lane in each direction), two railway tracks and two pedestrian lanes. In order to provide a minimum vertical clearance for navigation of , the height of the two towers was to be . This would have been taller than the Millau Viaduct in France (currently the tallest bridge in the world at ). The bridge's suspension system would have relied on two pairs of steel cables, each with a diameter of and a total length, between the anchor blocks, of . The design included of road links and of railway links to the bridge. On the mainland, the bridge was to connect to the new stretch of the Salerno-Reggio Calabria motorway (A3) and to the planned Naples-Reggio Calabria High-Speed railway line; on the Sicilian side, to the Messina-Catania (A18) and Messina-Palermo (A20) motorways as well as the new Messina railway station (to be built by Rete Ferroviaria Italiana). The bridge was planned to connect Reggio Calabria to Messina, the two cities that face each other on either side of the strait, in order to form a single city. This ambitious urban project was called Area Metropolitana integrata dello Stretto (Integrated Metropolitan Area of the Strait) or simply Città dello Stretto (City of the Strait). Among the controversies surrounding the building of the bridge was strong opposition to the formation of the new city by various Sicilian nationalist groups. Abandonment On 12 October 2006, the Italian Parliament voted 272 to 232 in favour of abandoning the plan due to the bridge's "doubtful usefulness and viability", as well as the inability of the already burdened Italian treasury to bear its share of the cost. Additionally, transport minister Alessandro Bianchi pointed out that the road and rail links leading to the location of the proposed bridge are not capable of supporting enough traffic to make the bridge profitable. Other reasons for abandoning the plan were earthquake risk and fears that the bridge would enrich the networks of Italy's organised crime organisations such as Cosa Nostra and 'Ndrangheta. Contracting parties A construction consortium led by Impregilo was chosen in 2005, with actual construction set to begin in the second half of 2006. The bridge was designed by Danish architects at Dissing+Weitling in close collaboration with the Danish engineering firm COWI. On 27 March 2006, Impregilo and Stretto di Messina announced that they had signed a contract assigning final project planning to a General Contractor.