APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200080003-4
Provincial and communal highway organizations are responsible for their respective road systems; however, the increased inability of the provinces and communes to support highway development projects has resulted in many miles of provincial highways being reclassified as state highways. Similarly, communal highways are being reclassified as provincial highways.
Significant construction and maintenance problems result from adverse terrain and climate. Road construction in the rugged hills and mountains is costly and difficult, requiring extensive excavation and embankment. Numerous high-level structures are required over streams and valleys, and many tunnels must be constructed. Steep slopes necessitate mils of retaining walls and numerous galleries. Drainage in the hills and mountains requires extensive culvert and ditch construction. Landslides, in many cases precipitated by heavy rains, frequently destroy road sections and require extensive reconstruction and maintenance. Heavy snowfall in the north and along the mountainous spine requires snowsheds in some areas; extensive inventories of snow removal equipment are available to keep roads open during the winter. Flooding is a recurring problem in low-lying areas, often causing severe damage to roads and bridges. Construction materials, including gravel, sand, and stone, are available in most sections of the country. Cement and reinforcing and structural steel are produced locally; adequate supplies of bituminous materials are available as a refinery byproduct. Both skilled and unskilled labor is available, and technical personnel, engineers, and equipment operators are highly competent.
A 10-year phase of the highway development program ended in 1970 but is being continued as a 5-year plan for the period 1971-75. Most development effort has been directed to the construction and expansion of the autostrade network, but improvement of selected portions of the state highway systems has been accomplished, and additional improvements are underway or planned. The expansion of the autostrade network has been the most significant part of past and present development programs. About 3,000 miles of autostrade have been constructed and are in use. Another 700 miles are under construction, and an additional 650 miles are in the planning stage. The 4,350 mile basic network is scheduled to be completed by 1975, but some short routes are programed for completion after that date. The most important autostrade currently under construction are as follows:
| Origin | Destination | Miles |
|---|---|---|
| Bari | Taranto | 54 |
| Voltri | Gravellona | 130 |
| Caserta | Salerno | 38 |
| Messina | Termine Imerese | 140 |
| Palermo | Mazara del Vallo | 75 |
| Ancona | Pescara | 95 |
| Vasto | Foggia | 70 |
Autostrade routes on which construction is scheduled to be completed by 1975 are the 200-mile segment from Livorno to Civitavecchia, on the 56-mile route from Udine to Tarvisio, the 86-mile route from Taranto to Sibari, and the 125-mile route from Catania to Gela via Siracusa. In addition to these projects, the capacities of some autostrade are being augmented by construction of one or more new lanes in each direction; most are limited to the vicinity of major urban areas. A number of the newer autostrade have been constructed with three lanes in each direction, and some new segments are planned with four lanes in each direction. Some of the autostrade currently being built incorporate additional horizontal clearances on bridges and underpasses to facilitate the construction of extra lanes when traffic growth requires them. About five international tunnels are planned to provide better connections between Italy and France, Switzerland, and Austria. The most important project is the 8-mile Frejus tunnel west of Torino. Designed to provide a year-round road link with France, construction is scheduled to begin in 1973. Another important project is the planned rail-highway crossing from the mainland to Sicily across the strait. About US$2 million has been expended for feasibility studies, and some preliminary construction is scheduled to begin in 1974.
Movement on the highway system may be restricted by physical bottlenecks (Figure 4) including tunnels, galleries, narrow roadways and streets, sharp turns in towns and villages, underpasses, sharp curves, steep grades, narrow low-capacity bridges, and some ferries. Climatic factors impeding movement include heavy rains which cause flash floods and landslides, and snowfalls which block mountain passes.
Highway transport operations are controlled by the Ministry of Transport and Civil Aviation through its agency, the Inspectorate General of Motorization. Control is exercised through the issuance of licenses authorizing the establishment of a transport line or service. The most common type of license is issued to an individual or firm for truck services and vehicles used exclusively in the conduct of the firm's business
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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200080003-4
