First Construction Period (1967 – 1975)

The motorway construction started simultaneously at both ends of the motorway, between Messina and Rocca di Caprileone in the east and from Buonfornello to Cefalů towards the Palermo end. These two sections were be built during the 1967-1975 period prior to the 8-year suspension of financing which was decreed by Law no. 492 of 1975. 

Messina-Rocca di Caprileone (96.6 km)

The stretch of motorway between Messina and Rocca di Capileone (96.6 km.) begins at the Tremestrieri interchange where it joins the Messina-Catania motorway and for 8.6 km. to the Boccetta exit,  becomes the beltway around Messina with exits accessing the main routes of penetration into the city and noteworthy works of construction (6 viaducts and 5 tunnels with separate carriage-ways which make up 31% of the entire urban stretch of highway).

The poor geotechnical characteristics of the land required special structural intervention on tunnel entrances and viaduct foundations. In particular, wells of wide diameter, rectangular shafts, and shafts connected to arched diaphragms were used, as well as consolidation and freezing techniques while avoiding alteration of the morphology of the sites and damage to the spontaneous vegetation which is a peculiar characteristic of the landscape on the northern side of the Peloritani Mountains.

Starting at the Boccetta exit, the passage through the Peloritani Mountains begins with a 15 km. stretch of motorway which reaches the toll station in the town of Divieto.  This section is also characterized by particularly difficult morphological and geological conditions which required major structural adaptations, like the Trapani and Ritiro viaducrs and the Telegrafo tunnel near which it was preferred to intersect the top and bottom carriageways in order to facilitate the placement of the entrances.  In this manner, the direction of traffic inside the Telegrafo tunnel was inverted.

The flattest part of Sicily’s Tyrrhenian Coast begins at the toll station in Divieto and extends for approximately 45 km. to Patti.  The structural works here are more modest with one of the most memorable being the Capo Tindari tunnel which is 2,150 meters long.  Furthermore, the level ground permitted the use of a wider 12 m. median strip.

For the remaining 28 km. from Patti to Rocca di Caprileone the morphological and geographic characteristics which were once again very difficult and required risky planning decisions like, for instance, the Capo Calava' and Capo d'Orlando tunnels which in any case guaranteed maximum respect for the coastal landscape.  The greatest effort was made in developing the Capo Calava' tunnel where the presence of toxic gas leaks of volcanic origin made it necessary to intervene with special water-proofing of the phillades and other volcanic rock faces with a 5 m. thick cement and resin screen.

 Buonfornello–Cefalů (17.8 km)

Priority was also accorded to the functional section between Buonfornello and Cefalu', at the Palermo end of the motorway, which was the second to be built, with a toll station in Buonfornello and a temporary exit on State Road  no. 113 in Cefalu'. 

Among the structural works of note in this section, are the Roccella and Lascari viaducts, the tunnels at the top of the bluff in Cefalu' and the complicated intersection with the Catania-Palermo motorway on the Imera River.

Read more about the Messina - Palermo Motorway : 
·        Background     ·        Second Construction period     ·        Main Viaducts     ·       Main Tunnels