Theautostrade (Italian:[ˌautoˈstraːde];sg.:autostrada,Italian:[ˌautoˈstraːda]) are roads forming theItalian national system ofmotorways. The total length of the system is about 7,016 kilometres (4,360 mi), as of 30 July 2022.^[1] There are also 13 motorwayspur routes, which extend for 355 kilometres (221 mi).^[2]

Most of the Italian motorways have two lanes per carriageway, but 1,870.2 kilometres (1,162.1 mi) of the Italian motorway network have three lanes per carriageway, 129 kilometres (80 mi) have four lanes per carriageway, and only 1.8 kilometres (1.1 mi) have five lanes per carriageway.^[3] The density is of 22.4 kilometres (13.9 mi) of motorway for every 1,000 square kilometres (390 sq mi) of Italian territory.^[4]

Italy was the first country in the world to build motorways reserved for fast traffic and motor vehicles only.^[5][6] TheAutostrada dei Laghi ('Lakes Motorway'), the first built in the world, connectingMilan toLake Como andLake Maggiore, and now forms theA8 andA9 motorways, was devised byPiero Puricelli and inaugurated in 1924.^[6]

Innorthern andcentral Italy and in thesouthern regions ofCampania andApulia, theautostrade mainly consist oftollways managed byAutostrade per l'Italia, a holding company controlled byCassa Depositi e Prestiti.^[7][8] Other operators include ASTM, ATP, andAutostrade Lombarde in the north-west;Autostrada del Brennero,A4 Holding,Concessioni Autostradali Venete [it], andAutovie Venete [it] in the north-east;Strada dei Parchi [it], SALT, SAT, and Autocisa in the center; andCAS inSicily.

On Italian motorways, thetoll applies to almost all motorways not managed byAnas. There are two types of toll systems used on theautostrade: the "closed motorway system" (toll based on the kilometres travelled) or the "open motorway system" (flat-rate toll).^[9] Since a motorway could be managed by numerous operators, the toll is only requested when exiting the motorway and not when the motorway operator changes. This system was made possible following Article 14 of Law 531 of 12 August 1982.^[10]

The termautostrada was used for the first time in an official document from 1922 in which the engineerPiero Puricelli presented the project for theAutostrada dei Laghi ('Lakes Motorway'); with that term, it indicated those roads characterized by a straight path (as far as possible), without obstacles, characterized by a high achievable speed, passable only by motor vehicles (Italian:autoveicoli, hence the name) aimed at the rapid transport of goods and people.^[11]

Italy was the first country in the world to build motorways reserved for fast traffic and for motor vehicles only.^[5][6] TheAutostrada dei Laghi ('Lakes Motorway'), the first built in the world, connectingMilan toLake Como andLake Maggiore, and now parts of theAutostrada A8 andAutostrada A9, was devised byPiero Puricelli and was inaugurated in 1924.^[6] Piero Puricelli, a civil engineer and entrepreneur, received the first authorization to build a public-utility fast road in 1921, and completed the construction (one lane in each direction) between 1924 and 1926. Piero Puricelli decided to cover the expenses by introducing atoll.^[12]

It was a futuristic project, because there were few cars in circulation in Italy at that time. In 1923 there were a total of 53,000 cars circulating onItalian roads (between 1928 and 1929 there was a significant increase, as they went from 142,000 cars in circulation to 173,000 respectively).^[13] In 1927 there were 135,900 cars circulating in Italy, corresponding to one vehicle for every 230 inhabitants, while today the ratio is 1 car for every 1.6 inhabitants.^[13] The most motorizedItalian regions were those ofnorthern Italy andcentral Italy, withLombardy at the top of the list with over 38,700 cars in 1923, while at the bottom of the list wasBasilicata with 502 cars.^[13]Milan was the Italian city in which the most car licenses were issued annually (12,000 in 1928), while the Italian region where the fewest licenses were issued wasSardinia, with only 632 new licenses.^[13]

In 1927 the Milan-Bergamo motorway was opened (part of the currentAutostrada A4) whose concessionary company was owned by Piero Puricelli. In 1929 theNaples-Pompei motorway (part of the currentAutostrada A3) was inaugurated, while in 1931 theBrescia-Bergamo motorway (part of the current Autostrada A4) was inaugurated. In 1932 theTurin-Milan motorway (part of the current Autostrada A4) was opened. In 1933 theFlorence-Mare motorway (the currentAutostrada A11) and thePadua-Venice motorway (part of the current Autostrada A4) were opened. In 1935, after 3 years of work, theGenoa-Serravalle Scrivia (the currentAutostrada A7) was opened.^[14] However, the first regulatory definition dates back only to 1933 with Royal Decree no. 1740 of 1933 which definedautostrade as roads reserved for motor vehicles only.^[15] In 1939, a year before Italy entered into theWorld War II, the construction of the Genoa-Savona motorway (the currentAutostrada A10) was approved.

Legislative decree 17 April 1948, n. 547 defines motorways "as those communication routes reserved for paid transit of motor vehicles, built and operated by the A.N.A.S. or by private individuals, with or without State contributions".^[16] In 1955 theRomita law was promulgated which provided that the motorway network must be present in all regions, work began on the Genoa-Savona and the doubling of single carriageway motorways began with financing law no. 1328/1955. The law of 7 February 1961, n. 59 defines motorways "as those communication routes exclusively reserved for the selected transit, usually for a fee, of motor vehicles and motorbikes, without level crossings or in any case unattended, which are recognized as such by decree of the Minister for Public Works".^[17]

In 1961, by Law 24 July 1961 n. 729, the construction of the Adriatica (Autostrada A14), Naples-Canosa (Autostrada A16) and Caserta-Salerno (Autostrada A30) motorways was approved.^[18] The same law provided for the construction of motorway junctions. Also in the 1960s, the first automatic pay stations were introduced for paying tolls only with coins.^[19] In 1964, theAutostrada A1 Milan-Rome was completed, the first dual carriageway motorway in the world with sections also in the mountains.^[20] In 1973 the first motorway inSicily (theAutostrada A18) was inaugurated. In the 1970s theGrande Raccordo Anulare was classified as a motorway.

In 1975, law 492 was promulgated (in force until the 1990s) which provides for the blocking of motorway construction due to theoil crisis. Since 1981, toll tickets with mechanical perforation have been replaced with tickets with a magnetic stripe.^[19] Meanwhile, construction work continues on the motorways already under construction, which had not been affected by law 492. In 1984 the Viacard began to spread, followed in the following years by theTelepass introduced in 1990.

In 1997 work began on the modernization of theSalerno-Reggio Calabria motorway. Completed in 2017, it was then renamedAutostrada A2, to replace the old name which then remained only for the Naples-Salerno section. In 2001, with the doubling of theAutostrada A6, all motorways in Italy are dual carriageways.^[21] In 2009 theMestre bypass was opened (classified as Autostrada A4). Between 2014 and 2015, theAutostrada A35,Autostrada A36,Autostrada A58,Autostrada A59, andAutostrada A60 motorways were opened. In March 2022, the 3-lane section of the Autostrada A1 southbound betweenBarberino di Mugello andCalenzano was opened, which—although not officially—constitutes the natural continuation of theVariante di Valico; in this stretch the Santa Lucia tunnel is crossed which, at 7.724 kilometres (4.799 mi), is the longest 3-lane tunnel in Europe.^[22]

In order for a road to be classified as a motorway, various geometric and construction conditions must be satisfied and these, although very similar in basis (for example the width of the travel lanes must be 3.75 metres (12.3 ft)) are not constant: there are different technical-legal regulations for motorways built in urban or extra-urban areas.^[23]

The Italiantraffic code defines the motorway as follows:

extra-urban or urban road with independent carriageways or separated by an impassable traffic island, each with at least twolanes, possible paved shoulder on the left andemergency lane or paved shoulder on the right, withoutat-grade intersections and private accesses, equipped with a fence and user assistance systems along the entire route, reserved for the circulation of certain categories of motor vehicles and characterized by specific start and end signs; must be equipped with specialrest areas and parking areas, both with accesses equipped with deceleration and acceleration lanes.

— Art. 2 Italian traffic code^[24]

These characteristics, however, may not be respected (for example in the application of the dynamic lane) by virtue of the exceptions provided for by the Italian traffic code itself:

when particular local, environmental, landscape, archaeological and economic conditions do not allow adaptation, provided that road safety is ensured and pollution is in any case avoided.

— Art. 13 paragraph 2 Italian traffic code^[25]

In the event that, [...], particular local, environmental, landscape, archaeological and economic conditions do not allow full compliance with these regulations, different design solutions may be adopted provided that they are supported by specific safety analyses and subject to the favourable opinion of the Superior Council of Public Works for motorways, main extra-urban roads and urban thoroughfares, and of the Regional Authority for Public Works for other roads.

— Art. 3 "Functional rules for the construction of roads provided for by the Italian traffic code"^[23]

In any case, some standards are applied in all newly built motorways. For example, the interchanges must be accessible by ramps (acceleration and deceleration lanes) set aside from the main traffic flow, the carriageways separated by continuousmedian strips. There may betraffic lights intended only for emergencies, while emergency telephones (SOS columns) must be positioned with a certain frequency in emergency parking spaces. The beginning and end of a motorway must be marked with appropriate signs.

The total length of the Italian motorway system is about 7,016 kilometres (4,360 mi), as of 30 July 2022.^[1] To these data are added 13 motorwayspur routes, which extend for 355 kilometres (221 mi).^[2] In particular, 1,870.2 kilometres (1,162.1 mi) of the Italian motorway network have three lanes per carriageway, 129 kilometres (80 mi) km have four lanes per carriageway, 1.8 kilometres (1.1 mi) have five lanes per carriageway, while the remaining part is two lanes per carriageway.^[3] The density is 22.4 kilometres (13.9 mi) of motorway for every 1,000 square kilometres (390 sq mi) of Italian territory.^[4]

Italian motorways follow a single numbering, even if managed by different concessionaire companies: they are all marked with the letter "A" ("RA" in the case of motorway junctions, with the exception of theBereguardo-Pavia junction numbered on the signs asAutostrada A53, and "T" for the internationalAlpine tunnels) followed by a number. Therefore, a motorway with the same numbering can be managed by different concessionaire companies (for example theAutostrada A23 is managed for a stretch bySocietà Autostrade Alto Adriatico [it] and for the remaining stretch by Autostrade per l'Italia^[26][27]).

In road signs the alphanumeric acronym is enclosed (not in the case of the 16 junctions) in a green octagon with a white acronym. The numbers of motorways and tunnels are assigned with a circular from theMinister of Infrastructure and Transport to be published in theGazzetta Ufficiale.^[28]

The current law (Legislative Decree no. 50/2016) provides that the operational risk is transferred from the contracting authorities to the private economic operator. It also includes traffic risk, i.e. the manifestation of demand for motorway services that is lower than market forecasts and to such an extent that it does not guarantee coverage of the investments and costs of managing the works and the service. Public administrations remain responsible for risks on the supply and demand side that can be attributed outside the scope of normal operating conditions due to the existence of unforeseen and unpredictable events.^[29]

Examples of the latter case include the unavailability of the infrastructure due to the failure to carry out scheduled and breakdown maintenance by the concessionaire if it has been deprived of the necessary administrative authorizations and, in particular, of the cost variations borne by the Italian State, which in any case could have been anticipated by the private economic operator, only to then exercise the right of compensation against the public administration. A second example, on the demand side, derives from the unpredictability of demand due to theCOVID-19 pandemic and the randomness of the choices made by thepublic administration to restrict citizens' freedom of movement.

The only exception to this financial scheme is represented by the contractual instrument of thepublic–private partnership.^[29] However, it ordinarily—but not necessarily exclusively—identifies the public administration itself, and not the citizens, as the main user-customer of the service provided by the concessionaire's infrastructure and the user of the granted work. However, it contemplates the granting of ownership or right of enjoyment of a work that is:^[30]

• functional to the management of public services;
• available to the contracting authority or which, without any other function of public interest, has been expropriated for this purpose. The motorway network belongs to this category.

Italian motorways are mostly managed by concessionaire companies. From 1 October 2012 the granting body is theMinistry of Infrastructure and Transport and no longerAnas^[31] and the majority (5,773.4 kilometres (3,587.4 mi) in 2009^[32]) are subject totoll payments. The motorways are managed either by Anas or by companies that have signed agreements with Anas itself.

Until September 2012, Anas controlled the operations of the concessionaire companies through the IVCA (Supervision Inspectorate for motorway concessions) equipped with an autonomous organizational structure. Starting from 1 October 2012, the functions were then transferred to the Ministry of Infrastructure and Transport,^[33] which exercises them through the General Directorate for Supervision of Motorway Concessions.

In north and central Italy, theautostrade mainly consists oftollways managed byAutostrade per l'Italia, a holding company controlled byCassa Depositi e Prestiti.^[7][8] Other operators include ASTM, ATP, andAutostrade Lombarde in the north-west;Autostrada del Brennero,A4 Holding,Concessioni Autostradali Venete [it], andAutovie Venete [it] in the north-east;Strada dei Parchi [it], SALT, SAT, and Autocisa in the center; and CAS in the south. In 2009 the entire sector generated a turnover of 5,250 million euros (of which 4,600 million euros in tolls). 50% of the turnover was allocated to investments and maintenance.^[32]

The art. 27 of the legislative decree of 21 June 2013, n. 69—converted into law 9 August 2013, n. 98—modified the procedure for the approval of annual adjustments to motorway tariffs, abolishing the provision (dictated by paragraph 5 of art. 21 of legislative decree 355/2003) which regulated, within the scope of the procedure, the relationship between companies grantor and Ministry of Infrastructure and Transport. Now the proposal relating to the tariff changes that the concessionaire intends to apply is formulated to the grantor (therefore to the Ministry of Infrastructure and Transport), by 15 October of each year and that this proposal is approved or rejected by 15 December, by decree reasoned by the Ministry of Infrastructure and Transport (in agreement with theMinister of Economy and Finance).^[34]

Italy's motorways must not be used by:^[35]

• Pedestrians and animals
• Pedal-cycles
• Mopeds
• Motorcycles having an engine displacement less than 150 cubic centimetres (9.2 cu in) (if equipped with an internal combustion engine)
• Sidecars having an engine displacement less than 250 cc (15 cu in) (if equipped with an internal combustion engine)
• Motorized tricycles designed for the transport of people with up to 2 seats having an engine displacement less than 250 cc (15 cu in) (if equipped with an internal combustion engine) or having an engine power less than 15kilowatts (20 PS; 20 bhp)
• Motorcycle-like vehicles (motoveicoli) not included in previous categories having an empty vehicle weight up to 400 kg (880 lb) or a gross vehicle mass up to 1,300 kg (2,900 lb)
• Cars with a maximum speed on flat road less than 80 kilometres per hour (50 mph)^[36]
• Vehicles without tyres
• Agricultural vehicles and technical vehicles (e.g.heavy equipment)

The movement of pedestrians and animals (if supervised) is permitted only in service andrest areas. Pedestrians can also travel in the emergency lane only to reach an aid station (for example an SOS column). In service and parking areas, vehicles cannot remain parked for more than 24 hours except for the parking areas of motorway hotels (or similar commercial establishments).^[37]

Italy's motorways have a standard speed limit of 130 km/h (80 mph) for cars. Limits for other vehicles (or when visibility is poor due to weather) are lower. Legal provisions allow operators to set the limit to 150 km/h (95 mph) on their concessions on a voluntary basis if there are three lanes in each direction and a workingSICVE, or Safety Tutor, which is a speed-camera system that measures the average speed over a given distance.

Unlike the normalspeed camera, which measures the instantaneous speed of vehicles in a certain road section, the Safety Tutor instead measures the average speed between two sections even several kilometres away, in order to provide a reliable and indisputable measurement for detecting infringements, without penalizing those who exceed the speed limit for short distances such as, for example, when overtaking. One year after the introduction of the Safety Tutor (which took place on 23 December 2005^[38]), important benefits were found in reducing accident rates (-22%). In the first year of use, the death rate decreased by 50% and the injury rate by 34% in the areas where the device was installed.^[39]

The first speed limit, to 120 km/h (75 mph), was enacted in November 1973 as a result of the1973 oil crisis.^[40] In October 1977, a graduated system was introduced: cars with engine displacement above 1.3 L (79 cu in) had a 140 km/h (85 mph) speed limit, cars of 900–1299 cm³ had a limit of 130 km/h (80 mph), those of 600–899 cm³ could drive at 110 km/h (70 mph), and those of 599 cm³ (36.6 cu in) or less had a maximum speed of 90 km/h (55 mph).^[40] In July 1988 a blanket speed limit of 110 km/h (70 mph) was imposed on all cars above 600 cm³ (the lower limit was kept for smaller cars) by the short-livedPSDI government. In September 1989 this was increased to 130 km/h (80 mph) for cars above 1.1 L (67 cu in) and 110 km/h (70 mph) for smaller ones.^[41]

The safety features of the Italian motorways include:

• one-way driving: the lanes driving in the opposite direction are separated by a crash barrier; there are no intersecting roads but overpasses and underpasses;
• wider carriageways, with at least 2 (often 3) lanes driving in the same direction, with a larger turning radius. Each lane is 3.75 metres (12.3 ft) wide.^[23]
• long entrance and exit ramps or slip roads to get in or out of the motorway without disturbing the traffic;
• anemergency lane with a minimum width of 2.5 metres (8 ft 2 in) metres,^[42] where it is forbidden to drive (except for emergency services), to park (except in case of emergency) and to walk;
• presence of emergency call boxes every 1.5 kilometres (0.93 mi) on each side, which allow you tocall for help from medical assistance, mechanical assistance andFire Brigade with the possibility of localizing the call;^[43]
• service areas (Italian:area di servizio, with parking, public toilets and at least onepetrol station) every 30 kilometres (19 mi); in 98% of cases there is also a refreshment facility;^[44]
• dynamic information panels that warn about possible difficulties ahead (e.g. accidents, roadworks, traffic jams);
• a radio station (102.5 MHz) provides traffic information bulletins and breaking news for emergencies;^[45]

On Italian motorways, thetoll applies to almost all motorways not managed byAnas. The collection of motorway tolls, from a tariff point of view, is managed mainly in two ways: either through the "closed motorway system" (km travelled) or through the "open motorway system" (flat-rate toll).^[9]

Given the multiplicity of operators, the toll is only requested when exiting the motorway and not when the motorway operator changes. This system was made possible following article 14 of law 531 of 12 August 1982.^[10]

From a technical point of view, however, the mixed barrier/free-flow system is active where, at the entrance and exit from the motorways, there are lanes dedicated to the collection of a ticket (on entry) and the delivery of the ticket with simultaneous payment (on exit) and other lanes where, during transit without the need to stop, anelectronic toll system^[46] present in the vehicles records the data and debits the toll, generally into the bank account previously communicated by the customer, to the manager of his device. In Italy, this occurs through theAutostrade per l'Italia interchange system.

TheAutostrada A36,Autostrada A59 andAutostrada A60 are exclusively free-flow. On these motorways, those who do not have the electronic toll device on board must proceed with the payment by subsequently communicating the data to the motorway manager (by telephone, online or by going to the offices dedicated to payment).

The closed motorway system is applied to most Italian motorways.^[47] It requires the driver of the vehicle to collect a special ticket at the entrance to the motorway and pay the amount due upon exit. If equipped with an electronic toll system the two procedures are completely automatic and the driver on the detection lanes located at the entrances and exits from the motorways subject to toll payment must only proceed at a maximum speed of 30 kilometres per hour (20 mph) without the need to stop.^[48] The amount is directly proportional to the distance travelled by the vehicle, the coefficient of its class and a variable coefficient from motorway to motorway, called the kilometre rate.

Unlike the closed motorway system, in the open system, the road user does not pay based on the distance travelled. Motorway barriers are arranged along the route (however not at every junction), at which the user pays a fixed sum, depending only on the class of the vehicle.^[47] The user can therefore travel along sections of the motorway without paying any toll as the barriers may not be present on the section travelled.

The acronym RA stands forRaccordo autostradale (translated as 'motorway connection'), a relatively shortspur route that connects a motorway to a nearby city or tourist resort not directly served by the motorway. These spurs are owned and managed byAnas. Some spurs are toll-free motorways (type-A), but most are type-B or type-C roads. All RA have separate carriageways with two lanes in each direction. Generally, they do not have an emergency lane.

In 1984, by ministerial decree of 20 July 1983, some motorway junctions, already open, forming part of the Italian trunk roads, were defined and classified as such.^[49] The legislative decree of 29 October 1999, n. 461, reorganized the road sections classified as motorway junctions, identifying 17 of them. In the following years, the RA7 was classified, in parallel with the name already assumed, inAutostrada A53, maintaining both names in official documents. The RA17, however, in 2013, following modernization works, was completely reclassified as a motorway, changing its name toAutostrada A34. By 2023, 16Italian road sections were classified with the RA acronym.

ImportantAlpinetunnels (Italian:trafori;sg.:traforo) are identified by the capital letter "T" followed by a single digit number.

Currently there are only three T-classified tunnels:Mont Blanc Tunnel (T1),Great St Bernard Tunnel (T2) andFrejus Road Tunnel (T4). Tunnels that cross the border between Italy andFrance (T1, T4) orSwitzerland (T2), are treated as motorways (green signage, access control, and so on), although they are not proper motorways.

The code T3 was once assigned to theBargagli-Ferriere Tunnel inLigurian Apennines, opened in 1971. The T3 tunnel connectedBargagli withFerriere, in theprovince of Genoa, for a length of 4.250 kilometres (2.641 mi).^[50] It was initially classified as a motorway, but following the decree of 22 July 1989, responsibilities were transferred toAnas, which included the route in the itinerary of thestate road 225 of Val Fontanabuona. However, the road maintains all the motorway rules regarding access.

Some motoways are calledbretelle,diramazioni orraccordi because they are short and have few exits.

Bretelle,diramazioni orraccordi are generally connections between two motorways or connections between motorways and important cities without a motorway.

They have the same number (sometimes with the suffixdir) as one of the two motorways linked, a combination of the numbers of the two motorways linked, or the number of the main motorway.

Type Bhighway (Italian:strada extraurbana principale), commonly but unofficially known assuperstrada (Italian equivalent forexpressway), is a divided highway with at least two lanes in each direction, paved shoulder on the right, no cross-traffic and no at-grade intersections. Access restrictions on such highways are exactly the same as motorways.

The signage at the beginning and the end of the highways is the same, except the background colour is blue instead of green. The general speed limit onstrade extraurbane principali is 110 km/h (70 mph), unless otherwise indicated, for buses with a fully loaded mass between 3.5 and 8 tonnes (3.4 and 7.9 long tons; 3.9 and 8.8 short tons) and for trucks with a fully loaded mass between 3.5 and 12 tonnes (3.4 and 11.8 long tons; 3.9 and 13.2 short tons) it is 80 km/h (50 mph), for trucks with a full load mass exceeding 12 tonnes (12 long tons; 13 short tons) and for vehicles towing trailers it is 70 km/h (45 mph).^[51][52]

Legislative decree 30 April 1992, n. 285, article 2, regarding the "New Italian traffic code", definesstrade extraurbane principali in this way:^[51]

Road with independent carriageways or separated by an impassable traffic island, each with at least two lanes and paved shoulder on the right, without at-grade intersections, with coordinated access to lateral properties, characterized by the appropriate start and end signs, reserved for the circulation of certain categories of motor vehicles; suitable spaces must be provided for any other categories of users. It must be equipped with special service areas, which include parking spaces, with accesses equipped with deceleration and acceleration lanes.

— Legislative decree 30 April 1992, n. 285, article 2, regarding the "New Italian traffic code"

Strade extraurbane principali are not tolled. Allstrade extraurbane principali are owned and managed byAnas, and directly controlled by theItalian government or by theregions. The mainstrade extraurbane principali do not follow a specific nomenclature. In fact, they can be classified from an administrative point of view as state roads, regional roads or provincial roads.

In Italy, there is a toll road under a concession from theVeneto region classified with the acronym SPV, with characteristics partly corresponding to a motorway and partly to astrada extraurbana principale, which is defined as asuperstrada, i.e. thePedemontana Veneta.

It is a road that connectsMontecchio Maggiore toSpresiano passing through the industrial districts ofMalo,Thiene andSchio, throughBassano del Grappa, throughMontebelluna and north ofTreviso, interconnecting with 3 motorways (from the west: theAutostrada A4, theAutostrada A31 and theAutostrada A27).

Together with theFlorence-Pisa-Livorno highway [it] and theAutostrada Catania-Siracusa, it is one of the three roads that has definitively received a classification made up only of letters and not alphanumeric.^[53]

In July 2020, theItalian government defined a broad investment plan for infrastructure in Italy, including substantial interventions on the motorway network.^[54]

Works such as the TiBre are currently under construction, which consists of the natural continuation of theAutostrada A15 fromParma to theAutostrada A22 nearNogarole Rocca,^[55] thePedemontana Veneta (SPV), which will provide an important alternative to theAutostrada A4 between the Autostrada A4 toll booth ofMontecchio Maggiore and theAutostrada A27 nearSpresiano, the completion of theAutostrada A36,Autostrada A59 andAutostrada A60.

However, the section of theAutostrada A1 between the Firenze Sud toll booth and theValdarno toll booth, the Autostrada A4 in the section betweenVenice and the junction with theAutostrada A34 atVillesse and in the urban section ofMilan, and theAutostrada A8 between theMilan North toll booth and the junction with theAutostrada A9 nearLainate. On the first, the intervention involves the widening to 3 lanes. In the section betweenVenice andVillesse of the Autostrada A4, the third lane is under construction, while in the Milan section work is underway to create the fourth lane. On the Autostrada A8, the intervention consists of widening the carriageways in both directions from 4 to 5 lanes plus an emergency lane.

However, interventions such as the fourth lane on the Autostrada A1 between Milan andLodi are currently being approved; the fourth lane on theAutostrada A14 between the branch forRavenna and the future Ponte Rizzoli toll booth with the creation of the Northern Complanar between the latter and theTangenziale di Bologna; the Tangenziale di Bologna which involves the widening of the Autostrada A14 in the urban section from two lanes plus dynamic lane to 3 lanes plus emergency lane and the widening of the adjacent Tangenziale di Bologna to 3 lanes plus emergency lane (4 in the most critical sections);^[56] the third lane on theAutostrada A22 betweenVerona andModena and the third lane betweenBolzano Sud and Verona;^[57] theGronda di Genova [it]; the third dynamic lane on theAutostrada A12 betweenTorrimpietra [it] andCerveteri and the third lane on theAutostrada A11 betweenFlorence andPistoia.^[58]

• Evolution of motorway construction in European nations
• List of controlled-access highway systems
• Rai isoradio
• Roads in Italy
• Transport in Italy

• State highway (Italy)
• Regional road (Italy)
• Provincial road (Italy)
• Municipal road (Italy)

• Autostrade per l'Italia Official website