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Autostrade of Italy
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The autostrade (Italian: [ˌautoˈstraːde]; sg.: autostrada, Italian: [ˌautoˈstraːda]) are roads forming the Italian national system of motorways. The total length of the system is about 7,016 kilometres (4,360 mi), as of 30 July 2022.[1] There are also 13 motorway spur routes, which extend for 355 kilometres (221 mi).[2]
Most of the Italian motorways have two lanes per direction/carriageway, but 1,870.2 kilometres (1,162.1 mi) of the Italian motorway network have three lanes per direction/carriageway, 129 kilometres (80 mi) have four lanes per carriageway, and only 1.8 kilometres (1.1 mi) have five lanes per carriageway.[3] The density is of 22.4 kilometres (13.9 mi) of motorway for every 1,000 square kilometres (390 sq mi) of Italian territory.[4]
Italy was the first country in the world to build motorways reserved for fast traffic and motor vehicles only.[5][6] The Autostrada dei Laghi ('Lakes Motorway'), the first built in the world, connecting Milan to Lake Como and Lake Maggiore, and now forms the A8 and A9 motorways, was devised by Piero Puricelli and inaugurated in 1924.[6]
In northern and central Italy and in the southern regions of Campania and Apulia, the autostrade mainly consist of tollways managed by Autostrade per l'Italia, a holding company controlled by Cassa Depositi e Prestiti.[7][8] Other operators include ASTM, ATP, and Autostrade Lombarde in the north-west; Autostrada del Brennero, A4 Holding, Concessioni Autostradali Venete, and Autovie Venete in the north-east; Strada dei Parchi, SALT, SAT, and Autocisa in the center; and CAS in Sicily.
On Italian motorways, the toll applies to almost all motorways not managed by Anas. There are two types of toll systems used on the autostrade: the "closed motorway system" (toll based on the kilometres travelled) or the "open motorway system" (flat-rate toll).[9] Since a motorway could be managed by numerous operators, the toll is only requested when exiting the motorway and not when the motorway operator changes. This system was made possible following Article 14 of Law 531 of 12 August 1982.[10]
History
[edit]
_(14538830020).jpg)
The term autostrada was used for the first time in an official document from 1922 in which the engineer Piero Puricelli presented the project for the Autostrada dei Laghi ('Lakes Motorway'); with that term, it indicated those roads characterized by a straight path (as far as possible), without obstacles, characterized by a high achievable speed, passable only by motor vehicles (Italian: autoveicoli, hence the name) aimed at the rapid transport of goods and people.[11]
Italy was the first country in the world to build motorways reserved for fast traffic and for motor vehicles only.[5][6] The Autostrada dei Laghi ('Lakes Motorway'), the first built in the world, connecting Milan to Lake Como and Lake Maggiore, and now parts of the Autostrada A8 and Autostrada A9, was devised by Piero Puricelli and was inaugurated in 1924.[6] Piero Puricelli, a civil engineer and entrepreneur, received the first authorization to build a public-utility fast road in 1921, and completed the construction (one lane in each direction) between 1924 and 1926. Piero Puricelli decided to cover the expenses by introducing a toll.[12]
It was a futuristic project, because there were few cars in circulation in Italy at that time. In 1923 there were a total of 53,000 cars circulating on Italian roads (between 1928 and 1929 there was a significant increase, as they went from 142,000 cars in circulation to 173,000 respectively).[13] In 1927 there were 135,900 cars circulating in Italy, corresponding to one vehicle for every 230 inhabitants, while today the ratio is 1 car for every 1.6 inhabitants.[13] The most motorized Italian regions were those of northern Italy and central Italy, with Lombardy at the top of the list with over 38,700 cars in 1923, while at the bottom of the list was Basilicata with 502 cars.[13] Milan was the Italian city in which the most car licenses were issued annually (12,000 in 1928), while the Italian region where the fewest licenses were issued was Sardinia, with only 632 new licenses.[13]
In 1927 the Milan-Bergamo motorway was opened (part of the current Autostrada A4) whose concessionary company was owned by Piero Puricelli. In 1929 the Naples-Pompei motorway (part of the current Autostrada A3) was inaugurated, while in 1931 the Brescia-Bergamo motorway (part of the current Autostrada A4) was inaugurated. In 1932 the Turin-Milan motorway (part of the current Autostrada A4) was opened. In 1933 the Florence-Mare motorway (the current Autostrada A11) and the Padua-Venice motorway (part of the current Autostrada A4) were opened. In 1935, after 3 years of work, the Genoa-Serravalle Scrivia (the current Autostrada A7) was opened.[14] However, the first regulatory definition dates back only to 1933 with Royal Decree no. 1740 of 1933 which defined autostrade as roads reserved for motor vehicles only.[15] In 1939, a year before Italy entered into the World War II, the construction of the Genoa-Savona motorway (the current Autostrada A10) was approved.
Legislative decree 17 April 1948, n. 547 defines motorways "as those communication routes reserved for paid transit of motor vehicles, built and operated by the A.N.A.S. or by private individuals, with or without State contributions".[16] In 1955 the Romita law was promulgated which provided that the motorway network must be present in all regions, work began on the Genoa-Savona and the doubling of single carriageway motorways began with financing law no. 1328/1955. The law of 7 February 1961, n. 59 defines motorways "as those communication routes exclusively reserved for the selected transit, usually for a fee, of motor vehicles and motorbikes, without level crossings or in any case unattended, which are recognized as such by decree of the Minister for Public Works".[17]
In 1961, by Law 24 July 1961 n. 729, the construction of the Adriatica (Autostrada A14), Naples-Canosa (Autostrada A16) and Caserta-Salerno (Autostrada A30) motorways was approved.[18] The same law provided for the construction of motorway junctions. Also in the 1960s, the first automatic pay stations were introduced for paying tolls only with coins.[19] In 1964, the Autostrada A1 Milan-Rome was completed, the first dual carriageway motorway in the world with sections also in the mountains.[20] In 1973 the first motorway in Sicily (the Autostrada A18) was inaugurated. In the 1970s the Grande Raccordo Anulare was classified as a motorway.
In 1975, law 492 was promulgated (in force until the 1990s) which provides for the blocking of motorway construction due to the oil crisis. Since 1981, toll tickets with mechanical perforation have been replaced with tickets with a magnetic stripe.[19] Meanwhile, construction work continues on the motorways already under construction, which had not been affected by law 492. In 1984 the Viacard began to spread, followed in the following years by the Telepass introduced in 1990.
In 1997 work began on the modernization of the Salerno-Reggio Calabria motorway. Completed in 2017, it was then renamed Autostrada A2, to replace the old name which then remained only for the Naples-Salerno section. In 2001, with the doubling of the Autostrada A6, all motorways in Italy are dual carriageways.[21] In 2009 the Mestre bypass was opened (classified as Autostrada A4). Between 2014 and 2015, the Autostrada A35, Autostrada A36, Autostrada A58, Autostrada A59, and Autostrada A60 motorways were opened. In March 2022, the 3-lane section of the Autostrada A1 southbound between Barberino di Mugello and Calenzano was opened, which—although not officially—constitutes the natural continuation of the Variante di Valico; in this stretch the Santa Lucia tunnel is crossed which, at 7.724 kilometres (4.799 mi), is the longest 3-lane tunnel in Europe.[22]
Characteristics
[edit]
In order for a road to be classified as a motorway, various geometric and construction conditions must be satisfied and these, although very similar in basis (for example the width of the travel lanes must be 3.75 metres (12.3 ft)) are not constant: there are different technical-legal regulations for motorways built in urban or extra-urban areas.[23]
The Italian traffic code defines the motorway as follows:
extra-urban or urban road with independent carriageways or separated by an impassable traffic island, each with at least two lanes, possible paved shoulder on the left and emergency lane or paved shoulder on the right, without at-grade intersections and private accesses, equipped with a fence and user assistance systems along the entire route, reserved for the circulation of certain categories of motor vehicles and characterized by specific start and end signs; must be equipped with special rest areas and parking areas, both with accesses equipped with deceleration and acceleration lanes.
— Art. 2 Italian traffic code[24]
These characteristics, however, may not be respected (for example in the application of the dynamic lane) by virtue of the exceptions provided for by the Italian traffic code itself:
when particular local, environmental, landscape, archaeological and economic conditions do not allow adaptation, provided that road safety is ensured and pollution is in any case avoided.
— Art. 13 paragraph 2 Italian traffic code[25]
In the event that, [...], particular local, environmental, landscape, archaeological and economic conditions do not allow full compliance with these regulations, different design solutions may be adopted provided that they are supported by specific safety analyses and subject to the favourable opinion of the Superior Council of Public Works for motorways, main extra-urban roads and urban thoroughfares, and of the Regional Authority for Public Works for other roads.
— Art. 3 "Functional rules for the construction of roads provided for by the Italian traffic code"[23]
In any case, some standards are applied in all newly built motorways. For example, the interchanges must be accessible by ramps (acceleration and deceleration lanes) set aside from the main traffic flow, the carriageways separated by continuous median strips. There may be traffic lights intended only for emergencies, while emergency telephones (SOS columns) must be positioned with a certain frequency in emergency parking spaces. The beginning and end of a motorway must be marked with appropriate signs.
Extent
[edit]The total length of the Italian motorway system is about 7,016 kilometres (4,360 mi), as of 30 July 2022.[1] To these data are added 13 motorway spur routes, which extend for 355 kilometres (221 mi).[2] In particular, 1,870.2 kilometres (1,162.1 mi) of the Italian motorway network have three lanes per direction/carriageway, 129 kilometres (80 mi) km have four lanes per direction/carriageway, 1.8 kilometres (1.1 mi) have five lanes per carriageway, while the remaining are two lanes per direction/carriageway.[3] The density is 22.4 kilometres (13.9 mi) of motorway for every 1,000 square kilometres (390 sq mi) of Italian territory.[4]
Nomenclature
[edit].jpg)
Italian motorways follow a single numbering, even if managed by different concessionaire companies: they are all marked with the letter "A" ("RA" in the case of motorway junctions, with the exception of the Bereguardo-Pavia junction numbered on the signs as Autostrada A53, and "T" for the international Alpine tunnels) followed by a number. Therefore, a motorway with the same numbering can be managed by different concessionaire companies (for example the Autostrada A23 is managed for a stretch by Società Autostrade Alto Adriatico and for the remaining stretch by Autostrade per l'Italia[26][27]).
In road signs the alphanumeric acronym is enclosed (not in the case of the 16 junctions) in a green octagon with a white acronym. The numbers of motorways and tunnels are assigned with a circular from the Minister of Infrastructure and Transport to be published in the Gazzetta Ufficiale.[28]
Motorway concessions
[edit]
The current law (Legislative Decree no. 50/2016) provides that the operational risk is transferred from the contracting authorities to the private economic operator. It also includes traffic risk, i.e. the manifestation of demand for motorway services that is lower than market forecasts and to such an extent that it does not guarantee coverage of the investments and costs of managing the works and the service. Public administrations remain responsible for risks on the supply and demand side that can be attributed outside the scope of normal operating conditions due to the existence of unforeseen and unpredictable events.[29]
Examples of the latter case include the unavailability of the infrastructure due to the failure to carry out scheduled and breakdown maintenance by the concessionaire if it has been deprived of the necessary administrative authorizations and, in particular, of the cost variations borne by the Italian State, which in any case could have been anticipated by the private economic operator, only to then exercise the right of compensation against the public administration. A second example, on the demand side, derives from the unpredictability of demand due to the COVID-19 pandemic and the randomness of the choices made by the public administration to restrict citizens' freedom of movement.
The only exception to this financial scheme is represented by the contractual instrument of the public–private partnership.[29] However, it ordinarily—but not necessarily exclusively—identifies the public administration itself, and not the citizens, as the main user-customer of the service provided by the concessionaire's infrastructure and the user of the granted work. However, it contemplates the granting of ownership or right of enjoyment of a work that is:[30]
- functional to the management of public services;
- available to the contracting authority or which, without any other function of public interest, has been expropriated for this purpose. The motorway network belongs to this category.
Management
[edit]
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Italian motorways are mostly managed by concessionaire companies. From 1 October 2012 the granting body is the Ministry of Infrastructure and Transport and no longer Anas[31] and the majority (5,773.4 kilometres (3,587.4 mi) in 2009[32]) are subject to toll payments. The motorways are managed either by Anas or by companies that have signed agreements with Anas itself.
Until September 2012, Anas controlled the operations of the concessionaire companies through the IVCA (Supervision Inspectorate for motorway concessions) equipped with an autonomous organizational structure. Starting from 1 October 2012, the functions were then transferred to the Ministry of Infrastructure and Transport,[33] which exercises them through the General Directorate for Supervision of Motorway Concessions.
In north and central Italy, the autostrade mainly consists of tollways managed by Autostrade per l'Italia, a holding company controlled by Cassa Depositi e Prestiti.[7][8] Other operators include ASTM, ATP, and Autostrade Lombarde in the north-west; Autostrada del Brennero, A4 Holding, Concessioni Autostradali Venete, and Autovie Venete in the north-east; Strada dei Parchi, SALT, SAT, and Autocisa in the center; and CAS in the south. In 2009 the entire sector generated a turnover of 5,250 million euros (of which 4,600 million euros in tolls). 50% of the turnover was allocated to investments and maintenance.[32]
The art. 27 of the legislative decree of 21 June 2013, n. 69—converted into law 9 August 2013, n. 98—modified the procedure for the approval of annual adjustments to motorway tariffs, abolishing the provision (dictated by paragraph 5 of art. 21 of legislative decree 355/2003) which regulated, within the scope of the procedure, the relationship between companies grantor and Ministry of Infrastructure and Transport. Now the proposal relating to the tariff changes that the concessionaire intends to apply is formulated to the grantor (therefore to the Ministry of Infrastructure and Transport), by 15 October of each year and that this proposal is approved or rejected by 15 December, by decree reasoned by the Ministry of Infrastructure and Transport (in agreement with the Minister of Economy and Finance).[34]
Traffic laws
[edit]
Italy's motorways must not be used by:[35]
- Pedestrians and animals
- Pedal-cycles
- Mopeds
- Motorcycles having an engine displacement less than 150 cubic centimetres (9.2 cu in) (if equipped with an internal combustion engine)
- Sidecars having an engine displacement less than 250 cc (15 cu in) (if equipped with an internal combustion engine)
- Motorized tricycles designed for the transport of people with up to 2 seats having an engine displacement less than 250 cc (15 cu in) (if equipped with an internal combustion engine) or having an engine power less than 15 kilowatts (20 PS; 20 bhp)
- Motorcycle-like vehicles (motoveicoli) not included in previous categories having an empty vehicle weight up to 400 kg (880 lb) or a gross vehicle mass up to 1,300 kg (2,900 lb)
- Cars with a maximum speed on flat road less than 80 kilometres per hour (50 mph) [36]
- Vehicles without tyres
- Agricultural vehicles and technical vehicles (e.g. heavy equipment)
The movement of pedestrians and animals (if supervised) is permitted only in service and rest areas. Pedestrians can also travel in the emergency lane only to reach an aid station (for example an SOS column). In service and parking areas, vehicles cannot remain parked for more than 24 hours except for the parking areas of motorway hotels (or similar commercial establishments).[37]
Safety
[edit]Speed limits
[edit]
Italy's motorways have a standard speed limit of 130 km/h (80 mph) for cars. Limits for other vehicles (or when visibility is poor due to weather) are lower. Legal provisions allow operators to set the limit to 150 km/h (95 mph) on their concessions on a voluntary basis if there are three lanes in each direction and a working SICVE, or Safety Tutor, which is a speed-camera system that measures the average speed over a given distance.
Unlike the normal speed camera, which measures the instantaneous speed of vehicles in a certain road section, the Safety Tutor instead measures the average speed between two sections several kilometres apart, in order to provide a reliable and indisputable measurement for detecting infringements, without penalizing those who exceed the speed limit for short distances such as, for example, when overtaking. One year after the introduction of the Safety Tutor (which took place on 23 December 2005[38]), important benefits were found in reducing accident rates (-22%). In the first year of use, the death rate decreased by 50% and the injury rate by 34% in the areas where the device was installed.[39]
The first speed limit of 120 km/h (75 mph), was enacted in November 1973 as a result of the 1973 oil crisis.[40] In October 1977, a graduated system was introduced: cars with engine displacement above 1.3 L (79 cu in) had a 140 km/h (85 mph) speed limit, cars of 900–1299 cm3 had a limit of 130 km/h (80 mph), those of 600–899 cm3 could drive at 110 km/h (70 mph), and those of 599 cm3 (36.6 cu in) or less had a maximum speed of 90 km/h (55 mph).[40] In July 1988 a blanket speed limit of 110 km/h (70 mph) was imposed on all cars above 600 cm3 (the lower limit was kept for smaller cars) by the short-lived PSDI government. In September 1989 this was increased to 130 km/h (80 mph) for cars above 1.1 L (67 cu in) and 110 km/h (70 mph) for smaller ones.[41]
Safe design
[edit]
The safety features of the Italian motorways include:
- one-way driving: the lanes driving in the opposite direction are separated by a crash barrier; there are no intersecting roads but overpasses and underpasses;
- wider lanes, with at least 2 (often 3) lanes driving in the same direction, with a larger turning radius. Each lane is 3.75 metres (12.3 ft) wide.[23]
- long entrance and exit ramps or slip roads to get on or off of the motorway without disturbing other traffic;
- an emergency lane with a minimum width of 2.5 metres (8 ft 2 in) metres,[42] where it is forbidden to drive (except for emergency services), or park (except in an emergency) and to walk;
- presence of emergency call boxes every 1.5 kilometres (0.93 mi) on each side, which allow you to call for help from medical assistance, mechanical assistance and Fire Brigade with the possibility of localizing the call;[43]
- service areas (Italian: area di servizio, with parking, public toilets and at least one petrol station) every 30 kilometres (19 mi); in 98% of cases there is also a refreshment facility;[44]
- dynamic information panels that warn about possible difficulties ahead (e.g. accidents, roadworks, traffic jams);
- a radio station (102.5 MHz) provides traffic information bulletins and breaking news for emergencies;[45]
Toll
[edit]
On Italian motorways, the toll applies to almost all motorways not managed by Anas. The collection of motorway tolls, from a tariff point of view, is managed mainly in two ways: either through the "closed motorway system" (km travelled) or through the "open motorway system" (flat-rate toll).[9]
Given the multiplicity of operators, the toll is only requested when exiting the motorway and not when the motorway operator changes. This system was made possible following article 14 of law 531 of 12 August 1982.[10]
From a technical point of view, however, the mixed barrier/free-flow system is active where, at the entrance and exit from the motorways, there are lanes dedicated to the collection of a ticket (on entry) and the delivery of the ticket with simultaneous payment (on exit) and other lanes where, during transit without the need to stop, an electronic toll system[46] present in the vehicles records the data and debits the toll, generally into the bank account previously communicated by the customer, to the manager of his device. In Italy, this occurs through the Autostrade per l'Italia interchange system.
The Autostrada A36, Autostrada A59 and Autostrada A60 are exclusively free-flow. On these motorways, those who do not have the electronic toll device on board must proceed with the payment by subsequently communicating the data to the motorway manager (by telephone, online or by going to the offices dedicated to payment).
The closed motorway system is applied to most Italian motorways.[47] It requires the driver of the vehicle to collect a special ticket at the entrance to the motorway and pay the amount due upon exit. If equipped with an electronic toll system the two procedures are completely automatic and the driver on the detection lanes located at the entrances and exits from the motorways subject to toll payment must only proceed at a maximum speed of 30 kilometres per hour (20 mph) without the need to stop.[48] The amount is directly proportional to the distance travelled by the vehicle, the coefficient of its class and a variable coefficient from motorway to motorway, called the kilometre rate.
Unlike the closed motorway system, in the open system, the road user does not pay based on the distance travelled. Motorway barriers are arranged along the route (however not at every junction), at which the user pays a fixed sum, depending only on the class of the vehicle.[47] The user can therefore travel along sections of the motorway without paying any toll as the barriers may not be present on the section travelled.
List of current autostrade (A)
[edit]| Number | Length (km) | Length (mi) | Southern or western terminus | Northern or eastern terminus | Route name | Formed | Removed | Notes |
|---|---|---|---|---|---|---|---|---|
 A 1
|
759.8 | 472.1 | Milan | Naples | Autostrada del Sole | 1964 | current | E35, E45 |
 A 2
|
202.1 | 125.6 | Rome | Naples | Autostrada del Sole | 1962 | 1988 | Absorbed into the A1 |
| A 2
|
442.9 | 275.2 | Salerno | Reggio Calabria | Autostrada del Mediterraneo | 2017 | current | E45, E90, E841 |
 A 3
|
51.7 | 32.1 | Naples | Salerno | 1974 | current | E45 | |
 A 4
|
522.4 | 324.6 | Turin | Trieste | Serenissima | 1927 | current | E55, E64, E70 |
 A 5
|
141.4 | 87.9 | Turin | Mont Blanc | Autostrada della Valle d'Aosta | 1961 | current | E25, E612 |
 A 6
|
123.7 | 76.9 | Turin | Savona | La Verdemare | 1960 | current | E717 |
 A 7
|
135.5 | 84.2 | Milan | Genoa | Autostrada dei Giovi | 1935 | current | E25, E62 |
 A 8
|
43.6 | 27.1 | Milan | Varese | Autostrada dei Laghi | 1924 | current | E35, E62 |
 A 9
|
30.9 | 19.2 | Lainate | Chiasso | Autostrada dei Laghi | 1924 | current | E35 |
 A 10
|
158.1 | 98.2 | Genoa | Ventimiglia | Autostrada dei Fiori | 1967 | current | E25, E74, E80 |
 A 11
|
81.7 | 50.8 | Florence | Pisa | Autostrada Firenze-Mare | 1933 | current | E76 |
 A 12
|
210.0 | 130.5 | Genoa | Rome | Autostrada Azzurra | 1967 | current | E80 |
 A 13
|
116.7 | 72.5 | Bologna | Padua | 1970 | current | ||
 A 14
|
743.4 | 461.9 | Bologna | Taranto | Autostrada Adriatica | 1966 | current | E45, E843 |
 A 15
|
108.5 | 67.4 | Parma | La Spezia | Autocamionale della Cisa | 1975 | current | E33 |
 A 16
|
172.5 | 107.2 | Naples | Canosa di Puglia | Autostrada dei Due Mari | 1966 | current | E842 |
 A 17
|
242 | 150 | Naples | Bari | 1969 | 1973 | Absorbed into the A14 and A16 | |
 A 18
|
76.8 | 47.7 | Messina | Catania | 1971 | current | E45 | |
| A 18 SR-Gela
|
47.7 | 29.6 | Syracuse | Ispica | 1983 | current | E45 | |
 A 19
|
191.6 | 119.1 | Palermo | Catania | 1970 | current | E90, E932 | |
 A 20
|
183.0 | 113.7 | Messina | Buonfornello | 1972 | current | E45, E90 | |
 A 21
|
238.3 | 148.1 | Turin | Brescia | Autostrada dei Vini | 1968 | current | E70 |
 A 22
|
315.0 | 195.7 | Brenner | Modena | Autostrada del Brennero | 1968 | current | E45 |
 A 23
|
119.9 | 74.5 | Palmanova | Tarvisio | Autostrada Alpe-Adria | 1966 | current | E55 |
 A 24
|
158.8 | 98.7 | Rome | Teramo | Autostrada dei Parchi | 1969 | current | E80 |
 A 25
|
115.0 | 71.5 | Torano di Borgorose | Pescara | Autostrada dei Parchi | 1969 | current | E80 |
 A 26
|
197.1 | 122.5 | Genoa | Gravellona Toce | Autostrada dei Trafori | 1976 | current | E25, E62 |
 A 27
|
82.5 | 51.3 | Venice | Belluno | Autostrada d'Alemagna | 1972 | current | |
 A 28
|
48.8 | 30.3 | Portogruaro | Conegliano | 1974 | current | ||
 A 29
|
114.8 | 71.3 | Palermo | Mazara del Vallo | Autostrada del Sale | 1972 | current | E90 |
 A 30
|
55.3 | 34.4 | Caserta | Salerno | 1975 | current | ||
 A 31
|
88.7 | 55.1 | Badia Polesine | Piovene Rocchette | Autostrada della Val d'Astico | 1976 | current | |
 A 32
|
73.0 | 45.4 | Turin | Fréjus Road Tunnel | Autostrada del Frejus | 1983 | current | E70 |
 A 33
|
23.0 | 14.3 | Cuneo | Carrù | Autostrada del Tartufo | 2005 | current | |
 A 34
|
17.5 | 10.9 | Villesse | Gorizia | 2013 | current | ||
 A 35
|
54.8 | 34.1 | Castegnato | Melzo | BreBeMi | 2014 | current | |
 A 36
|
23.0 | 14.3 | Cassano Magnago | Lentate sul Seveso | Pedemontana Lombarda | 2015 | current | |
 A 50
|
31.3 | 19.4 | Ring road around Milan | Tangenziale Ovest di Milano | 1968 | current | E35, E62 | |
 A 51
|
30.7 | 19.1 | Ring road around Milan | Tangenziale Est di Milano | 1971 | current | ||
 A 52
|
21.6 | 13.4 | Ring road around Milan | Tangenziale Nord di Milano | 1994 | current | ||
 A 53
|
9.2 | 5.7 | Bereguardo | Pavia | Raccordo autostradale RA7 | 1960 | current | |
 A 54
|
8.4 | 5.2 | Ring road around Pavia | Tangenziale Ovest di Pavia | 1994 | current | ||
 A 55
|
57.5 | 35.7 | Ring road around Turin | Tangenziale di Torino | 1976 | current | E70 | |
 A 56
|
20.2 | 12.6 | Ring road around Naples | Tangenziale di Napoli | 1972 | current | ||
 A 57
|
26.7 | 16.6 | Ring road around Mestre | Tangenziale di Mestre | 1972 | current | E55 | |
 A 58
|
31.8 | 19.8 | Ring road around Milan | Tangenziale Est Esterna di Milano | 2014 | current | ||
 A 59
|
2.9 | 1.8 | Ring road around Como | Tangenziale di Como | 2015 | current | ||
 A 60
|
4.5 | 2.8 | Ring road around Varese | Tangenziale di Varese | 2015 | current | ||
 A 90
|
68.2 | 42.4 | Ring road around Rome | Grande Raccordo Anulare di Roma | 1951 | current | E80 | |
 A 91
|
18.4 | 11.4 | Rome | Fiumicino Airport | Autostrada Roma-Fiumicino | 1959 | current | E80 |
| ||||||||
Interactive map
[edit]
List of current raccordi autostradali (RA)
[edit]
The acronym RA stands for Raccordo autostradale (translated as 'motorway connection'), a relatively short spur route that connects a motorway to a nearby city or tourist resort not directly served by the motorway. These spurs are owned and managed by Anas. Some spurs are toll-free motorways (type-A), but most are type-B or type-C roads. All RA have separate lanes/carriageways with two lanes in each direction. Generally, they do not have an emergency lane.
In 1984, by a ministerial decree dated 20 July 1983, some motorway junctions, already open, forming part of the Italian trunk roads, were defined and classified as such.[49] The legislative decree of 29 October 1999, n. 461, reorganized the road sections classified as motorway junctions, identifying 17 of them. In the following years, the RA7 was classified, in parallel with the name already assumed, in Autostrada A53, maintaining both names in official documents. The RA17, however, in 2013, following modernization works, was completely reclassified as a motorway, changing its name to Autostrada A34. By 2023, 16 Italian road sections were classified with the RA acronym.
| Number | Length (km) | Length (mi) | Southern or western terminus | Northern or eastern terminus | Route name | Formed | Removed | Notes |
|---|---|---|---|---|---|---|---|---|
 RA 1
|
22.2 | 13.8 | Ring road around Bologna | Tangenziale di Bologna | 1967 | current | A1 - A13 - A14 | |
 RA 2
|
23.6 | 14.7 | Fisciano | Atripalda | Raccordo autostradale di Avellino | 1967 | current | A3 - Avellino |
 RA 3
|
56.3 | 35.0 | Siena | Florence | Raccordo autostradale Siena-Firenze | 1964 | current | A1 - Siena |
 RA 4
|
5.5 | 3.4 | Ring road around Reggio Calabria | Tangenziale di Reggio Calabria | 1970 | current | A3 - Reggio Calabria - SS106 | |
 RA 5
|
51.5 | 32.0 | Sicignano degli Alburni | Potenza | Raccordo autostradale Sicignano-Potenza | 1970 | current | A3 - Potenza |
 RA 6
|
59.3 | 36.8 | Bettolle | Perugia | Raccordo autostradale Bettolle-Perugia | 1971 | current | A1 - Perugia |
 RA 7
|
9.1 | 5.7 | Pavia | Bereguardo | Autostrada A53 | 1960 | current | A7 - Tangenziale di Pavia |
 RA 8
|
49.0 | 30.4 | Ferrara | Comacchio | Raccordo autostradale Ferrara-Porto Garibaldi | 1973 | current | A13 - Ferrara - Porto Garibaldi |
 RA 9
|
12.7 | 7.9 | Venticano | Benevento | Raccordo autostradale di Benevento | 1977 | current | A16 - Benevento |
 RA 10
|
10.7 | 6.6 | Turin | Caselle Torinese | Raccordo autostradale Torino-Caselle | 1988 | current | Turin - A55 - Turin Caselle Airport |
 RA 11
|
26.0 | 16.2 | Ascoli Piceno | San Benedetto del Tronto | Superstrada Ascoli-Mare | 1990 | current | Ascoli - A14 - Porto d'Ascoli |
 RA 12
|
14.8 | 9.2 | Chieti | Pescara | Raccordo autostradale Chieti-Pescara | 1975 | current | A25 - Chieti - A14 - Pescara |
 RA 13
|
21.0 | 13.0 | Sistiana | Padriciano | Raccordo autostradale Sistiana-Padriciano | 1970 | current | A4 - SS202 |
 RA 14
|
1.5 | 0.93 | Opicina | Fernetti | Diramazione per Fernetti | 1997 | current | RA13 - Fernetti (Italy–Slovenia border) |
 RA 15
|
23.3 | 14.5 | Ring road around Catania | Tangenziale di Catania | 1985 | current | A18 - A19 - Aut. CT-SR | |
 RA 16
|
2.9 | 1.8 | Cimpello | Fiume Veneto | Raccordo autostradale Cimpello-Pian di Pan | 1974 | current | A28 - SS13 Pontebbana |
List of current trafori (T)
[edit]
Important Alpine tunnels (Italian: trafori; sg.: traforo) are identified by the capital letter "T" followed by a single digit number.
Currently there are only three T-classified tunnels: Mont Blanc Tunnel (T1), Great St Bernard Tunnel (T2) and Frejus Road Tunnel (T4). Tunnels that cross the border between Italy and France (T1, T4) or Switzerland (T2), are treated as motorways (green signage, access control, and so on), although they are not proper motorways.
The code T3 was once assigned to the Bargagli-Ferriere Tunnel in Ligurian Apennines, opened in 1971. The T3 tunnel connected Bargagli with Ferriere, in the province of Genoa, for a length of 4.250 kilometres (2.641 mi).[50] It was initially classified as a motorway, but following the decree of 22 July 1989, responsibilities were transferred to Anas, which included the route in the itinerary of the state road 225 of Val Fontanabuona. However, the road maintains all the motorway rules regarding access.
| Number | Traforo name | Route | Length | Opened | Removed | Speed limit |
|---|---|---|---|---|---|---|
|
Mont Blanc Tunnel | Courmayeur (Italy) - Chamonix-Mont-Blanc (France) | 11.6 km (7.2 mi) | 1965 | current | 50–70 km/h (31–43 mph) |
|
Great St Bernard Tunnel | Saint-Rhémy-en-Bosses (Italy) - Bourg-Saint-Pierre (Switzerland) | 5.8 km (3.6 mi) | 1964 | current | 80 km/h (50 mph) |
|
Fréjus Road Tunnel | Bardonecchia (Italy) - Modane (France) | 12.9 km (8.0 mi) | 1980 | current | 70 km/h (43 mph) |
List of bretelle, diramazioni and raccordi autostradali
[edit]
Some motorways are called bretelle, diramazioni or raccordi because they are short and have few exits.
Bretelle, diramazioni or raccordi are generally connections between two motorways or connections between motorways and important cities without a motorway.
They have the same number (sometimes with the suffix dir) as one of the two motorways linked, a combination of the numbers of the two motorways linked, or the number of the main motorway.
Strade extraurbane principali
[edit].svg)
Type B highway (Italian: strada extraurbana principale), commonly but unofficially known as superstrada (Italian equivalent for expressway), is a divided highway with at least two lanes in each direction, paved shoulder on the right, no cross-traffic and no at-grade intersections. Access restrictions on such highways are exactly the same as motorways.
The signage at the beginning and the end of the highways is the same, except the background colour is blue instead of green. The general speed limit on strade extraurbane principali is 110 km/h (70 mph), unless otherwise indicated, for buses with a fully loaded mass between 3.5 and 8 t (3.9 and 8.8 short tons) and for trucks with a fully loaded mass between 3.5 and 12 t (3.9 and 13.2 short tons) it is 80 km/h (50 mph), for trucks with a full load mass exceeding 12 t (13 short tons) and for vehicles towing trailers it is 70 km/h (45 mph).[51][52]
Legislative decree 30 April 1992, n. 285, article 2, regarding the "New Italian traffic code", defines strade extraurbane principali in this way:[51]
Road with independent carriageways or separated by an impassable traffic island, each with at least two lanes and paved shoulder on the right, without at-grade intersections, with coordinated access to lateral properties, characterized by the appropriate start and end signs, reserved for the circulation of certain categories of motor vehicles; suitable spaces must be provided for any other categories of users. It must be equipped with special service areas, which include parking spaces, with accesses equipped with deceleration and acceleration lanes.
— Legislative decree 30 April 1992, n. 285, article 2, regarding the "New Italian traffic code"
Strade extraurbane principali are not tolled. All strade extraurbane principali are owned and managed by Anas, and directly controlled by the Italian government or by the regions. The main strade extraurbane principali do not follow a specific nomenclature. In fact, they can be classified from an administrative point of view as state roads, regional roads or provincial roads.
Regional toll roads
[edit]
In Italy, there is a toll road under a concession from the Veneto region classified with the acronym SPV, with characteristics partly corresponding to a motorway and partly to a strada extraurbana principale, which is defined as a superstrada, i.e. the Pedemontana Veneta.
It is a road that connects Montecchio Maggiore to Spresiano passing through the industrial districts of Malo, Thiene and Schio, through Bassano del Grappa, through Montebelluna and north of Treviso, interconnecting with 3 motorways (from the west: the Autostrada A4, the Autostrada A31 and the Autostrada A27).
Together with the Florence-Pisa-Livorno highway and the Autostrada Catania-Siracusa, it is one of the three roads that has definitively received a classification made up only of letters and not alphanumeric.[53]
| Symbol | Name | Route | Manager | Length |
|---|---|---|---|---|
 |
Pedemontana Veneta | Montecchio Maggiore - Spresiano/Villorba | Veneto region | 94.7 km (58.8 mi) |
Expansion and strengthening of the network
[edit]
In July 2020, the Italian government defined a broad investment plan for infrastructure in Italy, including substantial interventions on the motorway network.[54]
Works such as the TiBre are currently under construction, which consists of the natural continuation of the Autostrada A15 from Parma to the Autostrada A22 near Nogarole Rocca,[55] the completion of the Autostrada A36, Autostrada A59 and Autostrada A60.
However, the section of the Autostrada A1 between the Firenze Sud toll booth and the Valdarno toll booth, the Autostrada A4 in the section between Venice and the junction with the Autostrada A34 at Villesse and in the urban section of Milan, and the Autostrada A8 between the Milan North toll booth and the junction with the Autostrada A9 near Lainate. On the first, the intervention involves the widening to 3 lanes. In the section between Venice and Villesse of the Autostrada A4, the third lane is under construction, while in the Milan section work is underway to create the fourth lane. On the Autostrada A8, the intervention consists of widening the carriageways in both directions from 4 to 5 lanes plus an emergency lane.
However, interventions such as the fourth lane on the Autostrada A1 between Milan and Lodi are currently being approved; the fourth lane on the Autostrada A14 between the branch for Ravenna and the future Ponte Rizzoli toll booth with the creation of the Northern Complanar between the latter and the Tangenziale di Bologna; the Tangenziale di Bologna which involves the widening of the Autostrada A14 in the urban section from two lanes plus dynamic lane to 3 lanes plus emergency lane and the widening of the adjacent Tangenziale di Bologna to 3 lanes plus emergency lane (4 in the most critical sections);[56] the third lane on the Autostrada A22 between Verona and Modena and the third lane between Bolzano Sud and Verona;[57] the Gronda di Genova; the third dynamic lane on the Autostrada A12 between Torrimpietra and Cerveteri and the third lane on the Autostrada A11 between Florence and Pistoia.[58]
See also
[edit]
- Evolution of motorway construction in European nations
- List of controlled-access highway systems
- Rai isoradio
- Roads in Italy
- Transport in Italy
Other Italian roads
[edit]References
[edit]- ^ a b "Aggiornamenti sull'evoluzione del regolamento europeo (AFIR) per la modifica della direttiva europea in materia di combustibili alternativi (DAFI)" [Updates on the evolution of the European regulation (AFIR) for the amendment of the European directive on alternative fuels (DAFI)] (PDF) (in Italian). AISCAT. Retrieved 5 March 2024.
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- ^ a b "L'EVOLUZIONE DEL PEDAGGIO E DEI MECCANISMI DI ESAZIONE" (PDF) (in Italian). Archived from the original (PDF) on 23 October 2018. Retrieved 23 October 2018.
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- ^ "§ 93.9.13 - D.Lgs. 17 aprile 1948, n. 547. Modificazioni al decreto legislativo Presidenziale 27 giugno 1946, n. 38, concernente l'istituzione dell'Azienda nazionale autonoma delle strade [...]" (in Italian). Retrieved 12 October 2022.
- ^ "LEGGE 7 febbraio 1961, n. 59 - Normattiva" (in Italian). Retrieved 20 January 2024.
- ^ Law 24 July 1961, n. 729.
- ^ a b "LA nostra storia" (PDF) (in Italian). pp. 154/155. Archived from the original (PDF) on 18 September 2010. Retrieved 5 March 2024.
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- ^ "Apre domani la galleria a tre corsie più lunga d'Europa" (in Italian). 18 March 2022. Retrieved 24 February 2024.
- ^ a b c "Norme funzionali e geometriche per la costruzione delle strade previsto dal Codice della strada" (in Italian). Archived from the original on 2 April 2015. Retrieved 5 March 2024.
- ^ "Art. 2. Definizione e classificazione delle strade" (in Italian). 15 September 2023. Retrieved 27 February 2024.
- ^ "Art. 13 (a) - Norme per la costruzione e la gestione delle strade" (in Italian). Retrieved 27 February 2024.
- ^ "CIPE - Esito seduta del 24 luglio 2019" (PDF) (in Italian). Retrieved 27 September 2019.
- ^ "La Società - Società Autostradale Alto Adriatico" (in Italian). Retrieved 21 September 2019.
- ^ Art. 129 of the Regulations for the Implementation of the Italian traffic code in relation to article 39 of the Italian traffic code.
- ^ a b "Decreto legislativo 18 aprile 2016, n. 50 - Codice dei contratti pubblici, art. 178, c. 8" (in Italian). Retrieved 5 March 2024.
- ^ Gabriele Pasquini, Il project financing e l'accordo bonario, in Giornale di diritto amministrativo, December 2002, p. 1277, IPSOa-Scuola d'Impresa. (In Italian)
- ^ "Anas S.p.A. -Le società concessionarie" (in Italian). Retrieved 5 March 2024.
- ^ a b "Ispettorato Vigilanza Concessioni Autostradali - Attività ed obiettivi" (in Italian). Retrieved 5 March 2024.
- ^ "Anas S.p.A. - Attività ispettive" (in Italian). Retrieved 5 March 2024.
- ^ "Le tariffe autostradali" (in Italian). Retrieved 9 March 2024.
- ^ Art. 175, Nuovo codice della strada
- ^ Art. 372, Regolamento di esecuzione del codice della strada
- ^ Art. 175, Codice della strada
- ^ "Il Tutor sulla pagina della Polizia Stradale" (in Italian). Archived from the original on 22 January 2009. Retrieved 5 March 2024.
- ^ "La prevenzione nella sicurezza stradale: risultati tutor primi 12 mesi, Autostrade per l'Italia" (PDF) (in Italian). Retrieved 5 March 2024.
- ^ a b "Disegno di Legge" [draft law], Legislative Decree (in Italian), no. 967, Senato della repubblica, p. 2, 7 April 1988
- ^ Novella de Luca, Maria (28 September 1989). "'Via libera ai 130 km/h' la camera aumenta i limiti di velocità" [Green light for 130 km/h: chamber increases speed limits]. La Repubblica (in Italian). Retrieved 18 January 2017.
- ^ "CONDIZIONI ALLE QUALI DEBBONO RISPONDERE LE GRANDI STRADE A TRAFFICO INTERNAZIONALE" (in Italian). Retrieved 28 February 2024.
- ^ "Colonnine SOS" (in Italian). Retrieved 28 February 2024.
- ^ "Rifornimento e Ristoro" (in Italian). Retrieved 28 February 2024.
- ^ "AUTOSTRADE E RTL 102.5: INFORMAZIONI IN DIGITALE SUL TRAFFICO" (in Italian). Retrieved 28 February 2024.
- ^ In Italy the devices allowed are Telepass, MooneyGo, UnipolMove and other devices pursuant to EU regulations
- ^ a b "Dove sono i pedaggi?" (in Italian). Retrieved 28 February 2024.
- ^ "PER VIAGGIARE IN ITALIA TELEPASS E VIACARD" (in Italian). Retrieved 28 February 2024.
- ^ "Classificazione del sistema viario di grande comunicazione" (in Italian). Retrieved 28 February 2024.
- ^ "Decreto ministeriale 20 luglio 1983" (in Italian). Retrieved 1 March 2024.
- ^ a b "Decreto Legislativo N. 285 del 30 aprile 1992" (in Italian). Archived from the original on 27 August 2019. Retrieved 5 March 2024.
- ^ "Art. 142 del codice dalla strada, "Limiti di velocità"" (in Italian). Retrieved 5 March 2024.
- ^ "Provvedimento del 9 ottobre 2009" (in Italian). Archived from the original on 6 June 2014. Retrieved 8 March 2024.
- ^ "Italia Veloce" (in Italian). 6 December 2020. Retrieved 5 March 2024.
- ^ "TiBre, nove chilometri verso il nulla". La Stampa (in Italian). 12 April 2018. Retrieved 13 August 2020.
- ^ "Passante di Bologna » Potenziamento Sistema Autostradale e Tangenziale" (in Italian). Retrieved 13 August 2020.
- ^ "Viabilità A22: terza corsia e corsia dinamica" (in Italian). Retrieved 13 August 2020.
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External links
[edit]| Major routes | .svg) | |
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Autostrade of Italy
View on GrokipediaHistory
Origins and Early Development
The Italian autostrade system originated in the early 1920s amid rising automobile ownership and the need for roads optimized for high-speed motorized traffic, distinct from existing highways shared with pedestrians, carts, and slower vehicles. Milanese engineer and industrialist Piero Puricelli, drawing from his experience in constructing automobile racetracks, championed the concept of autostrade—limited-access toll roads financed and operated by private concessions granted by the state. In 1921, Puricelli established the Anonima Lombarda Fabbriche Automobili (ALFA) to pursue this, but the pivotal project advanced under his leadership following Benito Mussolini's 1922 March on Rome, which aligned infrastructure development with fascist goals of national modernization and economic mobilization.[4][9] The inaugural autostrada, known as the Autostrada dei Laghi, linked Milan northward to the lakes of Como and Maggiore (now comprising segments of the A8 and A9). Approved in 1922, construction employed advanced techniques for the era, including reinforced concrete paving and grade-separated interchanges, with an initial 50 km stretch featuring one lane per direction completed at a cost of 75 million lire—equivalent to under 1 million lire per kilometer. King Victor Emmanuel III officially opened the road on September 21, 1924, traversing it in a Lancia Trikappa alongside Puricelli; the project incorporated 200,000 tonnes of cement, extensive earth excavation of 2 million cubic meters, and key structures such as the Olona Bridge and Olgiate Olona Tunnel. As the world's first motorway built exclusively for automobiles, it introduced toll barriers and service areas, generating revenue through user fees to recoup investments.[4][10] This success ignited rapid emulation, fostering a wave of private concession projects in the late 1920s and 1930s that expanded the network to facilitate industrial transport, tourism, and military logistics under the regime's autarkic policies. Subsequent early autostrade included the Milan-Bergamo route (opened 1927) and extensions like Turin-Milan (completed by 1932), with Puricelli's firm involved in designs such as Naples-Pompeii; by the eve of World War II, the system spanned several hundred kilometers, emphasizing straight alignments, minimal gradients, and barriers to exclude non-motorized traffic. Wartime disruptions halted further growth, but the concession model and engineering precedents laid the groundwork for postwar revival, prioritizing empirical traffic demands over ideological urban planning.[4][11][9]Post-War Expansion and Standardization
Following World War II, Italy prioritized the reconstruction of its war-damaged road infrastructure, with ANAS leading efforts to restore the national transport system amid economic recovery initiatives.[12] The period from the 1950s onward marked a phase of rapid autostrade expansion, fueled by the "Italian economic miracle," rising vehicle ownership, and industrial growth, which necessitated modern highways to connect northern industrial hubs with southern regions.[13] [3] The adoption of a toll concession system post-war enabled private-public partnerships to finance ambitious projects, distinct from pre-war developments and allowing for the construction of thousands of kilometers of modern roadways.[14] A pivotal example was the Autostrada del Sole (A1), Italy's longest motorway at approximately 760 kilometers from Milan to Naples. Construction began in spring 1956 with the foundation stone laid by President Giovanni Gronchi, progressing in multiple lots and culminating in its inauguration on October 4, 1964, by Prime Minister Aldo Moro.[15] [16] [5] This expansion phase also involved standardizing autostrade features to ensure uniformity, interoperability, and enhanced safety, including divided carriageways with two lanes per direction, limited access via interchanges, and consistent engineering for high-speed travel.[14] By the 1970s, the network had grown significantly from pre-war levels of around 500 kilometers to over 3,000 kilometers, integrating radial and transversal routes to support national connectivity.[15] [13]Concession Privatization and Network Growth
In the late 1990s, Italy pursued privatization of its motorway concessions amid efforts to reduce substantial public debt, transitioning management from state-owned entities like the Istituto per la Ricostruzione Industriale (IRI) to private operators. The pivotal event occurred in 1999, when Autostrade S.p.A.—responsible for the largest share of the network—was sold by IRI to a consortium of private investors under Società Schemaventotto S.p.A., marking the end of public ownership for this key concessionaire.[1][3] To facilitate the sale and maximize proceeds, Parliament extended the company's concession from its original 2003 expiry to 2038, while preserving toll adjustment mechanisms linked to inflation and network investments.[17] This structure allowed private operators to recoup capital expenditures through user fees, shifting incentives from state budgeting constraints to market-driven expansion.[18] The privatization extended beyond Autostrade S.p.A., with auctions of additional concessions between 1999 and 2006 privatizing over 64 percent of the existing network to private entities, primarily two major groups: Autostrade per l'Italia (AspI, successor to Autostrade S.p.A.) and ASTM.[18] Fifteen new highway concessions were awarded post-1999, encompassing 4,359.4 kilometers out of a national total of approximately 6,825 kilometers managed under private oversight.[18] This devolution to private hands, governed by regulatory frameworks emphasizing performance-based tolls, enabled operators to leverage equity and debt financing unavailable to public bodies, fostering upgrades and extensions rather than reliance on annual government allocations. Empirical evidence from the period indicates productivity gains in operations, attributed to competitive pressures and alignment of incentives with traffic volume increases, which in turn supported revenue for reinvestment.[19] Network growth accelerated under the private concession model, as operators pursued new builds to capture demand in underserved regions, financed through projected toll revenues. Post-1999 developments included the construction of radials and bypasses, such as the A35 Brebemi (Brescia-Bergamo-Milano, 62 kilometers, operational from 2014) and sections of the A36 Pedemontana Lombarda, which added capacity parallel to saturated existing routes.[20] Extensions like the Variante di Valico on the A1 (27 kilometers, completed 2015) and ongoing projects in Sicily and the Adriatic coast further expanded connectivity, with private investments exceeding public alternatives in speed and scale due to streamlined permitting tied to concession bids.[18] By the mid-2010s, these efforts contributed to the network surpassing 7,000 kilometers, reflecting a causal link between privatization's financial incentives and incremental additions of approximately 200-300 kilometers in new or upgraded segments, primarily in northern and central Italy where economic activity justified toll viability.[20] The model's emphasis on self-financing via tolls prioritized commercially viable projects, resulting in concentrated growth in high-traffic corridors while southern extensions lagged due to lower projected returns, a pattern consistent with private capital's risk-return calculus over uniform state distribution.[18] Overall, privatization correlated with sustained investment flows—evidenced by annual capital expenditures rising post-1999—and operational efficiencies that supported network densification, though regulatory oversight remained essential to prevent underinvestment in non-revenue aspects.[19]Reforms Following Crises (2000s-2025)
The collapse of the Ponte Morandi in Genoa on August 14, 2018, which resulted in 43 fatalities, exposed longstanding deficiencies in maintenance and oversight within Italy's privatized motorway concessions, particularly those managed by Autostrade per l'Italia (ASPI). A government-appointed commission attributed the failure primarily to structural corrosion, inadequate inspections, and deferred upkeep by ASPI, despite prior warnings from engineers dating back to 2013.[21][22] In response, the Conte government initiated proceedings to revoke ASPI's concession, arguing that the operator's negligence breached contractual obligations, though full revocation risked a €20 billion indemnity payout under existing terms.[23] This event highlighted broader systemic vulnerabilities, with audits revealing over 20 critically damaged motorway bridges nationwide requiring urgent intervention.[24] Legislative reforms swiftly followed to facilitate concession revocation and enhance accountability. In December 2019 and February 2020, the government enacted decree-laws amending the "Code of Public Contracts," which lowered compensation thresholds for faulty operators by eliminating automatic full indemnity and introducing penalties tied to proven negligence, as approved in parliamentary confidence votes.[25][26] These changes empowered the Ministry of Infrastructure to impose stricter safety audits and tariff caps, while the Autorità di Regolazione dei Trasporti (ART) gained expanded regulatory authority over concession renewals and investment mandates post-2014.[27] Concurrently, an infrastructure decree pledged accelerated investments in bridges and highways, targeting vulnerabilities exposed by the disaster.[28] Under the Draghi administration, a settlement agreement on October 14, 2021, between ASPI and the Ministry averted outright revocation, substituting it with financial penalties, ownership restructuring, and binding commitments. ASPI agreed to €3.4 billion in total provisions, including €1.14 billion to the state for network upgrades, €680 million for victims and local compensation, and €150 million for Genoa's redevelopment, alongside forgoing €2.4 billion in expected tariff hikes through 2026.[29][30] ASPI's parent, Atlantia, divested its 88% stake to Holding Reti Autostradali (HRA), a consortium led by Cassa Depositi e Prestiti (CDP, state-controlled) with 24% ownership, alongside private investors Blackstone and Macquarie, effectively diluting prior private dominance while retaining a hybrid model.[31] The accord mandated €21.8 billion in capital expenditures over the concession term ending 2038, prioritizing seismic retrofits, digital monitoring, and bridge reinforcements, with annual reporting to ART.[32] By 2025, these reforms had spurred incremental enhancements, including the completion of over 2,000 km of safety interventions by ASPI and nationwide pushes for €50 billion in deferred maintenance via EU Recovery funds, though critics noted persistent underinvestment predating 2018 and uneven enforcement across smaller concessionaires.[33] Ongoing criminal trials against ASPI executives and the 2024 annual budget's provisions for tendering expiring concessions underscored a shift toward performance-based renewals, with tariffs adjusted modestly (up to 1.8% increases in 2025) to fund obligations rather than profits.[34][35] Earlier 2000s issues, such as aging post-war infrastructure strains amid economic stagnation, prompted no comparable overhauls until the Morandi catalyst amplified calls for causal accountability over entrenched concessionary inertia.[36]Technical and Design Features
Engineering Standards and Construction
The engineering standards for Italian autostrade originated with the pioneering Autostrada dei Laghi, constructed between 1924 and 1930, which featured a paved carriageway of 8 meters width, a maximum longitudinal gradient of 4.55%, and a minimum curve radius of 400 meters to accommodate high-speed travel for the era.[9] This design emphasized gentle topography and innovative use of reinforced concrete for bridges and viaducts, setting precedents for future motorway builds amid Italy's varied terrain.[3] Post-World War II expansion, exemplified by the Autostrada del Sole (A1), introduced accelerated construction techniques, achieving an average build rate of 94 kilometers per year from 1956 onward, incorporating 572 overpasses, 113 viaducts, and 38 tunnels over its initial stretches.[37] The A1's engineering pioneered standardized systems for mountainous sections, including over 80 bridges erected in the Apennines between 1961 and 1964 using prefabricated elements and post-tensioning for efficiency and durability.[14] Pavement structures adopted thick asphalt layers, typically with a 4-5 cm wearing course, 7-10 cm binder layer, and deeper base courses to withstand heavy traffic loads.[38] Contemporary autostrade adhere to geometric design criteria aligned with European norms, featuring dual carriageways with lanes typically 3.75 meters wide, design speeds of 120-130 km/h, right shoulders of at least 1.75 meters, and emergency lanes of 2.5 meters minimum to enhance safety and flow.[39] [40] Bridge and viaduct construction follows Eurocode-based standards introduced in Italy since the early 2010s, emphasizing seismic resilience with deep foundations up to 30 meters in high-risk zones and precast prestressed segmental methods for elevated sections.[41] [42] Tunnels employ conventional excavation in complex geology, supplemented by modern monitoring for stability, reflecting Italy's orographic challenges where over 2,000 km of the network involves elevated or tunneled infrastructure.[43] [44] These standards prioritize durability against seismic activity and landslides, with ongoing retrofits ensuring compliance with updated TEN-T regulations for infrastructure safeguard.[45]Safety Infrastructure and Innovations
Italian autostrade feature central barriers to separate opposing lanes of traffic, reducing crossover collision risks, alongside emergency shoulders and regularly spaced SOS columns for rapid assistance.[46] These elements align with one-way carriageways and standardized signage to enhance directional clarity and prevent wrong-way driving.[46] Tunnels incorporate advanced ventilation, fire suppression systems, and automated traffic controls, including three-light signals and mandatory low-beam headlights to mitigate visibility hazards.[47] Paving uses specialized draining asphalt to minimize hydroplaning during adverse weather, complemented by upgraded worksite signage with dynamic warnings to protect operators and motorists.[46] Innovations include IoT sensors and AI for real-time monitoring of over 4,000 bridges and viaducts spanning 3,000 km of network, enabling predictive maintenance and anomaly detection.[48] Augmented reality simulators integrated with drones and artificial intelligence analyze driver responses to hazards, informing risk factor identification and behavioral interventions.[49] Advanced driver assistance systems (ADAS), such as automatic emergency braking and lane-keeping aids, are promoted to reduce accident probabilities.[50] Following the 2018 Morandi Bridge incident, Autostrade per l'Italia committed to a modernization program rehabilitating viaducts, bridges, and tunnels while replacing safety barriers across 2,855 km of infrastructure, funded partly by European Investment Bank loans.[45] Eco-sustainable lighting innovations on barriers, like GLight systems, improve nighttime visibility without excessive energy use.[51] Digital platforms leverage data analytics for traffic optimization and hazard prediction, integrating sensors that communicate safety alerts to vehicles.[52][53]Nomenclature and Road Classifications
Autostrade in Italy are defined and classified under Article 2 of the Codice della Strada (Italian Highway Code, Legislative Decree No. 285/1992) as type A roads: extraurban or urban thoroughfares featuring independent carriageways separated by an insurmountable central barrier, each equipped with at least two driving lanes, emergency shoulders, and dedicated interchanges, reserved exclusively for motor vehicles and marked by specific entry signage.[54] This technical classification distinguishes autostrade from other road types, such as type B (strade extraurbane principali, principal extraurban roads with similar but less stringent features) or type C (strade extraurbane secondarie, secondary extraurban roads).[54] The classification emphasizes high-capacity, controlled-access design for long-distance travel, with speed limits typically at 130 km/h under optimal conditions, enforced via dedicated infrastructure like barriers and electronic monitoring.[54] Nomenclature follows a standardized alphanumeric system managed nationally, irrespective of concessionaire operators: principal routes are prefixed with "A" followed by a progressive integer (e.g., A1, A2), assigned historically based on construction sequence rather than geographic logic, beginning with A1 as the inaugural Milan-to-Naples corridor opened in segments from 1958 to 1964.[55] Branches and spurs use the same "A" prefix with higher numbers (e.g., A11 Firenze-Mare), while ring roads and dedicated links employ "RA" (raccordo autostradale), such as RA11.[55] Many autostrade bear descriptive names reflecting geography or significance, like Autostrada del Sole for A1 or Autostrada dei Laghi for early northern routes, displayed on signage alongside numbers for route identification. Overlapping European route designations (E-roads) apply where autostrade align with transnational corridors, such as E45 on portions of A1, facilitating cross-border continuity under EU conventions. Administrative classification complements the technical one, treating most autostrade as state-managed infrastructure under concession to private entities or ANAS (Azienda Nazionale Autonoma delle Strade), distinct from non-tolled strade statali (SS, state roads) which fall under types B or C.[55] As of 2023, the network comprises approximately 7,000 km of type A roads, with signage using green backgrounds for autostrade entries to denote controlled-access status, contrasting blue for state roads.[55] This dual framework ensures uniform operational standards while allowing decentralized management, though reforms since 2020 have scrutinized concession terms for maintenance compliance.Network Extent and Operations
Total Length and Regional Coverage
The Italian motorway network comprises approximately 7,240 kilometers of roads as of 2021, including 5,946 kilometers under private or public concession for toll operation and 1,294 kilometers managed directly by the state agency ANAS without tolls.[56] This figure encompasses main routes, spurs, and connecting links but excludes non-motorway state roads classified as superstrade. Recent official estimates place the total closer to 8,000 kilometers when accounting for all supervised segments under the National Agency for the Safety of Railways, Road and Air Infrastructures (ANSFISA), though expansions and upgrades since 2021 have been incremental rather than transformative.[57] The network's regional distribution is markedly uneven, with over two-thirds of the length concentrated in northern and central Italy, reflecting historical prioritization of industrial corridors in the Po Valley. Lombardy hosts the densest coverage, supporting high-traffic links around Milan and connecting to neighboring regions, while Piedmont, Veneto, and Emilia-Romagna feature extensive radials and tangentials exceeding 1,000 kilometers combined in key economic zones. Central regions like Tuscany and Lazio benefit from north-south spines such as the A1, but southern areas—including Campania, Puglia, Basilicata, and Calabria—exhibit lower densities, relying on fewer, longer routes like the A2 Autostrada del Mediterraneo, which spans from Salerno to Reggio Calabria over 700 kilometers.[58] Island regions receive minimal direct coverage: Sicily has segments of the A18 and A20 totaling around 400 kilometers, primarily along coastal paths, while Sardinia possesses no designated autostrade, depending instead on state highways for intercity travel. This north-south disparity in extent—northern regions averaging over 4.5 kilometers of motorway per 100 square kilometers versus under 2 kilometers in the south—stems from post-war development focused on export-oriented manufacturing hubs, with southern extensions often delayed by terrain challenges and funding constraints. Valle d'Aosta's alpine passes include limited trans-border links, such as portions of the A5 integrated with Swiss and French networks.[58][57]Management Structure and Concession Holders
The Italian motorway network is managed through a decentralized concession system, where private operators are granted time-limited rights by the Ministry of Infrastructure and Sustainable Mobility (MIMS) to finance, build, operate, maintain, and toll specific sections, in exchange for adhering to contractual obligations on safety, investments, and service levels.[59] This model, formalized under legislative frameworks like Law No. 537/1993, shifts operational risks and capital costs to concessionaires while enabling network expansion beyond direct state funding capacity.[59] Oversight involves the MIMS as primary grantor, the National Road Safety Agency (ANSFISA) for technical compliance, and the Transport Regulation Authority (ART) for tariff regulation and performance monitoring, with ANAS S.p.A. handling residual state-owned segments and concession support.[60] As of 2023, the tolled network comprises 27 active concession agreements, covering approximately 6,943 km out of the total 7,016 km system.[60] Autostrade per l'Italia S.p.A. (ASPI), the largest concessionaire, operates 3,000 km across 15 regions, including core arteries like the A1 Milan-Naples and A14 Adriatic routes, under a single concession agreement with ANAS extended from 2018 to 2038, which mandates specific upgrades such as the Variante di Valico bypass.[1] ASPI's corporate structure features a board of directors chaired by Antonino Turicchi, with CEO Arrigo Giana overseeing operations, supported by directors for areas like QHSE, IT, and institutional affairs; ownership is held primarily by HRA S.r.l. (88.06%), reflecting control by the Mundys group following post-2021 privatization shifts after the Morandi Bridge collapse.[1] The company integrates subsidiaries for ancillary functions, such as Traforo Monte Bianco for cross-border tunnels, ensuring unified management of its network segment.[61]| Concessionaire | Key Managed Routes | Approximate Length (km) |
|---|---|---|
| Autovia Padana S.p.A. (ASTM Group) | A21 Piacenza-Brescia | 111.6[62] |
| Concessioni del Tirreno S.p.A. (ASTM Group) | A10 Savona-Ventimiglia; A12 Sestri Levante-Carrara; A11/A12 Viareggio-Lucca; A15 Parma-La Spezia | Varies by section[63] [62] |
| Autostrada del Brennero S.p.A. | A22 Verona-Brennero | ~314[64] |
| Autostrada Brescia-Verona-Vicenza-Padova S.p.A. | A4 Brescia-Padova segment | ~236[65] [64] |
Traffic Regulations and Enforcement
Traffic on Italian autostrade is governed by the Codice della Strada, which imposes stringent rules suited to high-speed, controlled-access roadways. The default speed limit is 130 km/h, though it drops to 110 km/h during rain or on sections with signage indicating lower limits, such as urban motorways at 70-110 km/h; exceeding these incurs fines starting from €173 for minor violations. Vehicles must adhere to right-hand driving, occupying the rightmost available lane except for overtaking, with the left lane reserved exclusively for passing to minimize congestion and enhance safety. Minimum speeds apply to ensure traffic flow, barring vehicles incapable of sustaining them, while prohibitions extend to pedestrians, bicycles, mopeds under 150 cc, and tractors. Toll collection is mandatory on most autostrade, enforced via barriers at entry and exit points where payments occur manually by cash, card, or electronic Telepass transponders that automate transactions and enable lane preference; evasion results in fines up to €87 plus double the toll amount. Additional mandates include compulsory seatbelt use for all passengers, hands-free mobile phone operation, and dipped headlights in tunnels or poor visibility, with non-compliance yielding penalties from €42 to €173. Overtaking occurs only on the left, and emergency lanes are for breakdowns only, not routine stops. Enforcement primarily falls to the Polizia Stradale, Italy's highway patrol, which conducts patrols, roadside checks, and incident responses, supplemented by concessionaires' technological infrastructure. Fixed and mobile speed cameras, known as Autovelox, monitor compliance with advance warning signs mandated by law, capturing violations for automated ticketing sent by mail to vehicle registrants. The Tutor system, deployed by operators like Autostrade per l'Italia, calculates average speeds across multi-kilometer segments via license plate recognition at portals, automatically detecting exceedances and adjusting for vehicle classes per Codice della Strada limits, thereby curbing spot-speeding tactics. Variable speed limits, enforced via dynamic signage for weather, traffic density, or construction—such as 60 km/h near worksites or minimum vehicle spacing—integrate with real-time monitoring to mitigate risks. Fines, payable immediately for on-site infractions or within 60 days for mailed notices, escalate with severity (e.g., license points deducted for reckless driving), subject to a five-year statute of limitations under traffic code provisions; foreign drivers face international reciprocity for penalties. In 2023, over 1.5 million speeding infractions were recorded on autostrade, underscoring rigorous application amid criticisms of revenue motives, though empirical data links enforcement to reduced accident rates. Concessionaires collaborate on safety protocols, including emergency call boxes every 2 km and CCTV, but ultimate authority resides with state police to ensure impartiality.Economic Framework
Toll System and Revenue Model
The Italian autostrade toll system primarily operates on a closed tolling basis, where drivers take a ticket at entry points that records the starting location, and pay upon exit according to the distance traveled between entry and exit, determined by predefined rates per vehicle class.[68][69] Rates for standard passenger cars (Class A) average approximately €0.09 per kilometer.[68] Certain shorter sections employ open tolling, charging a fixed fee regardless of entry-exit points within the segment.[70] Payments occur at exit toll booths via cash, credit or debit cards, or electronic systems like Telepass, which uses vehicle-mounted transponders for automatic billing and access to dedicated fast lanes, reducing congestion at plazas.[70] Telepass, introduced in the 1990s, accounts for a significant portion of transactions, enhancing efficiency on high-traffic routes.[70] Concession holders collect these tolls under long-term agreements with the state agency ANAS, deriving roughly 90% of revenues from them to cover construction, maintenance, operations, and upgrades.[71] For Autostrade per l'Italia (ASPI), the largest operator managing about 3,000 km, toll revenues reached €3,009 million in the first nine months of 2024.[72] Operators remit concession fees to the state and face revenue-sharing obligations if collections surpass regulatory caps during five-year cycles, capping excess returns while incentivizing efficiency.[73][74] Tariff levels undergo annual regulatory adjustments for inflation, traffic variations, and infrastructure enhancements, with concessionaires bearing demand risk but protected against certain exogenous shocks.[73] This model, established post-World War II, balances private investment with public oversight, yielding net margins of 16-18% for operators to recoup capital-intensive outlays.[75] Criticisms include debates over profitability levels, prompting reviews like those following the 2018 Genoa bridge collapse, though empirical data affirm the system's role in funding over 6,000 km of tolled network without direct state subsidies.[76]Funding Mechanisms and Investments
The funding for Italian autostrade primarily derives from a concession-based model, where private operators, granted rights by the Ministry of Infrastructure and Transport, collect tolls to cover operations, maintenance, and required investments in exchange for managing designated motorway segments.[77] Concessionaires such as Autostrade per l'Italia (ASPI), which oversees approximately 3,000 kilometers of network, generate revenues through distance-based or flat-rate tolls, with tariffs regulated by the Autorità di Regolazione dei Trasporti (ART) to balance user costs against infrastructure needs.[75] This self-sustaining mechanism, established since the 1950s, mandates operators to finance capital expenditures from toll income, supplemented by corporate financing, without direct reliance on general taxation for routine upkeep.[18] Investments encompass mandatory maintenance, safety enhancements, and expansions outlined in multi-year plans approved by the concession grantor, often requiring billions in annual outlays; for instance, ASPI committed to elevated capital spending post-2018 Morandi Bridge collapse, targeting seismic retrofits, digital upgrades, and environmental measures across its 2,855-kilometer portfolio.[78] These obligations are enforced through performance audits and potential penalties, with excess profitability debates prompting ART scrutiny of returns exceeding 6-7% on invested capital.[27] Private equity infusions, such as the 2021 acquisition of ASPI stakes by a consortium including Cassa Depositi e Prestiti (CDP), have bolstered funding capacity, enabling debt issuance and equity for long-term projects.[79] Supplementary public and European Union financing supports strategic initiatives beyond toll-funded baselines, including loans from the European Investment Bank (EIB); in February 2024, the EIB disbursed €1.2 billion to ASPI, guaranteed under InvestEU, for resilience-focused upgrades like anti-flooding infrastructure and electrification corridors.[80] Similar mechanisms aided the A32 motorway's €247 million modernization in 2023, combining EIB, CDP, Unicredit, and SACE resources for safety and efficiency improvements.[81] State aid approvals, such as the 2018 European Commission clearance for ASPI's investment plan, have facilitated targeted subsidies for public-interest enhancements, though core funding remains operator-driven to incentivize efficiency.[82] Overall, this hybrid approach has driven cumulative investments exceeding €20 billion in the past decade, prioritizing verifiable infrastructure longevity over short-term fiscal burdens.[83]Economic Contributions and Criticisms
The Italian autostrade network significantly contributes to the national economy by enabling efficient movement of people and goods, serving as a backbone for logistics and commerce. Transportation, including storage, accounts for 5.5% of Italy's gross value added, with the road network handling 55% of inland freight transport.[79] Autostrade per l'Italia (ASPI), managing approximately 3,000 km or half of the tolled motorway system, generated toll revenues of €2.835 billion in the first nine months of 2022, supporting operations and investments that indirectly boost sectors like tourism and manufacturing through improved connectivity.[84] These infrastructures have historically driven post-war economic expansion, exemplified by the Autostrada del Sole completed in the 1960s, which facilitated industrial growth in northern Italy.[85] Concession-funded investments further enhance economic productivity, with recent European Investment Bank loans totaling €1.2 billion allocated to ASPI for safety, resilience, and green upgrades across its network as of 2024.[80] Such projects create direct employment in construction and maintenance while yielding multiplier effects, including stimulated local economies via increased tourism spending on accommodations and services.[3] The system's role in integrating regional markets has been pivotal, with motorways linking industrial hubs to ports and reducing transport costs, thereby supporting Italy's export-oriented economy. Criticisms center on inadequate maintenance despite substantial revenues, leading to safety risks and fiscal burdens. Total investment and maintenance spending on Italian transport infrastructure declined by 58% from 2008 to 2015, contributing to structural failures like the 2018 Morandi Bridge collapse in Genoa, which incurred economic losses exceeding €300 million in direct damages and disrupted trade.[86] Concessionaires such as ASPI have faced accusations of prioritizing dividends over upkeep, with government audits post-collapse revealing deferred maintenance costs estimated at billions of euros.[87] High toll rates—among Europe's highest per kilometer—have drawn public ire for yielding profits while infrastructure quality lags behind peers like Germany and Spain, prompting partial concession revocations and toll freezes that strained operator finances and investor confidence.[88] Chronic under-investment reflects broader institutional challenges, including fragmented oversight and political interference, rather than inherent flaws in the concession model.[89]Safety and Incident Analysis
Overall Safety Statistics
In 2024, Italian motorways recorded 9,443 accidents involving injuries, resulting in 256 fatalities and 15,479 injuries.[90] These figures mark increases of 6.9% in accidents, 7.1% in fatalities, and 7.0% in injuries compared to 2023, contrasting with overall national road trends of a 4.1% rise in accidents but a slight 0.3% decline in total fatalities (3,030).[90][91] Motorways accounted for about 5.3% of Italy's total injury accidents in recent years, yet 7.9% of fatalities, indicating elevated crash severity linked to higher speeds and traffic volumes.[92] Long-term trends show improvement, with motorway fatalities down 17.4% from 2019 levels amid broader infrastructure enhancements, though raw incident counts rose 4.0% over the same period.[90] Italy's overall road mortality rate stood at 51.4 deaths per million inhabitants in 2024, exceeding the EU-27 average of 44.8.[90]| Year | Motorway Accidents | Motorway Fatalities | Motorway Injuries | % Change Fatalities vs. Prior Year |
|---|---|---|---|---|
| 2019 | ~9,080 (est.) | 310 (est.) | ~15,010 (est.) | - |
| 2023 | 8,840 (est.) | 239 (est.) | 14,502 (est.) | - |
| 2024 | 9,443 | 256 | 15,479 | +7.1% |