LONG-AWAITED LINK Plans to link Italy and Sicily have been considered for decades.
Courtesy of Stretto di Messina S.p.A.
MASSIVE MESSINA Construction on a new Italy-Sicily crossing that would easily break the world record for main suspension span length could begin next year, but only if Italys economy cooperates.

意大利政府官员正在检查最后的designs for an estimated $11.7-billion suspension bridge that, with a 3,330-meter-long main span, would break the current world-record length by 66%. Construction of the Messina Strait road-and-rail crossing between the mainland and Sicily could start next year, the owner's director general said at a London conference last month.

“The final design is fully confirmed … there are no [technical] uncertainties,” said Giuseppe Fiammenghi, director general of the owner, Stretto di Messina S.p.A., Rome, speaking at an engineering symposium. But he warned that financial uncertainties and Italy's economic situation could delay the project.

政府拥有的Stretto di Messina有特许权以采购过境点，然后经营30年。2005年，它授予了由米兰的Impregilo S.P.A. Eurolink领导的Eurolink财团，包括日本的Ishigawajima-Harima重型产业有限公司，东京和Denmark的Cowi a/s/s，lyngby，作为其领先设计公司。

In 2006, a new government scrapped the plan that had been promoted by outgoing Prime Minister Silvio Berlusconi. With Berlusconi's return to power in 2008, the project restarted.

主跨度将超过目前的唱片持有人，日本的Akashi Kaikyo桥，乘以1,309 m。52米宽的甲板将包括两个14米宽的盒子梁，可用于道路和7.5米宽的中央铁路梁。这三个甲板将以30米的间隔连接，并以4.5毫米深3.75米宽的横箱梁连接。甲板结构将由预先形成的平行线链悬架电缆的衣架在其外边缘的30米间隔内支撑。在混凝土底座上方约380 m上升，两个钢制塔将与顶部的交叉梁相连。

Cowi子公司Buckland＆Taylor的项目经理Chris Scollard说，这座桥的设计仅在一次地震事件中造成轻微破坏。甲板包括液压阻尼器，以吸收地震冲击。罗马大学副教授Luigi Callisto补充说，在码头下面，粗糙的颗粒状土壤最多可避免液化，以避免液化，以避免液化。

This summer, Stretto di Messina, with project manager Parsons Corp., approved Eurolink's design, now under review by the state's Interdepartmental Committee for Economic Planning. In a best-case scenario, work could start next summer, and the project could open in 2019.

罗马大学的土木工程教授，欧洲链接顾问法比奥·布兰卡利尼（Fabio Brancaleoni）说，对穿越的认真规划始于1969年。到1986年，消除了隧道选择。深水和困难的地质学排除了多型，乘数选项和两跨越选项。

The single-span option remained. In the 1990s, the late William Brown, a U.K. engineer, proposed reducing wind-induced deck twisting by equalizing the air pressure on its top and bottom surfaces. That stability is achieved by separating the two roadways and railroad onto individual decks linked with cross girders.