port areas, or better, inland, if existing, such as distriparks, logistics hubs, dedicated terminals, in terms of tax advantages derived, for example, from the creation of a Special Economic Zone following the example of many successful cases (some thousands globally but Poland, Morocco, China and the Netherlands stand out). The development of activities in the Mediterranean in the near future will be increasingly influenced by the initiatives launched by China and aimed at supporting the weight of its economy in the largest and richest world market, i.e. Europe. The Silk Road traced by the Chinese risks marginalizing the role of port facilities and Southern economy. A possible strategy to counter this dangerous drift is represented by the creation of corridors that are transversal to the Mediterranean basin that would pivot on the southern port system. The underlying theme of such strategy will be the concept of «transversality». In particular, we will refer to a series of multimodal/ co-modal corridors articulated on transversal itineraries and longitudinal itineraries that go across Italy and link it to Europe and Africa and which find the general reference pointin the maritime economy.
The industrial fractionation in offshoring has produced a gradual decentralization of Italian pro... more The industrial fractionation in offshoring has produced a gradual decentralization of Italian production with highly negative impacts on employment and, in some cases, it resulted in the loss of identity of well-established excellent goods. However, the increase in on-site labour costs and the lower quality of components, in addition to more and more incisive translog costs, are pushing businesses to come back to their countries in Europe and the USA, thus recording deep product and process innovations through the reengineering of manufacturing stages. But, with regard to Italy and to the South, some results are possible, among other things, also with special tax and financial incentives, especially towards the real economy, where transport and logistics markets represent the engine. Significant results could come from the logistical recovery of retroports, necessary to encourage investment attraction and the implementation of reshoring policies to return some or all of the made-in-Italy supply chains. To this end, the SVIMEZ has suggested Logistical Territorial Supply Chains, with access to the sea in corresponding commercial ports to boost export flows. But it is equally necessary the recovery of former industrial disused lands located near commercial ports to make them suitable for retroports-distripark-logistics districts or areas to store containers and rail vehicles using the sea economy. These industrial areas have high potential market values, if recovered as logistics districts, since the logistics real estate in Italy far exceeded the values of trade real estate and of the conventional industrial building.
In an increasingly integrated world, the traditional criteria for measuring imports and exports a... more In an increasingly integrated world, the traditional criteria for measuring imports and exports are no longer able to highlight the changes and the new geo-economic scenarios. It is increasingly the case that an object is manufactured in a Country, but the component parts come from all over the world. To better understand and calculate commercial trades it is necessary, therefore, to change the approach and track the value added by each Country at any point in this process. If, instead of simply calculating the global flows of goods and services every time they pass the borders, we consider how each good or service is actually referable to each Country, the numbers on commercial trades change a lot. Measuring logistic value using a macroeconomic approach, backed by the availability of quantitative data drawing from the databases of WTO (World Trade Organization), OECD and other supranational institutions, allows to give better traceability to supply chains in value-added processes w...
We exploit the integration of linear multi-fold Ground Penetrating Radar (GPR) techniques, magnet... more We exploit the integration of linear multi-fold Ground Penetrating Radar (GPR) techniques, magnetic gradiometry, resistivity measurements and seismic tomography for the high-resolution non-invasive study of archaeological sites. Tests of the proposed integrated procedure are shown from archaeological sites in Italy and Egypt. We perform in particular the integrated subsurface reconstruction of an Iron Age tumulus, the study of high contrast ruins in alluvial sediments, the identification of low contrast remains in a desert area. Multi-fold GPR datasets are processed using pre-stack wave equation based imaging, which effectively tackles the rapid lateral velocity variations that normally characterize archaeological sites. Further image enhancement is achieved by means of proprietary Wavelet Transform based algorithms to compute the instantaneous attributes of the radar trace. The subsurface models are further verified by means of comparison with numerical simulations by FDTD modelling algorithms. Test excavations finally validate all the results. The multi-fold datasets allow image enhancement and characterization of material properties not attainable by conventional GPR methods. In particular, the comparison of conventional and multi-fold data from the desert area gives evidence of the image enhancement attainable in hostile soil conditions. Velocity fields obtained from pre-stack velocity analysis provides further information on material properties. The subsurface model is further constrained by the results of seismic, resistivity and magnetic surveys. Joint interpretation of high resolution multi-fold GPR data, after pre-stack processing and imaging, and seismic tomography allows to constrain the subsurface model and classify the targets of potential archaeological interest in the case of the Iron Age Tumulus. Details of the inner structure are evidenced by the integrated interpretation of seismic and GPR data. In particular, location of the burial chamber and of a test pit dug by robbers correspond to high and low seismic velocity anomaly respectively, which are perfectly correlated with radar echoes after pre-stack migration. Multi-fold GPR further images the soil and gravel layers laid during the construction of the tomb. Integrated GPR, magnetic gradiometry and resistivity are used in the case of high contrast targets and provide an accurate subsurface reconstruction of buried foundations in sediments ranging from sandy to clayey loams. Resistivity pseudo-sections are in particular useful for the areal identification of contacts between soils and foundations while GPR time-slices and magnetic gradiometry provide detailed information about location and depth of the structures. The elusive low-contrast targets (mud-bricks in sandy loams) are effectively imaged by GPR, possibly due to porosity decrement and clay content increment in the mud-bricks. Localized magnetic anomalies are in this case correlated with furnaces and fireplaces and provide additional information about targets beyond reach of GPR.
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Papers by Ennio Forte