The Italian government’s recent decision to move forward with a major bridge construction project has sparked a series of discussions that oscillate between favorable and unfavorable. By approving a project of this magnitude, Rome follows a trend observed in major markets, where infrastructure projects gain prominence as catalysts for regional growth and geopolitical affirmation.
A project with national impact
Italy’s government gave final approval on Wednesday to the construction of what will be the world’s longest single-span bridge, linking Sicily to the mainland, despite environmental, financial and other concerns that have delayed it for decades. The 3.7-kilometre (2.3-mile) structure, set to break the record currently held by Turkey’s Canakkale Bridge across the Dardanelles, has been under discussion since at least the late 1960s as a tool to develop Italy’s poorer south.
The right-wing government of Prime Minister Giorgia Meloni made it a priority and has set aside 13.5 billion euros ($15.63 billion) over the next 10 years to build it and surrounding facilities. The Interministerial Committee for Economic Planning and Sustainable Development (CIPESS) gave its green light to the project during a meeting in Rome, paving the way for the start of construction work.
“It is not an easy task but we consider it an investment in Italy’s present and future, and we like difficult challenges when they make sense”, Meloni said at the meeting, her office said.
Infrastructure as a strategic bet for the country’s future
In this context, the Italian government has sought to justify the project as something that goes beyond mobility, a symbol of transformation that will ideally benefit the country in the future.
The bridge to Sicily, which has a population of 4.7 million, should be ready in 2032, the Messina Strait Company said.
Risks, resistance and the challenge of public legitimacy
The project has faced stiff opposition from those who question the wisdom of building such a bridge in an earthquake zone. Many also fear cost overruns, possible environmental damage and mafia infiltration in construction contracts. Some citizens’ groups opposed to the bridge say it is unnecessary, and environmental associations this week filed a complaint with the European Union, flagging serious risks for the local environment.
“CIPESS is a biased arbiter, we hope that real arbiters – third party figures, the Court of Auditors, the EU, the judiciary – will come and stop this game, which is devastating for our territory,” no-bridge campaigner Daniele Ialacqua told Reuters.
Despite the government’s enthusiasm, a significant portion of civil society questions the project’s cost-benefit, as the region is among the most seismic in Europe, raising concerns about its feasibility. Furthermore, environmental organizations warn of the impact on sensitive coastal areas, threatening marine and terrestrial ecosystems.
Yet the bridge also has strong support from those who believe a fast rail and road connection will provide a much-needed boost to Sicily and the rest of Italy’s southern regions. The current ferry crossing takes about 20 minutes, plus boarding and disembarkation which can require hours at peak times. Trains to and from Sicily are also taken onboard ferries, in a process that takes around two hours.
Geopolitics, defense and the new logic of state investment
Italy is seeking to categorize investment in the bridge as part of defense spending, which would help it meet pledges by NATO countries to boost military budgets to 5% of gross domestic product by 2035.
By proposing that the bridge investment be counted as defense expenditure, the Italian government is inserting the project into a broader strategic security narrative tied to NATO commitments. This approach could facilitate financing and shield the project from future cuts, while also reinforcing southern Italy’s role as a crucial logistics corridor between Europe, Africa, and the Mediterranean.
GCN.com/Reuters