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Italy has adopted new requirements for motorcycle-protection devices on roadside barriers. The Ministry of Infrastructure and Transport (MIT) decree signed on 11 September 2026 applies to new and existing barriers on roads whose calculated design speed is at least 70 km/h. It does not simply apply whenever a sign displays a 70 km/h limit. Published in Gazzetta Ufficiale issue 243 on 19 October 2026, the decree takes effect on 17 April 2027, 180 days after publication. It requires continuous motorcycle-safety devices (DSM) at specified high-risk curves, descents, narrowings and locations with recent serious motorcycle crashes. The obligations fall on road owners, managers, designers, manufacturers and installers; riders do not have to buy a new accessory.
What does Italy’s new motorcycle barrier decree change?
The decree replaces the 1 April 2019 rules for motorcycle-protection devices fitted to road safety barriers. A DSM (dispositivo di sicurezza per motociclisti) is a continuous device installed along a guard rail. It is designed to retain or redirect a fallen rider or passenger and reduce direct contact with posts, anchors, connections and objects behind the barrier.
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Does the 70 km/h threshold mean the posted speed limit?
No. The decree uses the road’s calculated design speed, with a threshold of at least 70 km/h. A posted 70 km/h sign is a traffic control and is not, by itself, the legal trigger for installing a DSM.
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This distinction matters because Italian speed limits and engineering design speeds serve different purposes. Article 142 of the Italian Codice della strada sets ordinary maximum speeds of 130 km/h on motorways, 110 km/h on main extra-urban roads, 90 km/h on secondary and local extra-urban roads and 50 km/h in built-up areas. A 70 km/h urban limit can be authorised where the road’s characteristics permit it and signs are installed. Those limits do not determine the design-speed calculation used by the barrier decree.
Which Italian road locations must receive motorcycle protection?
The decree identifies four minimum configurations. Where the conditions apply, the DSM is installed along the full relevant section unless a documented technical assessment justifies another solution.
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Outside of tight curves
Protection is required on the outside of curves with a radius below 250 metres. On divided roads, the decree covers both carriageways.
Dangerous descents
On extra-urban roads and urban express-traffic roads, both carriageway margins must be considered where a dangerous descent is identified and marked with the relevant warning sign.
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Dangerous carriageway narrowings
Both margins of extra-urban roads and urban express-traffic roads are covered where a dangerous narrowing is marked with the specified warning signs.
Locations with a recent severe motorcycle crash
A section qualifies where, during the previous three years, one or more motorcycle or moped run-off-road or guard-rail impacts caused a rider’s or passenger’s death or serious injury.
The European Commission’s TRIS notification describes the same focus: dangerous bends and descents, narrow carriageway sections and places with a prior motorcycle/guard-rail event.
How far must a DSM extend?
The device is continuous along the relevant hazard. At a dangerous narrowing, it extends at least 10 metres before the narrowing. The decree also requires continuation beyond the ends of curves, carriageways and dangerous descents as specified by the design rules, rather than stopping exactly at the point where the warning feature appears.
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Installation can be rejected when it would be unsuitable for the site, but that is not an informal exemption. A technical report must explain the decision using factors such as traffic, operating speed, road geometry, shoulder conditions, surface grip or exceptional maintenance conditions.
What testing and certification must DSM products meet?
DSM products must comply with UNI CEN/TS 17342:2019 and pass the prescribed performance tests at laboratories accredited to UNI CEI EN ISO 17025. A product that passes must have the manufacturer’s performance-assessment declaration and factory-production-control declaration.
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| Situation | Regulatory treatment |
|---|---|
| New barrier supplied with an integrated DSM | The combined arrangement is treated as a motorcycle-protection system and is subject to CE marking under UNI EN 1317-5. |
| DSM added to an existing CE-marked barrier | Generally treated as a product modification requiring notified-body assessment. Minor modifications may be checked virtually under UNI EN 16303. |
| Older barrier already in service | The road owner or manager must complete a rider-impact risk assessment supported by a reasoned report from a registered engineer. |
Can an existing barrier use a DSM without a complete new assessment?
Sometimes, but only when the decree’s compatibility and test conditions are met. The existing barrier and the DSM must correspond to the tested arrangement, including the connections. The lower edge must be within 2 cm of the tested value, and the system must meet the required dynamic-deflection conditions. Containment testing is also required where the specified case calls for it.
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If those conditions are not demonstrated, the owner or manager cannot rely solely on the fact that a DSM product has passed its own tests. The compatibility of the complete barrier-and-device arrangement must be addressed in the engineering assessment.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.When do the new rules start, and which projects keep the old rules?
The decree enters into force on 17 April 2027, 180 days after its 19 October 2026 publication. It repeals the 1 April 2019 decree from that point.
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- a project with an approved technical-economic feasibility project at that date.
For other work commencing under the new regime, designers and road authorities must apply the 2026 requirements, including the design-speed threshold and the relevant risk-location rules.
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Do motorcyclists need to buy new safety equipment?
No. The decree does not create a new motorcycle accessory, clothing or helmet requirement. Riders must continue to follow the current Codice della strada, signs and traffic controls. The infrastructure duties are directed at road owners, road managers, designers, manufacturers and installers.
For riders, the practical change is that qualifying road sections should progressively receive a more continuous barrier surface intended to reduce contact with hazardous barrier components during a slide. It does not change the speed limit on a road or give permission to ride at the design speed.
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What should road authorities and contractors check?
- Confirm the road section’s calculated design speed and do not substitute the posted limit for that engineering value.
- Screen for the four covered configurations: outside curves below 250 metres radius, signed dangerous descents, signed dangerous narrowings and qualifying severe motorcycle crashes in the previous three years.
- Define the full treatment length, including the required lead-in before a narrowing and the specified continuation beyond hazard ends.
- For a new barrier, include the DSM design and risk rationale in the project documentation.
- For an existing barrier, obtain the registered engineer’s reasoned risk assessment and verify tested connections, lower-edge height, deflection and any required containment evidence.
- Use the correct conformity route for an integrated system or a later modification, including notified-body involvement where required.
Why is the rule focused on barrier continuity?
The European Commission’s TRIS notification explains that the standard is intended to protect motorcyclists who skid along the roadside and collide with the posts and blades of safety barriers. A continuous DSM creates a more continuous impact surface, reducing the opportunity for a sliding rider to strike those discontinuities directly. The decree and notification do not provide a numeric crash, injury or fatality estimate, so the rule should not be presented with an unsupported national accident figure.
Frequently Asked Questions
Who decides whether an existing guard rail needs a DSM?
The road owner or manager is responsible for the in-service assessment, supported by a reasoned report from a registered engineer. That assessment must address the rider-impact risk and whether the particular barrier and device satisfy the decree’s compatibility and test conditions.
What paperwork should accompany a compliant DSM product?
The manufacturer should provide the performance-assessment declaration and factory-production-control declaration after the prescribed testing. Where a device is integrated with a CE-marked barrier or added as a modification, the applicable CE and notified-body documentation must also be available.
Does a 70 km/h sign on a city street automatically trigger the barrier rule?
No. The sign establishes a traffic limit, while the decree uses a calculated design-speed value of at least 70 km/h. The road’s engineering documentation and the specified hazard configuration must be considered together.
Can a road authority omit a DSM at a qualifying location?
Only with a reasoned technical report showing that installation is unsuitable under the decree’s conditions, such as unusual geometry, shoulder or surface limitations, traffic circumstances or exceptional maintenance needs. A general preference or lack of budget is not identified as an exemption in the decree.
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