IPSE DIXIT AUTOSTRADA DEL SOLE (ITALY, 1964) «THE AUTOSTRADA DEL SOLE, “THE BACKBONE OF A RICKETY SYSTEM”» THE BENEFITS OF A GREAT WORK On October 4, 1964, the A1 was completed with the opening of the Chiusi-Orvieto section, creating a 720 km connection between Milan and Naples. It was a remarkable engineering accomplishment for its time, propelling the country into the ranks of the world’s great economic powers. “Yet L’Unità, a newspaper affiliated with one of the country’s major parties, the PCI, criticized the highway for years. On the morning of the inauguration, the newspaper’s headline read: the backbone of a rickety system”. The article criticized the construction of the highway stating that it risked leaving the rest of the country without adequate road infrastructure. The project was dubbed a ‘cathedral in the desert. The article states: “We have the highway, but its purpose remains unclear... It seems evident that the effort is to push the national economy towards enforced individual motorization, while overlooking the pressing need for adequate roads in cities and across the country.” “Ending wasteful spending on a web of highways and prioritizing social and productive investments is our commitment.” According to “L’Unità”, as reported in Il Giornale «The Autostrada del Sole risks becoming a disruptive force in many local communities, potentially causing more harm than the benefits it provides.» An article in L’Unità from 1959, reported. In the book “L’autostrada del Sole” by Enrico Menduni. (Il Mulino, 1999) Before the highway was built, traveling from Milan to Naples by commercial vehicle took approximately two days. The new highway cut this travel time down to about 8 hours. IN SHORT Name: A1 Autostrada del Sole Location: Italy - From Milan to Naples Start date: 1956 Inauguration year: 1964 Criticism: a project that diverted attention from real needs: urban roads Results: reduced travel times from 2 days to 8 hours for commercial vehicles SOURCES IL POST https://www.ilpost. it/2012/03/05/unita-controautostrada-del-sole/ IL GIORNALE https://www.ilgiornale.it/news/ l-unit-che-demonizza-ponte-44anni-fa-non-voleva-l-autosole. html BOOK “L’autostrada del Sole” di Enrico Menduni (Il Mulino, 1999) Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT PEDEMONTANA VENETA (ITALY, 2019) ‘PEDEMONTANA VENETA’ «BLACK HOLE» THE BENEFITS OF A GREAT WORK The Veneto superhighway spans 162 kilometers, comprising 94 kilometers of main roads and 68 kilometers of secondary roads. It connects 37 municipalities—22 in Vicenza Province and 15 in Treviso Province—serving a population of 2 million people. According to regional data, it contributes 56 billion in added economic value. During construction, the project faced significant criticism for delays, which ranged from 3 to 6 years, and for financing costs that ballooned to 12 billion. Yet according to a Uniontrasporti study , failing to proceed would lead to annual losses of 232 million euros over the next 25 years. Additionally, according to Uniontrasporti, travel time savings exceed 20 minutes for journeys over 50 km, reaching nearly an hour for the full 94 km of the main highway from Montecchio (VI) to Spresiano (TV), which handles close to 50,000 vehicles per day. «But what’s worse is that on the new Treviso-Vicenza expressway, almost no one uses it.» Inquiry into a Black Hole Demanded by Luca Zaia. La Repubblica, January 11, 2023 Not doing so would have resulted in annual losses of 232 million for the next 25 years. Traveling over 50 km saves 20 minutes, which increases to nearly an hour when covering all 162 km. IN SHORT Name: Pedemontana Veneta Location: Italy/Veneto, Montecchio Maggiore (VI)- Spresiano (TV) Start date: 2011 Inauguration year: 2019 Criticisms: High costs for limited traffic on the routes Results: 50,000 vehicles per day, generating a value-added of 56 billion SOURCES REPUBBLICA https://www.repubblica.it/ venerdi/2023/01/11/news/ pedemontana_veneta_inchiesta_luca_ zaia-382036876/ REGIONE VENETO https://statistica.regione.veneto. it/banche_dati_economia_PIL.jsp https:// UNIONCAMERE VENETO www.unioncamereveneto.it/wpcontent/uploads/2024/03/2023.03.18studio-Pedemontana-Veneta.pdf QUOTIDIANO DEL SUD https://www.quotidianodelsud.it/ laltravoce-dellitalia/le-due-italie/ infrastrutture/2021/07/09/ritardierrori-e-costi-insostenibili-lo-scandalopedemontana-veneta-finisce-inparlamento IL FATTO QUOTIDIANO https://www.ilfattoquotidiano. it/2023/08/10/pedemontanaveneta-poco-traffico-e-gli-incassidei-carissimi-pedaggi-non-copronoil-canone-annuale-previsti-anni-diperdite-ingenti/7255057/ Source: Wikipedia, Creative Commons license. Attribution:Di Sistoiv - Opera propria, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=149304794 Source: Wikipedia, Creative Commons license. Attribution:Di Sistoiv - Opera propria, CC BYSA 4.0,
IPSE DIXIT DOUBLING THE FRÉJUS TUNNEL CONFLICTING OPINIONS ON EXPANDING THE FRÉJUS TUNNEL THE BENEFITS OF A GREAT WORK In 2010, excavation began on the second tube of the Fréjus road tunnel, connecting Italy and France. One of the busiest routes in Europe, the Turin-Bardonecchia corridor, with its adjoining tunnel, sees over 300 million vehicle kilometers annually. The new tunnel, nearly 13 km in length, features an internal diameter of 8 meters and a roadway width of 6 meters. Initially, the project planned only for a second tube to connect to the existing one for emergency evacuation purposes, with an estimated cost of 200 million euros. The conversion of the project to a vehicular tunnel led to an additional cost of 121 million euros. And it was precisely the decision to convert the project into a vehicular tunnel that drew criticism from Legambiente, which had advocated for a safety tunnel rather than one intended for vehicular traffic. In its place, Legambiente called for increased rail freight traffic between Turin and Lyon. However, freight traffic between the two countries has significantly declined, particularly on the railway line, which suffers from outdated infrastructure. According to the latest data available from the Observatory for the Turin-Lyon rail axis in 2019— 93 percent of freight transport is by road due to the outdated rail infrastructure. Without the tunnel, there would have been a decline in freight traffic. “They are finally throwing off the mask and revealing that it is really doubling down. This is a shameful move that once again highlights how Italy’s Alpine transport policy prioritizes incentivizing polluting road transport over sustainable rail transport”. 93% percent of freight transport is by road, and not expanding the tunnel would have negatively impacted freight traffic. IN SHORT Name: Doubling the Fréjus Tunnel Location: Italy/Piedmont, France Start date: 2010 Inauguration year: 2024 Criticisms: Serves rail transportation; inconsistencies in NoTav Positions Results: 93% of goods transportation is done by road SOURCES LA STAMPA https://www.lastampa.it/ torino/2012/06/20/news/blitzdi-legambiente-a-bardonecchiabr-contro-la-seconda-canna-delfrejus-1.36471738/ AISCAT https://www.aiscat.it/wp-content/ uploads/2024/03/AISCATNOVEMBRE-2023-web.pdf LEGAMBIENTE https://www.legambiente.it/wpcontent/uploads/2023/05/Opereinutili-che-rallentano-la-transizioneecologica.pdf PRESIDENZA GOVERNO https://presidenza.governo.it/ osservatorio_torino_lione/quaderni/ Quaderno15.pdf Fabio Dovana, president of Legambiente Piemonte and Valle d’Aosta La Stampa, June 20, 2012 Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT VALICO BYPASS THE VARIANTE DI VALICO AND THE TOWN THAT WAS SUPPOSED TO COLLAPSE THE BENEFITS OF A GREAT WORK It was 1982 when, for the first time, thanks to Law 531/82, the possibility of upgrading the Apennine section of the Autostrada del Sole was opened up. Since then, there have been more than 30 years of projects, permits, works, and protests. It all culminated on December 23, 2015, when the Valico Bypass was officially completed and opened to the public. A project that reduces travel time between Florence and Bologna by 15 minutes, with an additional annual savings of approximately 100 million liters of fuel, considering all commercial and private vehicles that use the route (Source: AUTOSTRADE PER L’ITALIA SPA). The enthusiasm, however, wasn’t shared by everyone. As construction progressed, concerns grew over the potential danger the project posed to the town of Santa Maria Maddalena in the Bologna area, despite reassurances from experts. “A town is on the verge of collapse, and we’re still moving forward? If the mayor doesn’t halt the work, I’ll take it to the prefect before we end up mourning a tragedy”. Travel time can be reduced by 15 minutes. Annual fuel savings are estimated to reach about 100 million liters, as indicated by a study from Autostrade per l’Italia. No collapse occurred anywhere in the surrounding area. IN SHORT Name: Valico Bypass Location: Italy/Tuscany Start date: 2010 Inauguration year: 2015 Criticisms: Danger of housing settlements collapsing due to tunnel excavation Results: No collapses. According to Autostrade per l’Italia, the total annual savings amount to approximately 100 million liters of fuel SOURCES IL FATTO QUOTIDIANO https://www.ilfattoquotidiano. it/2015/10/14/variante-di-valico-lagrande-opera-non-e-ancora-finitama-ce-gia-un-cedimento-dellastrada/2127188/ LA REPUBBLICA https://bologna.repubblica.it/ cronaca/2011/10/22/news/variante_ di_valico_l_allarme_della_regione23660153/#google_vignette AUTOSTRADE https://www.autostrade.it/ it/web/variante-di-valico/ faq#:~:text=Quanto%20 tempo%20si%20risparmia%20 percorrendo,via%20del%20 percorso%20pi%C3%B9%20agevole Andrea Defranceschi, group leader of the Regional Council of the 5-Star Movement. Repubblica.co.uk, Oct. 22, 2011 Webuild Multimedia Collection
IPSE DIXIT THE BENEFITS OF A GREAT WORK The A36 freeway, also known as the Pedemontana Lombarda, is a highway project designed to improve travel efficiency in northern Milan by establishing a route outside the metropolitan area that connects the provinces of Varese and Bergamo to the northern region of Lombardy’s capital. The first section opened in 2015 and has faced criticism since its inception for costs deemed excessive: at 57.8 million euros per kilometer, the total expenditure amounted to 5 billion euros. Yet the costs, as noted in the 2003 environmental impact study have increased have risen “to optimize the project from an environmental standpoint.” “This undoubtedly contributed to the overall increase in the project’s cost.” To address the environmental concerns raised by local associations and committees, engineers implemented specialized methodologies, which ultimately increased the project’s costs. «It will be the most expensive highway in the world. An utterly unnecessary project that will consume over a thousand hectares of land.» Lighten the existing Milan Ring Road System. Strengthening the east-west corridor of the European TEN-T corridor Improving the accessibility of piedmont municipalities. IN SHORT Name: Pedemontana Lombarda Location: Italy/Lombardy, Cassano Magnago (VA) - Lentate sul Seveso (MB) Start date: 2010 Inauguration year: 2015 Criticisms: Excessive cost per kilometer Results: New Highway Section Built Using Advanced Environmental Protection Measures SOURCES YOUTUBE https://www.youtube.com/ watch?v=o4xmozGDD1M ALTERNATIVA VERDE http://www.alternativaverde.it/rete/ AArchivio/via1.pdf Dario Balotta, Legambiente Lombardia in Desio during a demonstration against the infrastructure PEDEMONTANA LOMBARDA PEDEMONTANA LOMBARDA, “THE WORLD’S MOST EXPENSIVE HIGHWAY” Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT The A35 highway, commonly known as BreBeMi, named after the three provinces it connects —Brescia, Bergamo, and Milan—has been one of the most debated infrastructure projects in Lombardy in recent years. The concept for the highway linking Brescia, Bergamo, and Milan originated in 1996, when it was first proposed by the Chambers of Commerce of these three cities. It was presented to the press and institutions a year later. On July 23, 2014, the project became a reality but was immediately criticized for its suboptimal levels of use (source: Milan Today). Yet, over time it has been increasingly used: according to Aiscat (Italian Association of Motorway and Tunnel Concessionaires) data from December 2023, on vehicle traffic it has had the largest increase in terms of vehicles per kilometer, rising from 523 to 592 million vehicle/km in one year. Additionally, a study presented by Agici and commissioned by the highway-owning entity reveals that, up to 2020, the A35 has led to the creation of 18 new production and logistics facilities, over 900 new businesses, and 3,620 new jobs. «This is a risky move; covering the costs will require tolls that are quadruple those of the parallel and competing A4 Milan-Brescia, which is currently experiencing a decline in traffic.» In 2023, the highway had the largest increase in volumes of vehicles per kilometer. Up until 2020, the A35 had led to the creation of 18 new production and logistics facilities, attracted over 900 million in investments and generated 3,620 new jobs. IN SHORT Name: A35 Bre-Be-MI Location: Italy/Lombardy, Brescia-Bergamo-Milan Start date: 2009 Inauguration year: 2014 Criticisms: Scarse use Results: By the end of 2023, the highway had the highest level of vehicle traffic Dario Balotta, Transportation Manager Legambiente Lombardy Brescia Today, March 26, 2013 A35 BRE-BE-MI BREBEMI’S “QUESTIONABLE UTILITY”, ITALY’S FASTEST-GROWING HIGHWAY Source: Wikipedia, Creative Commons license. Attribution:Di Amstead23 - Opera propria, CC BY-SA 4.0, https://commons.wikimedia.org/w/index.php?curid=49526699 SOURCES BRESCIA TODAY https://www.bresciatoday.it/cronaca/ legambiente-balotta-finanzamentobrebemi.html MILANO TODAY https://www.milanotoday.it/cronaca/ flop-brebemi-autostrada.html AISCAT https://www.aiscat.it/wp-content/ uploads/2024/03/AISCATNOVEMBRE-2023-web.pdf BREBEMI https://www.brebemi.it/wpcontent/uploads/2022/01/04.1_ WebinarA35Brebemi_ StudioCompletoAGICI_SM.pdf THE BENEFITS OF A GREAT WORK
IPSE DIXIT The Mestre Bypass, a variant of the A4, was inaugurated in 2009 near Venice to alleviate traffic on the original highway, which was designed for 50,000 vehicles per day but had reached 150,000 by the early 2000s. As soon as it opened, the projects drew criticism for traffic jams during the summer months. The congestion was primarily caused by the influx of tourists flocking to the Veneto coast from across Italy. According to the 2003 environmental impact study, the project would bring economic benefits to 2020 of 135 million euros. Fifteen years after its inauguration, the Passante has successfully eliminated nearly daily traffic jams on the old urban stretch of the A4, halved travel times, and significantly improved the environmental quality around the Mestre node. Over the past decade, it has effectively removed more than 220 million vehicles from the urban road section (SOURCE: Veneto highway concessions). «Inaugurated last February as the optimal solution to the traffic issues in that stretch of Veneto, it has now proven to be nothing more than an additional source of congestion and traffic jams.». No more systematic traffic jams in the Mestre areaand 220 million vehicles removed from urban highway section in 10 years. IN SHORT Name: Mestre Bypass Location: Italy/Veneto, Mestre Start date: 2004 Inauguration year: 2009 Criticisms: Ineffective, merely an additional traffic generator Results: Reduced traffic and environmental benefits estimated at €135 million in the 2020 Environmental Impact Assessment (EIA) From a Greenreport.com article, August 3, 2009 MESTRE BYPASS “SUMMER TRAFFIC JAMS? HERE ARE THE FAILURES OF THE PASSANTE DI MESTRE” Source: Wikipedia, Creative Commons licenseDi Lucaf1 - Opera propria, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=8261657 SOURCES LA STAMPA L’amara conferma del (non) Passante di Mestrehttps://www.lastampa. it/cronaca/2009/08/02/news/ finito-l-incubo-al-passante-dimestre-1.37059689/ IL SOLE 24 ORE https://barbaraganz.blog.ilsole24ore. com/2019/02/07/cosa-servono-legrandi-opere-passante-mestre-compie10-anni-220-milioni-veicoli-meno-citta/ SOCIETÀ DELLE AUTOSTRADE DI VENEZIA E PADOVA https://va.mite.gov.it/File/ Documento/1291 CONCESSIONI AUTOSTRADALI VENETE https://move.cavspa.it/passantemestre-presente-futuro/ THE BENEFITS OF A GREAT WORK
IPSE DIXIT TURIN-SALERNO HIGH-SPEED LINE THE “TUNNELS OF DEATH” ON THE TURIN-SALERNO HS LINE “Like the A1, the construction of the high-speed rail line from Turin to Salerno has been one of the most hotly debated projects in recent decades.” Opened in 2009 and stretching 977 kilometers, the highspeed rail line has cut the travel time from the Piedmontese capital of Turin to Naples from 8 hours and 20 minutes to just 5 hours (Source: The Press). Since its design, however, high-speed rail has attracted criticism from a section of the public. One of the main criticisms was the perceived excessive cost of the project (Source: EuropaToday). Some people also expressed concerns about the safety of certain tunnels in the Bologna-Florence section and questioned the relatively low number of passengers. “In fact, data reveal a significant rise in high-speed rail passengers: Trenitalia saw an increase from 6.5 million in 2008 to 40 million in 2019, while Italo’s ridership grew from 4.5 million in 2012 to over 20 million annually by 2019” (Source: Editorial Tomorrow). «The safety tunnel is missing and there are no windows: I hope everything goes well, but I will never take that train. I don’t want to risk my life.» Alberto Perino, No Tav activist Corriere Bologna, Nov. 26, 2009 «The data from the High Speed Rail already implemented tell us that passengers on the ‘Frecce’ do not justify the Tav. Research conducted by the Politecnico di Milano reveals a significant “shortfall” of millions of users.» From “The High Speed Rail flop,” in Altraeconomia, Feb. 23, 2012 It reduced the travel time for a train journey from Turin to Naples from 8 hours and 20 minutes to just 5 hours. For Trenitalia, passenger numbers increased from 6.5 million in 2008 to 40 million in 2019, while Italo saw growth from 4.5 million in 2012 to over 20 million. IN SHORT Name: Turin-Salerno High-Speed Line Location: Italy/Turin-Salerno Start date: 1970 (first Florence-Rome route) Inauguration year: 2009 (completion Turin-Salerno) Criticisms: Collapse hazards in the tunnels between Bologna and Florence and low numbers of passengers Results: an exponential increase in passengers on routes THE BENEFITS OF A GREAT WORK SOURCES LA REPUBBLICA https://torino.repubblica.it/ cronaca/2019/06/04/news/in_dieci_ anni_quintuplicati_i_passeggeri_ sulla_linea_a_alta_velocita_torinomilano-227914566/ LA STAMPA https://www.lastampa.it/ torino/2007/12/16/news/torinosalerno-ai-trecento-l-ora-1.37114297/ EUROPA TODAY https://europa.today.it/attualita/trenoincidente-tav.html EDITORIALE DOMANI https://www-editorialedomani-it. translate.goog/ambiente/cresconoi-passeggeri-sui-treni-ma-servonoinvestimenti-per-aumentare-i-trenickdp5jom?_x_tr_sl=auto&_x_tr_ tl=it&_x_tr_hl=it&_x_tr_pto=wapp ALTRAECONOMIA https://altreconomia.it/il-flop-dellaltavelocita/
IPSE DIXIT HS MEDIOPADANA MEDIOPADANA HS STATION: “CALATRAVA IS IMPRESSIVE, BUT WHAT ABOUT THE PARKING LOTS?” Reggio Emilia’s HS Mediopadana station, designed by archistar Santiago Calatrava, opened in 2013, costing 79 million euros. Ten years ago, when the project was launched, it faced significant criticism. At that time, it was serving just 8 pairs of trains per day, attracting only a few hundred passengers, and had only 400 parking spaces available for its users (Source: The Daily Fact). Today, the station handles up to 90 trains per day and serves 1.7 million passengers annually, marking a 34 percent increase from 2022 (Source: The Resto del Carlino). Over the past five years, the Municipality of Reggio Emilia, RFI, the Ministry of Transport, and private investors have collectively invested over 27 million euros in the HS Mediopadana Station. This funding has been used to finalize the parking facilities, build a new entrance hall on the east side, and upgrade the rooms in the station’s underpass. «The HS Mediopadana is currently classified as a stop rather than a full station. And if no action is taken in the long run, this stop could become obsolete. Parking must be increased, or within two months, it will turn into chaos.» Giuseppe Sciarrone, former Ad Ntv - ItaloSource: Il Resto del Carlino, June 13, 2013 Today, up to 90 trains run daily, serving 1.7 million passengers annually. Attracting investment in the area totaling more than 27 million euros to bring the parking supply to its final configuration. IN SHORT Name: Reggio Emilia HS Mediopadana Location: Italy/Reggio Emilia Start date: 2010 Inauguration year: 2013 Criticisms: Lack of ancillary infrastructure and limited passengers Results: In 2023, 1.7 million passengers used the service, representing a 34% increase from 2022. An investment of over 27 million euros is planned to enhance parking facilities and other services THE BENEFITS OF A GREAT WORK SOURCES IL FATTO QUOTIDIANO https://www.ilfattoquotidiano. it/2014/07/19/stazione-mediopadanail-gigante-di-calatrava-che-fatica-adecollare-presto-un-bar/1065898/ IL RESTO DEL CARLINO https://www.ilrestodelcarlino.it/reggioemilia/cronaca/da-16-treni-a-90-epasseggeri-a-quota-17-milioni-1fcfc32d https://www.ilrestodelcarlino.it/reggio_ emilia/cronaca/2013/06/13/904150stazione-mediopadana-italo-trenitaliapolemica.shtml Source Wikipedia, Creative Commons license. Attribution: Enrico Cartia, CC BY-SA 2.0 https://upload.wikimedia.org/wikipedia/commons/6/61/Stazione_Mediopadana_alta_ velocit%C3%A0_Reggio_Emilia_%2815918560268%29.jpg
IPSE DIXIT HS STATION BOLOGNA CENTRAL THE NEW BOLOGNA CENTRALE HS STATION, A «CRITICAL EXAMPLE» Inaugurated in 2013, the new Bologna Centrale HS station features a vast chamber measuring 640 meters in length, 56 meters in width, and 23 meters in depth, spread across three levels beneath the historic Central Station. Since its construction, the station has faced criticism primarily due to its challenging accessibility, assumptions about reduced traffic, and lack of appeal for commercial activities. However, the construction of the station made it possible to separate (as well as optimize its management) high-speed rail traffic from regional rail traffic while managing to keep the number of trains running high, with better flow management in case of problems on the line. «It is indeed a critical example, It’s so commercially unappealing, to the point of jeopardizing its operating costs, and plagued by logistical difficulties.» Maurizio Gentile, former managing director and general manager Rfi. Source: railways.info, Oct. 29, 2016 It enabled the separation of high-speed rail traffic from regional rail traffic. It has maintained a high number of trains and facilitated effective flow management in the event of line disruptions IN SHORT Name: New HS Station Bologna Centrale Location: Italy/Bologna Start date: 2007 Inauguration year: 2013 Criticisms: Unappealing for commercial ventures like stores, restaurants, and other businesses Results: Significant boost to rail traffic by separating high-speed and regional line flows THE BENEFITS OF A GREAT WORK SOURCES IL RESTO DEL CARLINO https://www.ilrestodelcarlino.it/ bologna/cronaca/stazione-alta-velocit- -8a7603fe LA NAZIONE https://www.lanazione.it/cronaca/tavbologna-ca2e0ebf Webuild Multimedia Collection
IPSE DIXIT NAPLES-AFRAGOLA HS RAILWAY STATION NAPLES AFRAGOLA HS STATION: “A THREAT TO THE TERRITORY” A “bridge” connecting communities from one side of the station to the other. The one at Naples Afragola HS Station is more than just a rail terminal. Designed by Anglo-Iraqi archistar Zaha Hadid, the terminal has been a key hub for the national highspeed line since 2017. During the construction phase, significant criticism was directed at the lack of supporting infrastructure around the hub. Today, seven years after its inauguration, work has begun to connect Naples Afragola to the Vesuvius rail lines (Source: Tgr Campania). The station also serves as a key hub for the Naples-Bari highspeed line, bypassing the center of Campania’s capital and thus alleviating pressure on Naples’ central station. «This project risks becoming a ‘cathedral in the desert. Without the necessary infrastructure, we risk complete collapse.» Massimo Pelliccia, mayor of Casalnuovo di Napoli. Corriere Napoli, June 6, 2017 Development of the area around Naples Afragola HS Station and reduced traffic at Naples Central Station. IN SHORT Nome: Naples-Afragola HS Railway Station Location: Italy/Naples Afragola Start date: 2003 Inauguration year: 2017 Criticisms: Cathedral in the desert, no infrastructure around the pole Results: The station has become a crucial rail hub for the region, alleviating congestion at Naples Central Station THE BENEFITS OF A GREAT WORK SOURCES FAN PAGE https://www.fanpage.it/napoli/napolimetro-l10/ IL SOLE 24 ORE https://www.ilsole24ore.com/art/ ferrovie-via-lavori-il-collegamento-avafragola-e-linee-vesuviane-AFWHG6k CORRIERE DELLA SERA https://napoli.corriere.it/notizie/ cronaca/17_giugno_05/afragolastazione-che-fa-gola-clan-domanigentiloni-tagliera-nastro-164d83ba49b8-11e7-aee8-6748474b0aba.shtml Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT ROME METRO LINE C ROME’S C LINE: THE METRO «THAT MAY NEVER BE COMPLETED» “It will never be completed,” “You can’t dig underground in Rome,” “It’s an impossible project.” Residents of Rome know well: the C line has become a symbol of Italy’s notorious struggle with infrastructure development. But the reality is quite different: this project is a remarkable feat of engineering that balances modern advancement with the preservation of Rome’s historical heritage. It has successfully integrated cutting-edge infrastructure while recovering and safeguarding an immense archaeological legacy that might otherwise have been lost. Some of the 22 operational stations have transformed into museums, showcasing the extraordinary artifacts uncovered during excavations—unique works of art that offer a glimpse into Rome’s rich history. Rome’s C Line moves more than 13 million people each year (Source: Statistical Yearbook 2023 City of Rome). «It is now clear that the Metro C project, despite the challenges posed by the Court of Auditors’ ruling, has now failed. With this, any plans to address Rome’s overall mobility issues, currently burdened by heavy traffic, have become unfeasible.» Carlo Ripa di Meana, president of Italia Nostra. Corriere Roma, February 2, 2012 It moves more than 13 million people a year. Some stations have become museums where visitors can appreciate the wonders uncovered during excavations. Thanks to the subway excavations, valuable and unique archaeological artifacts have been discovered, unearthed, and preserved. IN SHORT Name: Rome Metro Line C Locarion: Italy/Roma Start date: 2006 Opening of the first sections: 2014 Criticisms: Slow progress, speculation that it would never be completed Results: 13 million users each year THE BENEFITS OF A GREAT WORK SOURCES COMUNE DI ROMA https://www.comune.roma.it/web/it/ pubblicazioni-dati-e-statistiche.page CORRIERE DELLA SERA https://roma.corriere.it/roma/ notizie/cronaca/12_febbraio_2/ metroc-italia-nostra-reazionigarrone-1903119139133.shtml Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT TURIN UNDERGROUND TURIN’S UNDERGROUND AND THE PIVOTAL MONTH THAT WOULD DETERMINE ITS FATE She has come of age, yet remains unparalleled. “Eighteen years after its inauguration, Turin’s futuristic subway—Italy’s first fully automated system—remains unique in using the VAL (Light Automated Vehicle) technology for urban transport.” A true breath of fresh air for a city that had been waiting for a subway for nearly a century. However, the launch raised some concerns: just a few months after its debut, opposition figures in the City Council criticized the project due to lower-than-expected user numbers. However, the anticipated target of 40,000 daily passengers was achieved as early as the following month, (Source: The Press) it’s doubled within two years. «It is unacceptable that the public should bear such a cost for only 22,700 daily users. We demand an urgent hearing with the top management of GTT, the company responsible for building and operating the subway.» Agostino Ghiglia, group leader of AN. to the City of Turin. From “Dear Subway You Ruin Us.” La Stampa, September 12, 2006 The goal of 40,000 daily users was achieved just one month after the inauguration. It’s the only one in Italy to use the system of “road transport.” IN SHORT Name: Turin Underground Location: Italy/Torino Start date: 2000 Inauguration year: 2006 Criticisms: Few users in the initial months Results: Two years following the official opening the expected number of users had almost doubled THE BENEFITS OF A GREAT WORK SOURCES LA STAMPA https://web.archive.org/ web/20090912063435/http://archivio. lastampa.it/LaStampaArchivio/ main/History/tmpl_viewObj. jsp?objid=7253038 https://www.lastampa.it/ torino/2006/09/12/news/carissimometro-ci-rovini-1.37147530/ Source: Wikipedia, licensed under Creative Commons. Attribution: Di Incola - Own Work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=28895823
IPSE DIXIT MOSE MOSE: THE ‘HARMFUL AND UNNECESSARY’ PROJECT THAT SAVED VENICE High water in Venice hasn’t been a major issue for years. This is thanks to Mose, the massive system of mobile dams that has surrounded and protected the Serenissima since 2020. Today, fortunately for Venetians, the damage caused by flooding has significantly decreased (the last major flood occurred in 2019, causing around half a billion euros in damage, Source: The New Venice) are just a memory. Yet, the journey to Mose’s construction was anything but easy. Many argued that it would harm the lagoon’s ecosystem or that it was simply unnecessary. Today, several years after its completion, it is clear that the benefits have been substantial. Corila—the Consortium for the Coordination of Research on the Venice Lagoon System—recently estimated that Mose has saved between 211 and 464 million euros annually in economic damages during its first three years (Source: The New Venice). Si può affermare che i benefici siano stati enormi: il Corila - il Consorzio per il coordinamento delle ricerche inerenti al sistema lagunare di Venezia - ha di recente stimato che il Mose nei primi tre anni di utilizzo dalla sua inaugurazione abbia fatto risparmiare tra i 211 e i 464 milioni di euro annui di danni economici (fonte: La Nuova Venezia). IN BREVE Nome: Mose Location: Italy/Venice Start date: 2003 Inauguration year: 2020 Criticisms: Environmental risks and needless construction Results: four years after its opening, the Mose has managed to save between 211 and 464 million euros annually in economic damage caused by the city’s flooding THE BENEFITS OF A GREAT WORK SOURCES NUOVA VENEZIA https://nuovavenezia.gelocal.it/ venezia/cronaca/2019/11/19/news/ alluvione-a-venezia-mezzo-miliardo-didanni-danneggiati-anche-mosaici-ecolonne-di-san-marco-1.37921065 https://nuovavenezia.gelocal.it/ regione/2023/11/04/news/mose_ quanto_costa_sollevarlo-13833952/ IL FATTO QUOTIDIANO https://www.ilfattoquotidiano. it/2019/11/15/mose-casson-cihanno-mangiato-tutti-da-politici-alpatriarcato-e-su-ilva-scudo-penale-euna-scusa-la-verita-e-che-la-politicaha-fallito/5566067/ EUROPA VERDE https://europaverde.it/2019/11/14/ mose-venezia-verdi-veneto/ HUFFINGTON POST https://www.huffingtonpost.it/ cronaca/2019/11/13/news/salviamo_ venezia_ma_il_mose_e_le_grandi_ opere_hanno_fallito-5454889/ «The Mose, despite its established shortcomings, has left Venice struggling to keep up. Born outdated and ineffective, it failed to protect the lagoon and instead deprived it of the opportunity to defend itself through more viable, cost-effective, and reversible alternative solutions.» Luana Zanella and Angelo Bonelli - Green Europe, November 14, 2019 «But it must be made clear that it has failed the system of power—corrupt as it may have been—that promised Italy that monumental projects would protect Venice from flooding. After 16 years, the MOSE still stands as a testament to the failures of Italian politics.» Angelo Bonelli, now co-chairman of Green Europe, in Huffington Post, Nov. 13, 2019
IPSE DIXIT MONTE COTUGNO DAM THE “PEOPLE’S TAKEOVER” OF THE MONTE COTUGNO DAM Located in the province of Potenza, Monte Cotugno, is the largest earthen dam in Europe and serves as the beating heart of one of the most important water schemes in the South. The history of the construction of the work was a troubled one, marked by the animated protests of Senise’s farmers who saw the land that had been their sources of livelihood for years flooded. A notable event in this context was the “plug grab” on March 6, 1984, when citizens and the mayor of Senise blocked the crane set to install the plug intended to halt the flow of the Sinni River to the Ionian Sea, thereby filling the reservoir. The cap remained “under impoundment” for months until the community eventually returned it to the dam builders in exchange for an agreement with the Basilicata Region. This agreement included a special program, valued at 47 billion old liras to provide relief for farmers whose land had been expropriated. «Before discussing dam encroachment, the government and the region must answer the people of Senise: What industry, what agriculture, and what job opportunities for young people will be provided.» Banner signed by CGIL-CISL displayed during the ‘captaking’ protest in Senise, 1984. It is one of the most important water systems in the South. IN SHORT Name: Monte Cotugno Dam Location: Italy/Senise (PZ), Basilicata Start Date: 1972 Inauguration year: 1983 Criticisms: Land acquisitions from farmers Results: Today, it is considered the beating heart of the southern water system THE BENEFITS OF A GREAT WORK SOURCES REGIONE BASILICATA https://patrimonioculturale. regione.basilicata.it/rbc/form. jsp?bene=1537&sec=5 DIPARTIMENTO PER LE OPERE PUBBLICHE E LE POLITICHE ABITATIVE https://dgdighe.mit.gov.it/categoria/ articolo/_dighe_di_rilievo/diga_ monte_cotugno RESEARCHGATE https://www.researchgate.net/ publication/273443501_A_trent’anni_ dalla_inaugurazione_della_Diga_di_ Monte_Cotugno_Un’analisi_psicosociale_sulle_conseguenze_a_lungo_ termine_dei_conflitti_ambientali Webuild Multimedia Collection Webuild Multimedia Collection
IPSE DIXIT PLACE MOULIN’S DAM AT PLACE MOULIN THE DAM THAT WASN’T MEANT TO ENDURE An emerald lake nestled in the mountains at nearly 2,000 meters altitude. What is now a well-known route for hiking enthusiasts didn’t exist until 1965. Place Moulin Lake, located in the upper Bionaz Valley of the Aosta Valley, is actually a reservoir that was created following the construction of the dam of the same name. Since 1969, it has served as a crucial source of hydroelectric power for the entire region (Source: CVA Aosta Valley). A structure of remarkable engineering significance, the Place Moulin Dam stands at 155 meters, making it one of the tallest dams in Europe. And to think that, at the time, many had doubts about its construction. Concerns primarily focused on the impact on the land and the stability of the structure, with fears about the friability of the rock massifs on which it was built. Doubts that, sixty years later, have been put to rest (Source: Aosta Valley Tourism). «And so this demonstrates that the mountains in the Bionaz Valley are composed of very friable rocks, offering no assurance of stability.» Severino Caveri, Aosta Valley regional councilor Taken from the Aosta Valley Regional Council’s report, n. 52 of 14 March 1967; SOURCE Aosta Valley Regional Council) It serves as a major source of hydropower for the entire Aosta Valley. It has become a popular tourist destination for large part of the year. IN SHORT Name: Place Moulin’s Dam Location: Italy/Bionaz (AO), Aosta Valley Start date: 1961 Inauguration year: 1965 Criticisms: Collapse risks due to the terrain’s configuration Results: Today, it stands as a major energy source in the region, as well as a renowned tourist destination THE BENEFITS OF A GREAT WORK SOURCES CVA ENERGIE https://blog.cvaenergie.it/ energie-rinnovabili/placemoulin/#:~:text=Ecco%20a%20 voi%20la%20diga,energia%20 rinnovabile%20di%20330%20GWh. SITO UFFICIALE DEL TURISMO IN VALLE D’AOSTA https://www.lovevda.it/it/banca-dati/2/ visite-turistiche-e-culturali/bionaz/ visita-guidata-alla-diga-di-placemoulin/9010233 CONSIGLIO REGIONALE DELLA VALLE D’AOSTA https://www.consiglio.vda.it/app/ oggettidelconsiglio/dettaglio?pk_ documento=29648&versione=V Webuild Multimedia Collection
IPSE DIXIT THE APULIAN AQUEDUCT THE APULIAN AQUEDUCT: «A DECEPTION OF PUBLIC TRUST.”» The first gush of water flowed in Bari on April 24, 1915, at the monumental fountain in Piazza Umberto. In a region constantly grappling with water scarcity, it changed lives. The Apulian Aqueduct is a monumental engineering and symbolic achievement, addressing the long-standing issue of water scarcity in Apulia. Groundwater is essentially the only inland water resource in the region. The karst nature of the rocks in Apulia has prevented the formation of significant surface water resources. Famous in this regard is Horace’s definition of it: “Siderum insedit vapor siticulosae Apulie” referring to Apulia as a sweltering and thirsty territory. Yet to be realized, the project experienced a troubled path. In fact, the project seemed very challenging and the cost very high for local communities. The first project was presented by Civil Engineer Camillo Rosalba, in 1867-68, but was met with skepticism and later shelved. Work then began on a new project, designed by Eng. Michele Maglietta. The project proceeded with the first tender, issued in 1902 by the Zanardelli government, which ultimately proved unsuccessful. A second tender was won by the “Società Anonima Italiana Ercole Antico e Soci Concessionaria dell’Acquedotto Pugliese,” «With a series of articles [...], I demonstrated how the Apulian Aqueduct had initially been a deception exploiting the naive credulity of our region’s citizens [...]» Piero Delfino Pesce, “L’Acquedotto Pugliese: storia di un carrozzone,” 1912 He solved the issue of the inadequate water networks in Apulia. Today, it has more than 20,000 kilometers of water mains and 13,000 kilometers of sewage lines, providing services to approximately 4 million residents of Apulia. IN SHORT Name: Apulian Aqueduct Location: Italy/Apulia Start date: 1906 Inauguration year: 1915 Criticisms: Pricy and difficult to complete Results: It solved the issue of inadequate water networks in Apulia THE BENEFITS OF A GREAT WORK SOURCES MICHELE MOSSA https://www.michelemossa.it/allegato/ storia_aqp.pdf I FONTANARI MAGGIORESI https://www.ifontanaritorremaggioresi. com/files/storia-di-un-carrozzone.pdf FONDAZIONE MICHELETTI https://altronovecento. fondazionemicheletti.eu/lacquedottopugliese-a-genova/?cn-reloaded=1 RIVISTEWEB https://www.rivisteweb.it/doi/10.1433/32582 ACQUEDOTTO PUGLIESE https://reportsostenibilita.aqp.it/flipbook-report-integrato/ which succeeded in inaugurating the first section but failed to complete the remainder of the contract. In 1919, the project was taken over by the state and ultimately completed in 1939. Today, it boasts over 20,000 kilometers of water mains and more than 13,000 kilometers of sewage lines, serving approximately 4 million residents in Apulia.
IPSE DIXIT And yet it doesn’t move. Without invoking Galileo too much, this seems the most fitting phrase to describe the story of Hong Kong International Airport, built on the artificial island of Chek Lap Kok and connected to the nearby island of Lantau. Designed by star architect Norman Foster and inaugurated in 1998, it is today one of the world’s most important hubs. From the very beginning, when the project first took shape, it faced heavy criticism from international observers, who doubted the resilience of the islands—and therefore of the airport itself. Concerns centered on soil stability and the ability to withstand extreme weather events, not uncommon in that part of the world. And yet, today, this airport stands as a true engineering pride for Hong Kong. «Dark forebodings over Hong Kong Airport.» Laurence Zuckerman, journalist THE NEW YORK TIMES, January 22, 1992 Photo credit: Ralf Roletschek / Wikimedia Commons, August 12, 2013 HONG KONG INTERNATIONAL AIRPORT (CHINA, 1998) “DARK FOREBODINGS OVER HONG KONG AIRPORT” It is the busiest cargo airport in the world. In January 2025, its cargo volumes increased by 4.1% year-on-year, reaching 394,000 tons. IN SHORT Name: Hong Kong International Airport Location: China Start date: 1998 Inauguration year: 2013 Criticisms: Dangerous for the stability of the islands on which it stands Results: It is a giant of world air traffic THE BENEFITS OF A GREAT WORK SOURCES THE NEW YORK TIMES https://www.nytimes.com/1992/01/22/ IHT-sinking-feeling-at-hong-kongairport.html AIRPORT COUNCIL INTERNATIONAL https://aci.aero/2024/07/16/top20-busiest-airports-in-the-worldconfirmed-by-aci-world/ HONG KONG INTERNATIONAL AIRPORT https://www.hongkongairport.com/en/ about-us/?section=our-history
IPSE DIXIT M3 MOTORWAY (UNITED KINGDOM,1994) M3: A JOURNEY OF CHALLENGES AND SUCCESSES The construction of the M3 Motorway has been an adventure full of twists and turns. It became a true artery for the South West England carrying traffic to key destinations such as Southampton, Bournemouth, and Poole. At 59 miles, the M3 may not be as long as some of the country’s major interurban routes, but its role is essential. It begins on the outskirts of London and runs as far as Popham. More precisely, it stretches from Sunbury-on-Thames in Surrey to Eastleigh in Hampshire. Along its route, it passes through Aldershot, Basingstoke, Winchester, and Southampton. During construction, the ancient fort of St Catherine’s Hill stood directly in the way. The Winchester Bypass attempted to avoid it by following a winding course. The work required was monumental, involving a deep cut through the land that triggered historic protests. Once completed, however, the M3 Motorway gave a strong boost to Southampton and its businesses, which are vital to the local economy. Ports and manufacturers benefited greatly. «I have always believed, and still believe, that less destructive alternatives were available. [...] The impact of the current route on the beauty of the Downs and the Itchen Valley and the destruction of sites of particular scientific and archaeological interest, have become widely known.» John Denham, Labour Party Member and Member of Parliament for Southampton Itchen UK Parliament, December 2, 1994 It improves travel speed between London and the south coast. It facilitates the transport of goods to major ports and airports, relieving congestion on local and alternative roads. Encourages tourism to southern England and enhances road safety. IN SHORT Name: M3 Motorway Location: United Kingdom Start date: 1971 Inauguration year: 1994 Criticisms: Congestion and environmental impact risks Results: Travel time reduction, regional economic development THE BENEFITS OF A GREAT WORK SOURCES THE NEW YORK TIMES https://www.nytimes.com/1992/01/22/ IHT-sinking-feeling-at-hong-kongairport.html AIRPORT COUNCIL INTERNATIONAL https://aci.aero/2024/07/16/top20-busiest-airports-in-the-worldconfirmed-by-aci-world/ HONG KONG INTERNATIONAL AIRPORT https://www.hongkongairport.com/en/ about-us/?section=our-history
IPSE DIXIT A project so disruptive it became a byword. In fact, the “Guggenheim effect” or “Bilbao effect” today is a term used to describe the positive impact of spectacular architecture on the economic development of a city. Designed by architect Frank O. Gehry, the museum was the first step in transforming the former industrial center in northern Spain into one of the most visited areas in Europe. It was built with 33,000 extremely thin titanium panels, reflecting light differently depending on the time of day. But before its birth, not everyone welcomed it. Criticism centered above all on its supposedly excessive costs (100 million dollars), and some doubted it would have any positive effect on the city. «It is a real soap opera, something worthy of Disney, that will cause serious damage and the paralysis of all cultural activities.» Jorge Oteiza, Spanish artist, 1992, 1992 LIVING CORRIERE GUGGENHEIM MUSEUM, BILBAO (SPAIN, 1997) THE GUGGENHEIM MUSEUM: THE “SOAP OPERA” THAT CHANGED BILBAO In its first three years, the museum was visited by nearly 4 million people, generating 500 million dollars in profit. It is estimated that during the same period, the city of Bilbao earned more than 100 million dollars in taxes thanks to the spending of visitors drawn in part by the museum. IN SHORT Name: Guggenheim Museum Bilbao Location: Spain Start date: 1993 Inauguration year: 1997 Criticisms: Excessive costs, detrimental to the city of Bilbao Results: A panel of experts interviewed by Vanity Fair in 2010 called it the most influential work from 1980 up to that time THE BENEFITS OF A GREAT WORK SOURCES LIVING CORRIERE https://living.corriere.it/architettura/ guggenheim-bilbao/ IL SECOLO XIX https://www.ilsecoloxix.it/cultura-espettacoli/2012/11/11/news/effettoguggenheim-1.32634576
IPSE DIXIT An icon with a troubled history. The Sydney Opera House is an architectural masterpiece recognized worldwide, to the point of being designated a UNESCO World Heritage Site. Yet the process behind its creation was anything but smooth. Between delays, underestimated costs, and disputes with the government, the architect behind the project, the brilliant Danish designer Jørn Oberg Utzon, was even forced to resign before the work was completed. Criticism focused especially on the concert hall, judged to have poor acoustics. But that detail pales in comparison to the magnificence and significance of the building. “The Sydney Opera House is one of the iconic buildings of the 20th century,” an image of great beauty known around the world, as well as a symbol of its city, its nation, and its entire continent.” With this motivation, in 2003the Pritzker Prize jury award ed Utzon one of the most prestigious honors in architecture. «The concert hall is a disaster. It looks like an extraordinarily pretentious Town Hall. The ceiling is covered with knobs that can only be described as inverted nipples.» Laurie Thomas, art critic for The Australian (1968) reported by Eurasia Review, Oct. 23, 2023 Today, the Sydney Opera House is a UNESCO World Heritage Site. It attracts over 8 million visitors each year, and its value as a social asset is estimated at 11.4 billion dollars. THE BENEFITS OF A GREAT WORK SOURCES EURASIA REVIEW https://www.eurasiareview. com/23102023-cultural-cover-up-thesydney-opera-house-turns-50-oped/ THE PRITZER ARCHITECTURE PRIZE https://www.pritzkerprize.com/ SYDENY OPERA HOUSE https://www.sydneyoperahouse.com/ about-us/how-we-work/governancepolicies-and-corporate-information/ annual-reports SYDNEY OPERA HOUSE (AUSTRALIA, 1973) THE SYDNEY OPERA HOUSE AND THE ARCHITECT FORCED TO RESIGN MID-PROJECT IN SHORT Name: Sydney Opera House Location: Australia Start date: 1959 Inauguration year: 1973 Criticisms: Excessive costs, poor acoustics Results: It attracts around 10.9 million visitors per year, and its value as a social asset is estimated at 11.4 billion dollars
IPSE DIXIT Much more than a public building. The Centre Pompidou has reshaped Paris both culturally, by invigorating the city’s artistic spirit, and socially by providing a space for spontaneous street protests. Created by Renzo Piano and Richard Rogers, it was never intended as a monument but as “an event, a city where you find everything: food, music, culture.” Inaugurated in 1977, it is named after French President Georges Pompidou, who commissioned the project. At the time, however, it wasn’t universally appreciated. Some even called it “a mistake.” Yet, from the very start, the number of visitors was five times higher than expected. Today, it is considered one of Paris’s most recognizable architectural symbols and a leading cultural hub. «Paris has its own monster… just like Loch Ness.» Le Figaro, reported on The Guardian, January 8, 2017 CENTRE GEORGES POMPIDOU (FRANCE, 1977) THE POMPIDOU CENTRE, THE “MISTAKE” THAT TRANSFORMED PARIS It gave a boost to the transformation of the entire city of Paris. Today it is one of the most visited museums in the world and houses a collection of around 100,000 works. Alongside the visual arts, it also features design, architecture, photography, and multimedia works. THE BENEFITS OF A GREAT WORK SOURCES THE GUARDIAN https://www.theguardian.com/ artanddesign/2017/jan/08/pompidoucentre-40-years-old-review-richardrogers-renzo-piano THE NEW YORKER https://www.newyorker.com/culture/ cultural-comment/the-original-shockof-the-pompidou-center AD ITALIA https://www.ad-italia.it/article/gliedifici-piu-odiati-di-parigi/ IN SHORT Name: Centre Georges Pompidou Location: France Start date: 1971 Inauguration year: 1977 Criticisms: Out of tune with the city Results: A push for renewal across all of Paris
IPSE DIXIT YACIRETÁ DAM (ARGENTINA/PARAGUAY, 1994) YACIRETÁ: THE DAM THAT WAS SUPPOSED TO COLLAPSE The Yaciretá Dam on the Paraná River is one of the most debated dams in history. Its construction was decided in 1973 following an agreement between Argentina and Paraguay. The dam has an average flow of 12,000 m³/s and is equipped with 20 Kaplan-type hydro turbines, with an installed capacity of 3,200 MW. But its main value lies in its ability to generate renewable energy. The project faced numerous controversies both before and after it became operational in 1994. Critics highlighted the costs, environmental impact, and, in more recent years, the risk of collapse and potential flooding, though none of these feared events ever occurred. «Half the country is at risk. I don’t want to spread panic or fear, but we must take the necessary measures to prevent what could become the greatest disaster in our history.» Ricardo Colombi, Governor of the province of Corrientes. INFOCAMPO, 27 April 2016 Webuild Multimedia Collection Yaciretá produces 60% of Argentina’s hydroelectric power. The dam also contributed to job creation in the surrounding area, employing approximately 12,000 people overall. It is now one of the main tourist attractions in the region. THE BENEFITS OF A GREAT WORK SOURCES INFOCAMPO https://www.infocampo.com.ar/alertaroja-aseguran-que-medio-pais-esta-enpeligro-por-el-estado-de-yacyreta/ ENTIDAD BINACIONAL YACIRETA https://www.eby.gov.py/datostecnicos/ WEBUILD GROUP https://www.webuildgroup.com/it/ progetti/dighe-centrali-idroelettriche/ progetti-idroelettrico-yacyret/ IN SHORT Name: Yaciretá Dam Location: Argentina/Paraguay Start date: 1983 Inauguration year: 1994 Criticisms: Excessive costs, risk of collapse Results: Dam still standing, now one of the area’s main tourist attractions
www.evolutio.museumRkJQdWJsaXNoZXIy MTI4OTY=