The Messina Strait Bridge has been debated since the 1970s. Over time, governments, technical designs, and even the demographic and economic context of Southern Italy have changed. One issue, however, has remained constant: the difficulty of securing the financial resources required to build it.

The project has recently been approved once again by CIPESS (the Interministerial Committee for Economic Planning and Sustainable Development), with a total estimated cost of €13.532 billion . This amount is formally covered by public funds already allocated through the 2024 and 2025 budget laws.

Project costs

According to the Stretto di Messina Company, the total cost of the project amounts to €13.532 billion, broken down as follows:

• €9.242 billion allocated to construction works, including connections with the existing transport infrastructure.
• €1.266 billion for safety-related costs, engineering and monitoring services, and measures aimed at mitigating social and territorial impacts.
• €1.9 billion for project management, environmental monitoring, land remediation, anti-sabotage inspections, surveillance, archaeological investigations, and compliance with the legality protocol.
• Approximately €1.1 billion for other expenses.

Additional costs

In addition to construction costs, annual operating expenses are estimated at around €80 million for the period 2033–2062. Extraordinary maintenance costs are projected at €1.64 billion between 2034 and 2060.

Even before the opening of any construction site, approximately €300 million have already been spent on feasibility studies, design activities, and the management of the Stretto di Messina Company.

As is often the case with large public infrastructure projects, there is a significant risk of cost overruns. A notable example is the MOSE project in Venice, whose cost increased from an initial estimate of €4.1 billion to €6.2 billion, representing an increase of around 50%.

These risks are compounded by concerns over inefficiencies and potential criminal infiltration. The National Anti-Corruption Authority (ANAC) has already drawn attention to these issues, calling for strict transparency and oversight protocols in public procurement. Under such conditions, considering overruns, legal disputes, and ancillary costs, the final cost of the bridge could approach €20 billion .

Economic impact

Official estimates suggest that the construction of the bridge would generate an overall economic impact of approximately €23 billion in terms of GDP, creating employment and business opportunities for Italian and European companies.

The project’s financial plan also assumes that toll revenues will be sufficient to cover operating and maintenance costs. Proposed tolls range from approximately €4 to €7 per trip for passenger vehicles and around €100 for heavy goods vehicles, remaining below current ferry costs. Annual revenues are estimated at €120–130 million, alongside a projected increase in traffic flows across the Strait in the coming decades.

However, these projections rely on strong assumptions, including sustained growth in passenger and freight movements despite the expected demographic decline in Southern Italy. As a result, they remain one of the most contested aspects of the project among economists.

The Court of Auditors’ rejection

In November, the Italian Court of Auditors halted the launch of construction works by declaring the CIPESS resolution approving the final project unlawful. The ruling cited concerns regarding financial coverage, potential environmental risks, and non-compliance with certain European Union directives on the protection of natural habitats. While the decision does not permanently block the project, it requires a partial revision addressing the issues raised by the Court.

The latest budget amendment

Following the Court’s decision, the parliamentary majority approved an amendment to the budget law rescheduling the project’s financing. Part of the funds originally allocated for the start of construction in 2024—which never took place—have been reallocated, while the remaining resources have been deferred to future budget laws.

Written by Francesco Calabrese Vallino.

Article produced in collaboration with

Sources

Interministerial Committee for Economic Planning and Sustainable Development (CIPESS)

Ministry of Infrastructure and Transport

Stretto di Messina S.p.A.