The heads of Autostrade and the Ministry of Infrastructures are being investigated for culpable disaster, multiple culpable homicide and manslaughter for violation of the accident prevention regulations.
According to the magistrates and investigators, the disaster could have been avoided. Everything emerged from the minutes of the interrogation, from the exchange of messages in chat, from the e-mails between the manager and the controllers of the department, from the reports of the meetings. F.even more serious is that one month before the tragedy, the technicians had identified the weakest point in their loops, without taking appropriate countermeasures, such as traffic limitation, which could have avoided the tragedy that has cost the lives of 43 people .
For the probative incident, requested by the magistrates, the managing director Giovanni Castellucci, the central operational manager Paolo Berti, the maintenance manager Michele Donferri Mitelli, the director of the First Trunk Stefano Marigliani, the manager of the retrofitting project Paolo Strazzullo, will be called. he former director of motorway maintenance Mario Bergamo who was the first in 2015 to say that it was necessary to intervene on the Morandi bridge, Riccardo Rigacci, Fulvio Di Taddeo and Massimo Meliani. For the ministry, on the other hand, the supervisory director general Vincenzo Cinelli, the predecessor Mauro Coletta, the officials Giovanni Proietti and Bruno Santoro, the head of the territorial inspection office Cannine Testa, the administrator of the public works of Piedmont, Liguria and Valle d will have to intervene. Aosta Roberto Ferrazza and the director of the superintendent Salvatore Bonaccorso. Finally, the engineers of Spea Engineering, the subsidiary of the Atlantia group, which carried out the reinforcement project, Massimiliano Giacobbi, Massimo Bazzarelli, and Emanuele De Angelis.
"The tie rods do not hold up", what emerged from the chat messages between the Autostrade technicians two months before the collapse. So the technicians responsible for the safety of the bridge spoke precisely of the risks associated with the tie rods. But no one intervened despite the announced danger. It was even ascertained that some minimal works were completed at dawn on August 14 right on pylon 9, the collapsed one, and this aggravates the position of those who had to be vigilant because they were aware of the danger and put the workers' lives at risk. The objection of road homicide, on the other hand, concerns the failure to respect the safety of motorists which must instead be guaranteed by those who manage the motorway sections and by those who must check that the rules are respected.