{"id":9898,"date":"2025-08-27T12:07:32","date_gmt":"2025-08-27T10:07:32","guid":{"rendered":"https:\/\/www.rivistaeco.com\/?p=9898"},"modified":"2025-08-27T12:07:32","modified_gmt":"2025-08-27T10:07:32","slug":"transport-struggling-to-keep-up-with-summer-tourism","status":"publish","type":"post","link":"https:\/\/www.rivistaeco.com\/en\/2025\/08\/27\/transport-struggling-to-keep-up-with-summer-tourism\/","title":{"rendered":"Transport Struggling to Keep Up with Summer Tourism"},"content":{"rendered":"

Mass tourism moves millions of people. In Italy the sector is growing and increasingly plays a strategic economic role. But it is above all a seasonal phenomenon, concentrated in the summer months alone, when the country sees more than 215 million tourist stays. Tourists rely on transport to arrive and then move around cities and destinations, with major consequences for infrastructure and the environment. Air travel and airports, the rail, road, and highway network, and local public transport are all affected, though in different ways. There is no shortage of measures\u2014some linked to the NRRP\u2014aimed at managing peak flows. Yet these sometimes clash with the need for complex infrastructure projects. Balancing tourism development, environmental protection, and social cohesion will remain one of the decisive challenges of the coming years.<\/em><\/p>\n

 <\/p>\n

It is in summer that the irresistible urge to travel elsewhere reaches its peak, affecting nearly everyone. Surveys and data on tourism and mobility point to a single key fact: more and more people are traveling, using every possible mode of transport, and increasingly engaging all the country\u2019s transport networks\u2014land, sea, and air.<\/p>\n

The Numbers Behind the Sector<\/strong><\/h3>\n

In 2024, Italy recorded 458 million tourist stays, surpassing France (450 million) and approaching Spain (500 million). This result confirms the strategic centrality of tourism for the national economy, while raising concerns about the sustainability of flows and the pressure placed on the transport system, which is severely tested during peak season. In the summer months alone, there were around 215 million tourist stays in 2024\u2014an increase of 1.6% over 2023, driven largely by international demand (+4%) and offset by a slight decline in domestic tourism (-0.8%), according to Fipe-Confcommercio<\/em>.<\/p>\n

From Delays to Ticket Prices: Air Transport Under Strain<\/strong><\/h3>\n

No sector feels seasonal variability more than air travel, which after the pandemic years is experiencing a global boom. For summer 2025, Enit<\/em> forecasts nearly 19 million arrivals from abroad and over 8 million domestic arrivals\u2014an overall increase of 17.9% compared to 2024. Numbers welcomed by industry players, but also a cause for concern. In a March 5, 2025 interview with Corriere della Sera<\/em>, ENAC president Pierluigi Di Palma spoke of a true \u201cgrowth crisis\u201d: \u201cMore people than expected lead to difficult flow management in some Italian airports,\u201d he explained, warning that problems are likely to intensify in the summer, with rising cancellations, delays, and disruptions.<\/p>\n

According to Italia Rimborso<\/em>, a major reimbursement service, in 2024 some 498,000 passengers qualified for compensation due to cancellations, long delays, or baggage issues\u2014compared to 400,000 in 2019.<\/p>\n

The summer months make it particularly urgent to prioritize air traffic, giving precedence, for example, to feeder flights\u2014domestic connections feeding intercontinental routes\u2014over point-to-point services. Between a flight bound for a major international hub, carrying connecting passengers to far-off destinations, and one such as Orio al Serio\u2013Brindisi, it is clearly more critical that the former departs on time. A delay might force the intercontinental aircraft to wait, triggering a cascade of late departures, or else leave passengers stranded overnight in airports, with costly rebooking. Thus, in peak season, the travelers most likely to suffer are tourists heading for beach resorts or art cities\u2014perhaps families that, increasingly, can afford only a week\u2019s vacation and end up spending hours stuck in terminals for flights that never leave.<\/p>\n

Ticket price trends during summer have drawn wide attention, sparking research and debate. Many variables drive costs, most of them beyond passengers\u2019 control. Airlines justify average annual increases of around 5% largely on rising fuel prices, worsened by new European rules that, starting in 2025, mandate use of at least 2% sustainable aviation fuel (SAF), produced from raw materials such as vegetable oils, algae, or organic waste, and significantly more expensive than petroleum-based fuels.<\/p>\n

While such measures help contain environmental impact despite rising demand\u2014in 2024, flights departing EU27+EFTA airports emitted 10% less CO\u2082\u2014it is clear complementary actions are needed to promote greener alternatives. One example is France\u2019s June 2023 decree banning short-haul flights where rail alternatives under 2.5 hours exist. These short connections are especially damaging: on such routes, aircraft emit on average 77 times more CO\u2082 per passenger than trains. Measures like these also foster cultural change, urging people to reflect\u2014according to France\u2019s notion of sobri\u00e9t\u00e9<\/em>\u2014on whether flying short distances is necessary. Other countries are following suit: Austria, for instance, introduced a \u20ac30 tax in 2017 on flights under 350 kilometers, while Spain, thanks to its growing high-speed rail network, is considering a law similar to France\u2019s. In Italy, however, very few connections would be affected by such measures.<\/p>\n

Other factors also affect final ticket prices, such as airlines\u2019 persistent requests to expand fleets\u2014a demand difficult to meet given the few manufacturers. The market is highly concentrated, dominated by Boeing and Airbus, with only a handful of smaller players. And as in any monitored but unregulated sector, rising summer demand simply translates into greater profit opportunities for carriers.<\/p>\n

High-Speed Rail: Convenient, but Often Delayed<\/strong><\/h3>\n

Once they arrive, today\u2019s global tourists\u2014especially from other continents\u2014rarely stay long in a single place, preferring to move between cities. Europe\u2019s high-speed rail network, with over 12,000 kilometers of lines (about 1,000 in Italy), enables quick, comfortable, and easily planned travel.<\/p>\n

But in Italy, frequent days of rail chaos mar the experience. According to Unimpresa<\/em>, in the October\u2013December 2024 quarter, 72% of high-speed trains were delayed, with an average of about 30 minutes.<\/p>\n

The issues are longstanding. First, network saturation: on some routes, physical capacity is at or beyond its limit. Then bottlenecks: stations and rail nodes concentrating heavy traffic volumes, crucial to the system. If Milan or Bologna goes down\u2014as high-speed passengers know\u2014the whole network seizes up, from Reggio Calabria to Bolzano.<\/p>\n

A further challenge lies in the network\u2019s mixed-use character: the same lines carry high-speed trains, intercity services, commuters, local trains, and at night, freight. Problems affecting one service quickly ripple across the rest.<\/p>\n

The rail sector is nevertheless benefiting from major investment: of the \u20ac132 billion earmarked in Italy\u2019s strategic infrastructure program, over \u20ac96 billion\u2014nearly three-quarters\u2014concerns railway projects. Of these, \u20ac24 billion comes from NRRP funds and \u20ac11 billion from the National Complementary Plan. In the coming years, some critical issues may thus be resolved. But in the short term, more than a thousand summer construction sites along tracks and stations risk adding further delays, cancellations, and disruptions.<\/p>\n

Road Travel: An Obstacle Course<\/strong><\/h3>\n

Even more complex are the issues of road transport. The Italian highway system, despite its flaws, remains among the most effective and safest in Europe\u2014but it is also the continent\u2019s oldest. Of some 7,000 kilometers of network, 5,900 were built before the 1980s. Italy also has Europe\u2019s most complex orography: 1,200 kilometers of highways run over bridges, compared with 260 in Germany, which ranks second. Pressure on the system is immense: each kilometer of highway carries about 40,000 vehicles per day, compared with 30,000 in France and 20,000 in Spain. For heavy traffic, Italy averages 10,000 trucks per kilometer per day, versus 3,000 in France and 1,000 in Germany.<\/p>\n

In short, the system is saturated. On weekdays, congestion is concentrated at urban access routes or crossings. On holidays, long weekends, and peak summer days, the entire network clogs\u2014not just the usual bottlenecks of the Center-North, but also southern highways. This vulnerability means the system has little capacity to absorb planned events like construction or unexpected shocks such as accidents, extreme weather, or geological events.<\/p>\n

Another sore point for road travel is electric mobility. Tourists driving electric cars from Germany, Austria, or Switzerland\u2014countries where EVs are more common\u2014find Italy\u2019s charging network inadequate. Despite NRRP and other funding programs, the number of highway charging stations remains low and uneven. In total, there are 60,339 public charging points, but only 20% are in central Italy and 22% in the South and islands. On highways, just 42% of service areas have charging stations, for a total of 1,057 points.<\/p>\n

Tourist road traffic is diverse. In Italy, for instance, the share of bus-based tourist travel exceeds the European average (8% vs. 6%). After the pandemic slump, the sector has grown again but now faces a severe staff shortage: in 2023, some 6,700 drivers were missing, according to AN.BTI and Isfort. If the \u201clast mile\u201d of tourist travel falters, the entire sector suffers.<\/p>\n

Local Transport Must Get Smarter<\/strong><\/h3>\n

Even medium and small towns have now become tourist destinations, and thus local public transport is often strained by summer and weekend flows. Typically designed for work and school traffic, urban services should also be structured to handle peaks of visitors in \u201cnon-working\u201d periods, easing private traffic, supporting intermodality (e.g., park-and-ride), decongesting city centers, and enabling pedestrianization.<\/p>\n

Smart mobility systems are often too complex for tourists and too inflexible for their needs. Mobility as a Service<\/em> (MaaS)\u2014integrating multiple modes and payments into a single platform\u2014could enable smoother, more sustainable travel. But in many Italian cities, it is still struggling to take off. In Helsinki, for instance, the Whim app allows users to book and pay for public transport, micromobility, car sharing, and bike sharing all in one.<\/p>\n

We are now in the height of tourist season, and all the weaknesses of the transport system are on full display. Theoretically, this is a golden opportunity to test its limits, assess the effectiveness of interventions, and measure how many promises have been kept. Ultimately, it is a chance to gauge the capacity of Italy\u2019s transport system to balance tourism development, social cohesion, and territorial protection. In light of the structural changes looming in the years ahead, this will be one of the most pressing and important challenges we face.<\/p>\n

 <\/p>\n

Angela Stefania Bergantino is Professor of Economics at the University of Bari \u201cAldo Moro,\u201d where she coordinates the Laboratory of Applied Economics (LEA) and the GRINS Research Center on Mobility. She is also a Senior Associate Research Fellow at ISPI.<\/em><\/p>\n

Mario Intini is Senior Researcher in Applied Economics at the University of Bari \u201cAldo Moro\u201d and an Honorary Research Fellow at the Department of Economics, University of Warwick (UK).<\/em><\/p>\n

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