First exodus: Tyrrhenian and Adriatic, we do not pass – Chronicle

First exodus: Tyrrhenian and Adriatic, we do not pass – Chronicle
First exodus: Tyrrhenian and Adriatic, we do not pass – Chronicle

Punctual, inexorable, unjustifiable. Devil of a construction site: hours and hours of queues and broken nerves on the hot strips of concrete and asphalt, just enough to make us curse the first days of the well-deserved holidays. A mockery after the long year of the lockdown. Instead, here it is the map of inconveniences, slalom between closed roads and narrow lanes, tunnels where you proceed at a snail’s pace, long detours along country lanes. Italy blocked in the two backbones, Adriatica and Tirrenica, in the first weekend of July. The result is a construction site every 18 kilometers, about eighty if you travel the ‘boot’ from north to south, with the summer exodus that turns into a sort of …

Punctual, inexorable, unjustifiable. Devil of a construction site: hours and hours of queues and broken nerves on the hot strips of concrete and asphalt, just enough to make us curse the first days of the well-deserved holidays. A mockery after the long year of the lockdown. Instead, here it is the map of inconveniences, slalom between closed roads and narrow lanes, tunnels where you proceed at a snail’s pace, long detours along country lanes. Italy blocked in the two backbones, Adriatica and Tirrenica, in first weekend of July.

The result is a construction site every 18 kilometers, about eighty if you travel the ‘boot’ from north to south, with the summer exodus that turns into a sort of via crucis. So much so that Altroconsumo, the association that has bothered to travel on the 1,500 kilometers of motorway for three days and check the situation in the field, plans to launch a national class action to ask Autostrade for justice and at least part of the tolls paid by motorists in the last ten years, more or less 220 euros each.

Travel to believe. OnAncona Pescara, 160 kilometers, 19 yards require single-lane traffic. And things are not better between Milan and Bologna, where there are 11 areas marked by works in progress, one every 18 kilometers.

Worse on Spezia-Genoa, 14 yards on only 90 kilometers. Here the maximum speed does not exceed 60 kilometers per hour. And the average could drop further at the weekend, when the army of Italians traveling for the first wave of summer holidays will be added to the traditional weekend traffic. And there is no more or less intelligent start that takes: you will have to arm yourself with patience, air conditioning and drinks resigning yourself to long hours of queue. Perhaps, with a different schedule, it would also have been possible to avoid the closure of the Firenze Impruneta station leaving Rome and entering towards Bologna. Just as it would have been opportune to accelerate the works to restore another critical point of the Florentine knot, that of the landslide between Ginestra and Lastra a Signa, with interventions that have been going on since January.

There are also problems on the Adriatic side, with heavy traffic reductions between Fermo and San Benedetto del Tronto, Val Vibrata and Roseto, Atri Pineto and Pescara Nord. Days of hell also on the Florentine node of the Autostrada del Sole, for structural checks in the tunnels of Pozzolatico, Brancolano, Lastrone and Melarancio. Sacrosanct checks, for heaven’s sake, when the safety of citizens is at stake.

But the question is another: the works could not be done at a different time of the year? Maybe taking advantage of the long lockdown break? The answers are different. As well as responsibilities. Upstream, of course, there is a programming problem. Last year, with the Toninelli reform, the National Agency for the safety of railways and motorway infrastructures was established. But between a change of minister and the other, the process of the new structure was slowed down. Then, in the background, there is the handover of Autostrade from Benettons to Cdp: a revolution that has certainly influenced the management of the works. Finally, the inevitable problems linked to the lack of funds or the late arrival of public funding. Enough to feed the phenomenon of “ghost construction sites”, long strips of concrete closed to motorists and without workers.

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