Italy's €8.5bn bridge to nowhere | The Independent Europe Italy's €8.5bn bridge to nowhere It's overpriced, favoured by the Mafia and at risk from earthquakes – but 15 years after it was conceived, it's still not been canned. Michael Day tells how an engineering marvel became a parable of modern Italy Thursday 15 November 2012 00:00 BST Click to follow Italy's €8.5bn bridge to nowhere 1/2 The project company's president, Giuseppe Zamberletti, with a picture of plans for the bridge Getty Images The planned bridge will span the Strait of Messina, pictured, linking Reggio to Messina Alamy The project company's president, Giuseppe Zamberletti, with a picture of plans for the bridge It was supposed to be one of the engineering marvels of 21st century Europe. But despite decades of hype, plans for the world's biggest suspension bridge between Sicily and mainland Italy have yet to come to fruition, and most observers think they never will.

So austerity-hit Italians are now asking why the usually parsimonious Monti government has just signalled its continued financial support for what newspapers have dubbed the "phantom bridge". For a construction project, even a monumentally grand one, that's yet to see the light of day, an awful lot of money – €600m has already been spent. Consultancy fees, compensation for contracts never realised, and, ironically, cost-analysis have swallowed up nearly £500m without a brick laid or girder planted for the project, which it is expected would eventually cost around €8.5bn (£6.8bn). This month, to the incredulity of the project's many opponents, the technocrat government of Mario Monti announced a two-year extension in funding of the "exploratory work" into the project by the Messina Strait company. However, environmental group Legambiente said ministers were effectively passing the buck and leaving it up to a subsequent elected government decide the project's fate while "wasting money in the meantime on useless tests". "The only winner in this case is the pro-bridge lobby," said the organisation's vice-president Edoardo Zanchini.

It is probably no coincidence that the pro-bridge lobby consists largely of members of the centre-right PDL party, on whose parliamentary support Premier Monti relies. The last centre-left government – that of Romano Prodi – shelved the project in 2006, only for it to be exhumed when Silvio Berlusconi returned to power in 2008.A verbose Messina Strait company statement claims that it has made "a strong acceleration" towards realisation of the project following the interruption. But the Italian press isn't convinced. "The circus goes on, continuing to spend money on realising a dream project that doesn't exist," huffed La Repubblica newspaper. It noted the Messina Strait company would continue paying the salaries of 50 or so people, including senior police chiefs and an executive from the Rai state TV company. Spending on the project will at least be lower that the pre-recession levels seen between 2001 and 2006, when the Berlusconi government financed all sorts of consultancy studies, from those on the "emotional impact" of the bridge for local people to the "physico-chemical characteristics of the waters of the Strait and their influence on migrating whales".

These nods to the environment were not enough to head off blanket condemnation from green groups. But backers of the bridge project appeared to receive another fillip last week with reports the Chinese might be coming on board. Lorenzo Falciai, a spokesman for the Messina Strait company, said the China Communications Construction Company "had made no formal agreement, but had declared an interest". "I don't think it's a coincidence that these vague comments come straight after the government's announcement that more money would be wasted on the project for the next two years," Mr Zanchini of Legambiente told The Independent. "In the 15 years this has been going on for, no international company has ever been really convinced by the project, which would be incredibly difficult as well as very risky." It is true that architects have drawn up impressive plans for the two-mile-long construct, with twin suspension towers higher than the Shard building in central London. The bridge would carry 4,500 cars an hour and 200 trains a day to reduce reliance on the slow ferry services between the island and the mainland.

But the plans have been consistently opposed by environmentalists and dogged by safety concerns: the bridge would span a busy shipping lane and would have to withstand high winds, and there is the issue of having to construct the vast edifice in one of the world's most earthquake-prone areas. At a conference in Rome this week organised by Legambiente, Alessandro Guerricchio, a geologist at the University of Calabria, warned how the high risk of quakes, tremors and long-term movements of the earth made the project particularly perilous. At the same meeting, Guido Signorino, an economist at the University of Messina, Alberto Ziparo an urban planning expert at Florence University and Anna Giordano of the World Wide Fund for Nature's Italian division, listed the financial, social and environmental arguments against the bridge's construction. The other spectres hovering over the Strait of Messina are those of Mafia involvement. The huge suspension bridge would link the territories of Italy's two biggest crime syndicates – Cosa Nostra and 'Ndrangheta. Critics predict the project would represent the biggest payday in the history of Italian organised crime, which has a hand in most of the public works contracts in southern Italy.

The fact the project is often described as the "brainchild" of Silvio Berlusconi does not endear it to many. And it's usually the ex-Premier's political supporters who do the flag-waving for the bridge. Nino Foti, a MP in Mr Berlusconi's PDL party, said he welcomed the decision to continue the appraisal work. "The two-year extension will allow a political government and not one made of technocrats to take responsibility on whether to go ahead or not with this project," he said. It remains a distinct possibility that a future centre-right government, with or without Mr Berlusconi at the helm, might continue to press for the bridge's construction, although it's not clear if financial support from the European Commission would be forthcoming in the current economic climate. The Messina Strait bridge project is not without its less partisan supporters, however, who say it would bring the culturally distinct and semi-autonomous region more in tune with mainland Italy. Senior figures within the Sicilian division of Confindustria, the employers' organisation, have said that eventually the bridge will have to be built to provide the island region with the transport links, particularly rail services, needed to boost its economy.

Critics point out, though, that the rest of Sicily's road and rail infrastructure is so antediluvian that the island would not be able to exploit the new access provided by a suspension bridge. And, just as proponents say a bridge would bring Sicily closer in spirit to the rest of Italy, many Sicilians, and fans of the evocative Mediterranean island, are against the project for the same reasons – hoping it stays as it is now, in many senses, a place apart. How to Get from Italy to Sicily (and Vice Versa) – Italy Travel Guide in Planning a Trip tagged Planning a Trip / sicily / southern italy / transportation by Jessica Let me start off here by saying the title of this article is more than a little confusing. If you’re saying, “How to get from Italy to Sicily? Isn’t Sicily part of Italy?” the answer is yes – and no. As you’ll remember from your brief introduction to Italian history , Italy didn’t become a unified country until 1861.

Prior to that, Sicily was one of many independent city-states, and there’s still quite a bit of the “I’m Sicilian first, Italian second” mentality – as there is with other parts of Italy, too. But practically speaking, the title of this article really refers to the notion that getting to the island of Sicily requires a jump from the Italian mainland. There’s long been talk about building a bridge across the Straits of Messina that would more easily connect Sicily with Italy’s mainland, but between political promises made during campaigns (which are conveniently forgotten post-elections) and the fact that there are some people on both sides of the strait who would just as soon not have the two land masses more easily connected, I’m not sure such a bridge will ever be built. Until then, therefore, your options for getting from Italy to Sicily – or vice versa – are listed below. Please Note: Because this is an overall article about coming from Italy – anywhere in Italy – I’ve had to generalize more than I usually do on these articles. You could, after all, be just about anyhwere on the mainland.

I’ve done my best to outline your options for getting from the mainland of Italy to Sicily in this article, and if I’ve missed something or left something out please let me know… But if it’s just information about your specific route you’re looking for, I’m hoping I’ve given you the tools in this article so that you’ll be able to find the information you need on your own. Flying from Italy to Sicily Depending on where you’re starting from in Italy, your best bet in terms of both time and money might be to fly to Sicily. There are a few airports on the island, although there are three in particular you’ll want to look at for flights from both the Italian mainland and elsewhere in Europe. The airports to check are in Catania (CTA), Palermo (TMO), and Trapani (TPS) – and your airline options will vary for each arrival airport (not to mention the airport you’re closest to on the mainland).

Some examples of flights I found as I was writing this are: Rome Fiumicino to Catania – Flights on Air One, blu-express, Wind Jet, Meridiana; prices from €47 one-way/€86 round-trip; flight time roughly 1.5 hours Milan Linate to Catania – Flights on Air One, Meridiana, Wind Jet; prices from €72 one-way/€147 round-trip; flight time roughly 2 hours Rome Fiumicino to Palermo – Flights on Air One, easyJet, blu-express, Meridiana; prices from €21 one-way/€43 round-trip; flight time roughly 1 hour Milan Linate or Malpensa to Palermo – Flights on Air One, Meridiana, Wind Jet; prices from €63 one-way/€104 round-trip; flight time roughly 1.5-2 hours Rome Ciampino or Fiumicino to Trapani – Flights on Ryanair, Air One; prices from €28 one-way/€70 round-trip; flight time roughly 1 hour Milan Bergamo Orio al Serio to

 Trapani – Flights on Ryanair, Air One, Meridiana; prices from €37 one-way/€57 round-trip; flight time roughly 1.5 hours >> Read more about budget airlines that fly to Sicily , especially if you’re outside Italy to begin with.

Taking a Ferry from Italy to Sicily As you read above, there is not currently a bridge that stretches over the water from the mainland of Italy to the island of Sicily. What that means is that any form of transportation listed here other than flying will involve going on a ferry boat at some point. Luckily, the ferries that connect Italy and Sicily are the kind that take entire trains (not to mention cars and buses) on board, making your trip easier to deal with. DOWNLOAD OUR TRAVEL GUIDES DOWNLOAD NOW There are several different ports on the Italian mainland from which you can sail to Sicily, and obviously you’ll pick the departure point that’s closest to you. But keep in mind that not all of the ferry departures can accommodate cars or trains, so if you have a particular mode of transport in mind then you’ll want to make sure that will be available at the departure city you’re targeting. Another thing to factor in is how many sailings per week there are from various points. Some have 3-7 per week, some have more, some only have 1.

All of this is to say that your ferry crossing is something you’ll want to research in advance so you don’t end up spending an extra week somewhere you don’t want to be. Some of the departure ports on the Italian mainland with long-haul ferry service to Sicily are Naples, Civitavecchia, Genoa, Salerno, and Livorno. There are quite a few ferry companies that connect Italy’s mainland with Sicily, but a few names to look for include SNAV , TTT Lines , Tirrenia , Grandi Navi Veloci , and Grimaldi Lines . Because the potential departure cities are some distance from one another, the ferry travel time varies significantly. The longer crossings are in the 19-28 hour range (from Genoa or Livorno to Palermo or Catania), and there are several in the 8-14 hour range. As with everything else on this list, prices for the ferries will vary depending on where you start out, where you’re going, and what mode of transport you’re using (i.e., driving a car onto a ferry, taking the train onto a ferry, being a walk-on traveler, etc.).

Here are a few prices to see as samples, but there are too many to list here – be sure to check with the port where you are for the most updated ticket price information.

(And consult the information above about taking the train, since your train ticket covers your ferry crossing, too.) Naples-Palermo – SNAV ferry, 1 foot passenger, 1 bed in shared “economy cabin” – €52 one-way/€95 round-trip Naples-Palermo – Tirrenia ferry, 1 passenger, drive-on with a small car, 1 first class seat on ferry – €142 one-way/€197 round-trip Civitavecchia-Catania – Grimaldi Lines ferry, 2 passengers, drive-on with small car, 2-bed cabin suite – €318 one-way/€636 Genoa-Palermo – Grandi Navi Veloci ferry, 1 foot passenger, 1 bed in shared “economy cabin” – €107 one-way/€214 Livorno-Palermo – Grandi Navi Veloci ferry, 2 passengers, drive-on with small car, 4-berth inside cabin – €279 one-way/€442 If your last stop on the Italian mainland is in Calabria , the region in the toe of the boot that’s closest to Sicily,

 the ferry situation is different.

Ferries run more frequently, are cheaper, and don’t typically require reservations the way the ferries listed above do. You can drive a car on or walk on, assuming there’s space, and the trip from Villa San Giovanni or Reggio di Calabria on the mainland to Messina on Sicily takes about a half-hour. Two ferry companies to look for are Meridiano Lines and Caronte & Tourist , and some prices are: Foot passenger – €1.50 one-way/€2 round-trip Car with only the driver – €29 one-way/€20 round-trip within 4 days Car with driver + 3 passengers – €32 one-way/€31.50 round-trip within 4 days Taking the Train from Italy to Sicily Although there are very good reasons for renting a car in southern Italy, you can definitely get around much of the region by sticking the train routes – and that includes getting across the water to Sicily. Taking the train between Italy and Sicily is a fairly unique experience, too, as the trains roll right onto ferries and then back onto train tracks on the other side of the crossing.

You never even have to leave your train seat if you don’t want to. Trains cross the Straits of Messina between Villa San Giovanni on the mainland and the city of Messina on Sicily. As mentioned, you can stay where you are on the train if you like – but it’s widely recommended that you make the trip up onto the deck of the ferry to catch the beautiful views. The crossing is often done as night is falling, so you may get treated to a spectacular sunset. Just be sure to note the number of your train car and pay attention to where you came from, as getting back to your train can be a little challenging.

The prices on train tickets from Italy to Sicily will vary depending on where you’re coming from and the speed of the train you want to take, but here are some sample prices: Rome to Palermo – €84-126 first class, €46-94 second class Naples to Catania – €58-72 first class, €42-59 second class Milan to Palermo – €144-200 first class, €126-148 second class As you can see, while I’m usually someone who’ll advocate for taking the train above all other forms of transport in Italy, the passage from Italy’s mainland to Sicily isn’t necessarily one of those times. Sometimes there are great deals on tickets running, and it can’t hurt to check, but if you’re not already in Calabria (making your train trip much shorter and cheaper) you may find that taking the train isn’t the best option for you.

Driving from Italy to Sicily Since you could be coming from anywhere on the Italian mainland, and since you’ll be headed for one of the various cities listed above under the ferry information so you can drive your car onto a ferry bound for Sicily, I’m not going to re-hash all of the ferry information here. I suggest that you use a good GPS system or look up a route on Via Michelin (and have a good driving map with you). That way you can plug in exactly the address you’re departing from and get the most accurate driving directions to the city where you’ll sail to Sicily. And don’t forget to read all about what you should know about driving in Italy before you get there. Taking the Bus from Italy to Sicily There are some long-distance buses in Italy that you can take from various points on the mainland to a couple of the major cities on the island of Sicily. SAIS Trasporti buses are the ones that will get you from your last stop on the Italian mainland to Sicily, but you’ve got to get to one of their departure points first.

If you’re on the SAIS website (in Italian) you can technically book a trip all the way from Milan to Catania, but what you’re booking in that case is a train trip to Rome and then a bus trip from Rome to Sicily. So here is the information for the SAIS bus trips leaving from Rome and Naples heading for Palermo and Catania.

Rome-Palermo – €44 one-way (€39.50 for those under 26 or over 60), overnight bus ride with a bus change in Messina, departs Roma Tiburtina at 21:00 and arrives in Palermo at 09:00 Rome-Catania – €45 one-way (€41 for those under 26 or over 60), overnight bus ride, departs Roma Tiburtina at 21:00 and arrives in Catania at 08:00 Naples-Palermo – €35 one-way (€32 for those under 26 or over 60), overnight bus ride with a bus change in Messina, departs Naples at 21:30 and arrives in Palermo at 09:15 Naples-Catania – €33 one-way (€30 for those under 26 or over 60), overnight bus ride, departs Naples at 21:30 and arrives in Catania at 06:30 The prices on these bus trips, as you can see, are definitely budget-friendly for anyone who’s on a real sho

estring traveling through Italy.

I’m not sure the transport times are to my liking (especially without a cushy berth on a train or a ferry), but if you’re one of those lucky people who can sleep anywhere and not wake up stiff and sore then I envy you you might not mind at all. Now that you’re in Sicily… Here are a few links to resources that may help you plan your trip to Sicily. The Bridge over the Strait of Messina, Italy | EJAtlas The Bridge over the Strait of Messina, Italy No ponte demonstration - credits: calabro9.ilcannocchiale.it Protests against work sites - credits: terrelibere.org Postcard - credits: nopontestrettodimessina.it Description The Strait of Messina Bridge is a project intended to create a 3.300 m bridge across the Strait of Messina, to link Sicily with Calabria, the southern tip of mainland Italy. The bridge would be the largest suspension bridge in the world, with both road and rail sections and would be part of the Trans-European Transport Networks (TEN-T) line connecting Central and Southern Europe.

The bridge project has been met by increasing opposition by the "No Ponte" movement, initially constituted by local citizens and now expanded and networked with other national movement against big infrastructures. See more... The idea to link Sicily with the continent through the strait dates back to Roman times, but a real planning stage started in the 1960s. In 1969 the Italian ministry of Transport arranged an international design competition for planning the crossing of the Strait. In 1971 a law was issued for the creation of a private company, concessionaire for the design, implementation and management of a road and rail connection. In 1981, the company Stretto di Messina S.p.A. was set up. In 1992, the preliminary project for a bridge crossing the strait was presented. In the 80s, the first protests emerged against the imposition of the mega project in an area severely damaged by unregulated overbuilding and with other priorities to improve urban development. In the 90s, local citizens focused on disseminating information and garnered the support of the green and communist parties.

Starting from 2001, real mobilization began (demonstrations, camping, civil disobedience and legal actions). In July 2002, the first camp in opposition to the project was organized on the Strait shores, and others followed. The movement became increasingly popular and the support from environmental associations and national committees increased. The No Ponte movement criticizes the project for its environmental impacts on a unique landscape protected by the European Union located within two Special Protection Areas and affecting in both regions 11 Sites of Community Importance. Other criticism entails the financial sustainability of the infrastructure whose cost has risen over the years and would have to rely on tolls to support the project financing. Nevertheless, estimated traffic data demonstrate the improbability to cover the costs of the project based on tolls [1]. The movement expresses concern about the likely risk of mafia infiltration in the financing or in the procurement system, later confirmed by judiciary investigations[3]. Moreover, the protests have seriously put into question the technical feasibility of the infrastructure and its location in an area of high seismic risk. However, on October 2005 the role of General Contractor was assigned to the consortium Eurolink as a result of a tender.

Completion was planned in six years at a projected cost of €3.9 billion. In the same year investigations of the District Anti Mafia discovered an attempt by local mafia to infiltrate in the works. In 2006, the largest demonstration No Ponte took place in Messina, with 20,000 participants. In the following years, the alternation of governments and decisions on the big infrastructure put at risk the construction, but in 2008 the new government led by the prime minister Berlusconi decided to restart the project to build the bridge. In 2009 preparatory work started. In reaction to it, in December 2009 a big demonstration with 10.000 participants was organized in the construction sites, with a huge amount of police forces employed for the control of the event. In 2010, Eurolink deliver the final design of the bridge to the Stretto di Messina S.p.A, the new estimated cost was €8.5 billion. Subsequently, environmental groups drafted official letters of their observations on the unsustainability of the project as part of the Environmental Impact Assessment procedure[2].

In 2011, the European Union excluded the bridge from public works designed to receive EU funding for 2014-2020. In 2012, the Committee for Economic Planning (CIPE) removed funding for the project. The new technocratic government decided to stop the project for lack of funds and extend for two years the terms for approval of the final project to prove technical and financial feasibility. In 2013, the Stretto di Messina S.p.A. was put into liquidation. The consortium Eurolink asked a monetary compensation to the Italian State for the cancelling of the project. The latter in its preliminary stage and promotion has already cost €500 million and constructors are requesting €700 million. In 2013 a demonstration was organized by the No Ponte movement in objection to the payment of the penalty. See more... Eurolink gathers some major international companies in the field of large construction and heavy engineering works, and it is headed by Impregilo, the most important Italian construction company.

The project to build the longest suspension bridge in the world consists in a single-span suspension bridge with a central span of 3,300 m and 60 m wide. Two 399 m pillars located on the banks would support the bridge. Plans called for six traffic lanes catering for 6,000 vehicles per hour (two driving lanes and one emergency lane in each direction), two railway tracks for up to 200 trains a day and two pedestrian lanes. The bridge's suspension system would have relied on two pairs of steel cables, each with a diameter of 1.26 m and a total length, between the anchor blocks, of 5,320 m. [3] Italy: Sicily bridge 'to open to the public in 2017' - Adnkronos Business Italy: Sicily bridge 'to open to the public in 2017' Palermo, 5 Feb. (AKI) - The suspension bridge connecting Italy's southern island of Sicily to the mainland will open to the public in 2017, infrastructure minister Altero Matteoli announced on Friday. Work on the bridge will begin "as soon as possible," Matteoli stated.

"The bridge must open to the public on 1 January, 2017," he said in the Sicilian capital, Palermo. "We should start work on the Strait of Messina Bridge as soon as possible - this year," Matteoli said. The bridge connecting Sicily and the southern Italian region of Reggio Calabria is slated to cost around 6 billion euros and should help kick start Italy's sluggish economy. However, many residents fear the money will benefit construction companies with mafia links and that the bridge will be pointless because of the lack of good road links nearby. If and when it is completed, the bridge will be the longest suspension bridge in the world, at over 3.3 kilometres in length. Italian prime minister Silvio Berlusconi said last October that construction of the long-heralded bridge would begin between December 2009 and January 2010. He described the bridge as "a fundamental piece of infrastructure for Sicily." Messina Straits Bridge, Sicily - Road Traffic Technology Explanation of the bridge towers.

Messina Straits Bridge, Sicily, Italy The new Messina Straits suspension bridge to link Sicily with the Italian mainland was likely to be one of the most impressive feats of engineering undertaken this century and one of the biggest construction projects ever undertaken in Europe. Following the plans for the bridge being scrapped by Italy’s new prime minister in October 2006 the project was thought to be totally dead and buried. However, governments change and in April 2008 a general election returned the previous Prime Minister Silvio Berlusconi to power. One of Berlusconi's first acts was to revive the bridge project. Although the project was welcomed and criticised in equal measure, it is certain that it would have inspired a generation of Italians to marvel at their country's engineering skills and prowess. The bridge would have significantly helped reduce the infrastructural deficit in Southern Italy, creating favourable conditions for the economic growth and social regeneration of the region and promoting an integrated road infrastructure (probably requiring badly needed additional investment). The bridge was being constructed by the Italian Government, which formed a company, the Stretto di Messina SpA, to oversee construction and operate the bridge when potentially completed in 2012.

Spanning the Messina Straits, the bridge would have been almost 4km (2.5 miles) long and would have cut the two-hour journey time by ferry and train (transporting over 18,000 vehicles per day). The controversial project had been on the drawing board since the 1960s and has been criticised because it would be a waste of public money in Italy where public spending is already overstretched and also because the area in which the construction was taking place had some seismic activity in the past. The bridge would have cost an estimated €4.4bn ($5.3bn; £3bn) to build. The bridge would have been the world's longest suspension bridge and was expected to have a service life of 200 years. "The Strait of Messina Bridge was to be open 365 days a year, 24 hours a day." CONTRACTORS A group led by Italian construction firm Impregilo was to start work next year and was expected to complete the construction by 2012. Parsons Transportation Group was awarded the project management consulting services contract worth €120m.

The bridge was to carry a double six-lane highway and four tracks for a high-speed railway line. The other contractors included Ishikawajima-Harima Heavy Industries of Japan, Sacyr Vallehermoso of Spain and Sacyr S.A., Società Italiana Per Condotte D'Acqua SpA, Cooperativa Muratori & Cementisti-CMC. Environmental Impact Studies in 2003 were carried out by a consortium formed by Systra SA, Bonifica SpA., Systra-Sotecni SpA. and Ast Sistemi Srl. Fenice SpA with Agriconsulting, Eurisko, Nautilus and Theolab were the provisional winners of the tender for environmental monitoring (before, during and after the project). Istituto Nazionale della Fauna Selvatica was to monitor bird life in the area. Marsh SpA was the insurance brokerage company for the project and the financial advisor to Stretto di Messina is PricewaterhouseCoopers. The construction was due to begin in October 2006.

PROJECT PLANNING The Strait of Messina Bridge preliminary project is a revised version of the project first proposed in 1992, updated to include the recent findings and resolutions of the Technical and Scientific Committee set up by the Italian Ministry of Infrastructure. This Committee began work in February 2002, drafting the bridge design guidelines. The Government's technical advisor during the design stage is Steinman International. Stretto di Messina has also made further technical improvements in environmental and urban planning issues. In May 2006, the bridge building project was questioned by the newly-elected Italian Prime Minister, Romano Prodi, but the project itself could not be scrapped at the time because of agreements and contracts previously entered into by the former government mandating either the construction of the bridge, or an equivalent penalty payment to the contracted construction companies. As will be seen later, he did not give up his questioning. BRIDGE DESIGN For the design of a crossing structure, the preliminary project definitively opted for a 3,300m-long single-span suspension bridge that will have the world's longest central span. The deck was to be 3,666m long, including the two suspension side spans, and 60m wide.

The structure was to be composed of three box sections – two lateral ones for the roadway deck and a central one for the railway tracks. The deck's roadway section was to have three 3.75m-wide lanes in each direction (two driving lanes and one emergency lane). The railway section was to have two tracks and two lateral pedestrian sidewalks. The height of the two towers was set at 382.6m to allow for a navigation clearance with a minimum height of 65m – in the presence of maximum load conditions – and a 600m width; the height of the deck's anchoring on the Sicilian side was lowered by 11m. The bridge's suspension system was to be secured by two pairs of steel cables, each with a diameter of 1.24m and a total length between the anchor blocks of 5,300m. The bridge was designed to resist, without damage, an earthquake of 7.1 on the Richter scale – much more severe than that which devastated Messina in 1908. It was also designed to withstand winds of more than 200km/h, given its aerodynamic configuration.

CONNECTION TO ROAD SYSTEM The preliminary project included 20.3km of road links and 19.8km of railway links to connect the bridge to the existing networks. Under the new design, most of the links were to be developed in tunnels enabling connection of the bridge directly to the new routes. On the mainland, the bridge was to connect to the new stretch of the Salerno-Reggio Calabria highway (A3) and to the planned Naples-Reggio Calabria high-speed railway line; on the Sicilian side, to the Messina-Catania (A18) and Messina-Palermo (A20) highways as well as the new Messina railway station (to be built by Rete Ferroviaria Italiana). WIND PROBLEMS The Strait of Messina Bridge was to be open 365 days a year, 24 hours a day, without any interruption to traffic due to strong winds. This was due to its intrinsic stability and the use of special wind protection barriers that will allow traffic to move normally even in the presence of strong winds.

With regard to stability, the bridge, defined as 'designed by the wind', had a wing profile with aerodynamic characteristics that enabled it to withstand winds at speeds of more than 216km/h (in over 20 years of wind monitoring, speeds of more than 150km/h have never been reached). Studies in wind tunnels have made it possible to provide a comfortable crossing and optimum stability in the presence of both medium / low and strong winds. SEISMIC ACTIVITY Suspension bridges are not typically sensitive to earthquakes as the bridge's structural configuration has a type of natural insulation that comes from the typical frequencies of seismic stresses (periods of fractions of seconds). This helps to insulate the structure against the physical possibilities of vibration periods of several seconds and tens of seconds. The Strait of Messina Bridge was designed to withstand an extreme earthquake with a magnitude of around 7.1 on the Richter scale (the maximum ever recorded in Italy) with the focus at around 15km from the bridge. Such an earthquake is extremely rare.

CONTROVERSY AND DISASTER In October 2006 it was reported that the plans for the world’s longest single-span suspension bridge between Sicily and the peninsula had been set aside and scrapped following a vote by Italian MPs. The Italian parliament ratified a cabinet-approved motion that compelled the government to abandon the 30-year-old dream of spanning the Straits of Messina and put other road infrastructure works first. "Berlusconi returned to power in April 2008 and has now revived the bridge project." Silvio Berlusconi had already secured partial funding from the European Union for the €6bn (£4bn) scheme before his defeat at the polls. Romano Prodi, who replaced Mr Berlusconi as Prime Minister in the general election earlier in 2006, had already cast doubt on the scheme and seemed determined to consign it to the scrapheap. Prodi won the vote against the bridge by 272 votes to 234. The new infrastructure minister then warned that cancelling the project would mean the taxpayer giving away at least €388m in compensation to the consortium contracted to build the bridge.

The biggest reason for scrapping it is that the Italian treasury, which has vast interest payments on the national debt cannot afford its share of the cost. A further argument against the scheme was that the road and rail networks on either side of the straits are incapable of supporting enough traffic to make the bridge profitable. Other reasons for scrapping included the earthquake risk in one of the most seismically active parts of the Mediterranean, and the danger of encouraging an increased organised crime network between the Cosa Nostra of Sicily and the Ndrangheta of Calabria. Berlusconi returned to power in April 2008 and has now revived the bridge project. The project will now go ahead although the completion date will be obviously be delayed. Share Linking Sicily to the mainland might be a bridge too far - World - NZ Herald News Linking Sicily to the mainland might be a bridge too far 5:30 AM Saturday Nov 17, 2012 SHARE: Italy Plans for the world's biggest suspension bridge between Sicily and mainland Italy have yet to come to fruition. Photo / Thinkstock It was supposed to be one of the engineering marvels of 21st century Europe.

But despite decades of hype, plans for the world's biggest suspension bridge between Sicily and mainland Italy have yet to come to fruition, and most observers think they never will. So austerity-hit Italians are now asking why the usually parsimonious Monti Government has just signalled its continued financial support for what newspapers have dubbed the "phantom bridge". For a construction project, even a monumentally grand one, that's yet to see the light of day, an awful lot of money - €600 million ($942 million) has already been spent. Consultancy fees, compensation for contracts never realised, and, ironically, cost-analysis have swallowed up nearly $977 million without a brick laid or girder planted for the project, which is expected to eventually cost around $13.3 billion. This month, to the incredulity of the project's many opponents, the technocrat Government of Mario Monti announced a two-year extension in funding of the "exploratory work" into the project by the Messina Strait company. However, environmental group Legambiente said ministers were effectively passing the buck and leaving it up to a subsequent elected government to decide the project's fate, while "wasting money in the meantime on useless tests".

"The only winner is the pro-bridge lobby," said the organisation's vice-president, Edoardo Zanchini. It is probably no coincidence that the pro-bridge lobby consists largely of members of the centre-right PDL party, on whose parliamentary support Premier Monti relies. The last centre-left Government - that of Romano Prodi - shelved the project in 2006, only for it to be exhumed when Silvio Berlusconi returned to power in 2008. A verbose Messina Strait company statement claims it has made "a strong acceleration" towards realisation of the project since the interruption. Continued below. Italy: Long and winding trail to a chant But the Italian press isn't convinced. "The circus goes on, continuing to spend money on realising a dream project that doesn't exist," huffed La Repubblica newspaper. It noted the Messina Strait company would continue paying the salaries of 50 or so people, including senior police chiefs and an executive from the Rai state TV company. But backers of the bridge appeared to receive another fillip last week with reports the Chinese might be coming on board.

Lorenzo Falciai, a spokesman for the Messina Strait company, said the China Communications Construction Company "had made no formal agreement, but had declared an interest". "I don't think it's a coincidence that these vague comments come straight after the Government's announcement that more money would be wasted on the project for the next two years," Zanchini said. It is true that architects have drawn up impressive plans for the 3.2km-long construction, with twin suspension towers higher than the Shard building in central London. The bridge would carry 4500 cars an hour and 200 trains a day to reduce reliance on the slow ferry services between Sicily and the mainland. But the plans have been opposed by environmentalists and dogged by safety concerns: the bridge would span a busy shipping lane and would have to withstand high winds, and there is the issue of having to construct the edifice in one of the world's most earthquake-prone areas. The other spectres hovering over the Strait of Messina are those of Mafia involvement. The huge suspension bridge would link the territories of Italy's two biggest crime syndicates - Cosa Nostra and 'Ndrangheta.

Critics predict the project would represent the biggest payday in the history of Italian organised crime, which has a hand in most of the public works contracts in southern Italy. It remains a distinct possibility that a future centre-right government, with or without Berlusconi at the helm, might continue to press for the bridge's construction. The Messina Strait bridge project is not without its less partisan supporters, who say it would bring the culturally distinct and semiautonomous region more in tune with mainland Italy. Senior figures within the Sicilian division of Confindustria, the employers' organisation, said that eventually the bridge would have to be built to provide the island with the transport links, particularly rail services, needed to boost its economy. - Independent Living on Earth: Bridging the Straits of Messina Bridging the Straits of Messina Air Date: Week of April 7, 2006 stream / download this segment as an MP3 file Ferries travel between Messina, Sicily and Villa San Giovanni, Calabria every 15 minutes.

(Photo: Ken Shulman) The narrow sea passage between the island of Sicily and mainland Italy is a busy crossing for commuters and local merchants, as well as an important channel for bird, fish, and sea mammal migrations. Plans for a bridge across the Straits of Messina has environmentalists and many residents up in arms, while supporters see the bridge as vital to the region’s economic future. Ken Shulman reports. Transcript CURWOOD: It’s Living on Earth. I’m Steve Curwood. As voters in Italy elect their new parliament, a controversial public works project hangs in the balance: a proposed bridge across the Straits of Messina that would connect the island of Sicily with southern Italy. Incumbent Prime Minister Silvio Berlusconi supports the project, which would open Sicily as a major port. His opponent Romano Prodi opposes it. So do many ecologists and geologists who are concerned about the earthquake history of the region, as well as the fragile Mediterranean ecosystem. Ken Shulman has our report. [GANGPLANK, FERRY SOUNDS] Ferries travel between Messina, Sicily and Villa San Giovanni, Calabria every 15 minutes.

(Photo: Ken Shulman) SHULMAN: Every day, state and private ferries shuttle 34 trains, 3,300 trucks, 6,300 cars, and over 12,000 pedestrian commuters across the Straits of Messina between Sicily and Calabria on the mainland. Today, as strong waves strain the gangplank of this docked ferry, an engineering student at Messina university kisses his fiancée one more time before she climbs aboard for the 35 minute passage home to Reggio Calabria. [TRUCK OF CHICKENS] SHULMAN: But the proposed bridge across the Straits of Messina is not intended for these commuters. Nor is it intended for local merchants, like this Sicilian chicken farmer waiting to truck his fowl to market. Lorenzo Falciai is spokesperson for Stretto di Messina SPA, the company that handles the business end of the bridge project. FALCIAI [SPEAKS IN ITALIAN] [VOICEOVER]: Marine traffic in the region is growing by double digits every year. Trade with Asia is growing exponentially, and this trade is exploding across the Mediterranean.

As a nation, we have to put Sicily and Calabria in a condition where they can intercept this traffic. SHULMAN: The bridge across the Straits of Messina is intended to provide a stable rail and automobile link between Sicily and mainland Italy and Europe, completing the so-called Berlin-Palermo land corridor. It’s a strategic gamble and, perhaps, a necessary one. Sicily and Calabria suffer from endemic unemployment and underdevelopment. There is no high-speed rail line, and few highways worthy of the name. Falciai believes the bridge will be an economic catalyst. FALCIAI: [VOICEOVER] It’s not like Sicily and Calabria are deserts and the bridge is the magic wand that will transform these deserts into gardens. The bridge is one piece in the mosaic. And a big one. That’s why it must be one of the first works undertaken. And I hope that by 2012, or by 2015, when the bridge will be completed, the other infrastructure elements will be completed as well.

[SEA SOUNDS] The dark, cold waters of the Ionian Sea meet the light, cool waters of the Tyrenian, forming whirlpools and riptides. (Photo: Ken Shulman) SHULMAN: The Straits of Messina are one of the busiest sea passages in the Mediterranean. Dozens of container ships sail each day along the narrow ribbon of water that flows between Calabria and Sicily. Tides change every seven hours, with grappling masses of dark, cold water from the Ionian Sea and warmer, lighter waters from the Tyrennian spiraling into savage whirlpools and waves. Whales, dolphins, and countless species of birds pass through here on their annual migrations. Tuna, swordfish, and giant squid come here to spawn. [CAR SOUNDS] SHULMAN: Emilio De Domenico is a professor of oceanography at the University of Messina. He fears that the fine particles, dust, and runoff from the predicted 350 million square feet of excavation necessary to build the bridge will suffocate the marine invertebrates and phytoplankton, both prime links of the Strait’s food chain.

De Domenico lives in Ganzirri, the zone where much of the bridge work will take place. If construction begins by the end of the year, as the company hopes, De Domenico will have to move. Yet it’s not because of his house, the professor claims, that he’s against the bridge. DOMENICO: [VOICEOVER] I’m against it because it’s already a dinosaur. A showpiece that will be completely useless, that will not improve the economy, that we aren’t even sure can be built, but that we are sure will destroy one of the most beautiful areas in all of the Mediterranean. [TRUCKS UNLOADING] SHULMAN: Except for a few busy weeks in summer, it’s only a ten minute wait and a 20 minute ferry ride from Messina to Villa San Giovanni. This small Calabrian town is the northern end of the proposed bridge, and site of one of the structure’s two mammoth 1,253-foot towers – towers taller than the Eiffel Tower. The two massive suspension cables that will support the two-mile-long deck will also be anchored here, and on the hills above Ganzirri on the Sicilian side.

[CLIMBING SOUNDS] SHULMAN: The Straits of Messina run between two tectonic plates, the plates between the African and European landmasses. Earthquakes are frequent here, including major ones like the shock that leveled the city of Messina in 1908. Ferdinando Jovine is a geologist living in Villa San Giovanni. He believes the two plates are moving apart. This crack formed in a 10 year old highway column on the Calabrian side, a few feet from the site of the proposed bridge tower. (Photo: Ken Shulman) JOVINE: [VOICEOVER] This whole area is sliding into the sea. These columns above us hold up the state highway. See how the concrete is splitting? The crack is three inches wide, and the columns are only ten years old. All we need is one major earthquake, and instead of three inches that crack is 20. And the people at Stretto di Messina want to build their tower and cable anchors in this area. SHULMAN: The researchers at Stretto di Messina don’t share Jovine’s conclusions. Enzo Vullo is chief engineer at the Rome-based company.

He says that because of its mass and flexibility, a suspension bridge has the best chance of any structure of surviving a major earthquake. He also disputes Jovine’s other data. VULLO: [VOICEOVER] There is a movement of the soil, but it doesn’t involve the bedrock beneath, which is where we will anchor the towers and cables. And the two coasts aren’t pulling apart; they’re actually rotating in unison. But even if it were true, we’re talking about a millimeter or two per year, or 16 inches over the next 200 years. The bridge will expand three times that distance in summer with the heat. [CHURCH BELLS] One of two brackish water lakes just north of Messina, Sicily. They host hundreds of fish and bird species, and offer food and rest to migratory birds. (Photo: Ken Shulman) SHULMAN: Both sides of the Straits of Messina are bedecked with prehistoric, Greek, and Roman ruins.

There are also more modern relicts: half-finished hotels, highway ramps stopped in mid air, the skeletons of projects scuttled when state funds from Rome dried up or were siphoned dry by local politicians and mafia. One of the environmentalists’ greatest fears is that the proposed bridge will be yet another abandoned public works project, leaving behind only an irreversible ecological disaster. Stretto di Messina officials say this is unlikely. As a publicly owned company, they say, they have a responsibility to their shareholders and investors to finish the job, and on time. [CAR DRIVING BY] SHULMAN: Lago di Faro is one of two brackish water lakes in Ganzirri. The lakes are connected by short canals to the sea, and serve as nursery and refuge for countless species of birds and fish. Until recently, poachers used to drive to the lakeside, step out of their cars, and shoot egrets, herons, and migratory falcons who’d stop at the lake for a final meal before flying across the Strait. If you drive there today, the birds will flee as soon as you turn off your motor.

[SHELLFISH SORTING] SHULMAN: Pippo Donato owns a shellfish farm and processing plant on the lake. Like many locals, he was initially in favor of the bridge. But, like many locals, he’s changed his position – even though his business stands to benefit. DONATO: [VOICEOVER] My opinion started to change after my son was born. I started to think about those who would live here after I’m gone. And I think that it is our duty to leave behind this landscape, as it is, intact. SHULMAN: Not all locals along the Strait are against the project. Emma D’Agostino runs a bar in downtown Messina, near the city hall. She tells her clients that the bridge will be a shot in the arm for Messina, which is badly in need of one. D’AGOSTINO: [VOICEOVER] Right now nobody stops in Messina. They all go on to other places. The bridge will create jobs, and it will bring us tourists. Buses. Trains. These people will use our hotels, our restaurants. We’ll be able to eat again. SHULMAN: The people who support the bridge say they speak for Sicily’s future.

Those against the bridge claim to speak for the future, as well. But it’s a different future, a future where Sicily builds roads, railroads, and hotels, and uses its unparalleled archaeology, beaches, and climate to develop an economy based on sustainable agriculture and eco-tourism. At stake is a spectacular piece of land, steeped in history and myth, but mired in corruption, and mismanagement. For Living on Earth, I’m Ken Shulman, in Messina, Italy. Donate to Living on Earth! Living on Earth is an independent media program and relies entirely on contributions from listeners and institutions supporting public service. Please donate now to preserve an independent environmental voice. Newsletter Living on Earth offers a weekly delivery of the show's rundown to your mailbox. Sign up for our newsletter today! Major funding for Living on Earth is provided by the National Science Foundation. Committed to healthy food, healthy people, a healthy planet, and healthy business. Innovating to make the world a better, more sustainable place to live. Kendeda Fund, furthering the values that contribute to a healthy planet. The Grantham Foundation for the Protection of the Environment: Committed to protecting and improving the health of the global environment.

Contribute to Living on Earth and receive, as our gift to you, an autographed copy of one of Mark Seth Lender's extraordinary hummingbird photographs . Follow the link to see Mark's current collection of photographs. © Copyright World Media Foundation. All Rights Reserved Sicily | Define Sicily at Dictionary.com Sicily noun 1. an island in the Mediterranean, constituting a region of Italy, and separated from the SW tip of the mainland by the Strait of Messina: largest island in the Mediterranean. 9924 sq. mi. (25,705 sq. km). Capital: Palermo. [si-sil-yuh n, -sil-ee-uh n] /sɪˈsɪl yən, -ˈsɪl i ən/ (Show IPA), adjective, noun Dictionary.com Unabridged Examples from the Web for Sicily Expand Contemporary Examples Almost as soon as the last Southern king fled into exile, a guerrilla movement took form among the peasants of Sicily. Robert Gates' Fears About Libya John Barry March 8, 2011 Historical Examples In Sicily things seem to have turned round; the European holds the eastern, the Asiatic holds the western coast.

Diversions in Sicily H. Festing Jones I recently saw a plantation in Sicily, of which the product was exported to America. British Dictionary definitions for Sicily Expand noun 1. the largest island in the Mediterranean, separated from the tip of SW Italy by the Strait of Messina: administratively an autonomous region of Italy; settled by Phoenicians, Greeks, and Carthaginians before the Roman conquest of 241 bc; under Normans (12th–13th centuries); formed the Kingdom of the Two Sicilies with Naples in 1815; mountainous and volcanic. Capital: Palermo. Pop: 4 972 124 (2003 est). Area: 25 460 sq km (9830 sq miles) Latin names Sicilia, Trinacria Italian name Sicilia Collins English Dictionary - Complete & Unabridged 2012 Digital Edition © William Collins Sons & Co. Ltd.

1979, 1986 © HarperCollins Publishers 1998, 2000, 2003, 2005, 2006, 2007, 2009, 2012 Word Origin and History for Sicily Expand island off the southwest tip of Italy, from Latin Sicilia, from Greek Sikelia, from Sikeloi (plural) "Sicilians," from the name of an ancient people living along the Tiber, whence part of them emigrated to the island that was thereafter named for them. The Greeks distinguished Sikeliotes "a Greek colonist in Sicily" from Sikelos "a native Sicilian." Related: Sicilian. Online Etymology Dictionary, © 2010 Douglas Harper Getting There in Messina | Frommer's advertisement By Boat Messina is linked to the Italian mainland by ferries and hydrofoils crossing the Straits of Messina from either Villa San Giovanni or Reggio di Calabria. Ferries leave from Villa San Giovanni, which is 12km (7 1/2 miles) north of Reggio and closer to Messina.

Ferry services are called traghetti; FS (tel. 892021 in Villa San Giovanni) is state run, while Caronte (tel. 090-37183214; is independent. Offices for both companies can be found at the harbor where the ferries depart. Both ferries charge a fare of 28€ to Messina. If you're leaving from Reggio di Calabria, you can take the Meridiano ferry (tel. 0965-810414; which charges 2€ for foot passengers on the 40-minute crossing to Messina. Cars cost 12€. Crossings take about 20 minutes. By Plane The nearest airport to Messina is on the Italian mainland at Reggio di Calabria. Aeroporto dello Stretto (tel. 0965-640517) is 5km (3 miles) south of Reggio. From here take the Metromare (tel. 0923-873813; service -- a combination of bus and hydrofoil transportation. Journey time 1 hour; cost 9€.

The nearest airport in Sicily, Aeroporto Vincenzo Bellini in Catania, is 110km/68.3 miles south of Messina. SAIS buses (tel. 800-211020; run hourly at a cost of 8.50€ one way to Messina. Journey time: 2 hours. By Train Several trains a day come from the mainland, including Rome, and take up to 9 hours (cost 41.50€). There are also frequent rail links to Palermo, with 15 trains going between Messina and the island's capital, taking approximately 3 1/2 hours and costing 11.55€ one way. There are also hourly trains between Messina and Taormina, Sicily's major resort to the south, taking 1 hour and costing 3.80€ each way. For rail information, call tel. 892021 or see By Bus SAIS buses (tel.

800-211020; operate from Catania daily with at least one an hour, taking 1 1/2 hours and costing 7.70€ one-way. There are eight buses a day from Palermo, a 2 3/4-hour trip that costs 15.10€ one way. By Car From the mainland of Italy, follow the A3 south to Reggio di Calabria, getting off at Villa San Giovanni and taking a car ferry across the Straits of Messina to Messina itself. Along the northern coast, travel the A20/SS113 east from Palermo and Cefalù. The A18 from Taormina runs north to Messina. Bridging the Gap -- The long-delayed development in Messina -- the Straits of Messina bridge project, which will link the city with Reggio Calabria on the mainland -- was announced in 2002. Construction began in late 2005 but was discontinued for 3 years. It was slated for completion in 2012 but as of yet the project has barely seen any building.

The project has been a mess since its inception and fiercely opposed by nature conservationists. Check out for updates, drawings, and even computer simulations of the new bridge. Note: This information was accurate when it was published, but can change without notice. Please be sure to confirm all rates and details directly with the companies in question before planning your trip. advertisement

Question: What is the Strait between Sicily and mainland Italy?
Answer: Messina Strait