{"id":9906,"date":"2025-08-27T12:22:25","date_gmt":"2025-08-27T10:22:25","guid":{"rendered":"https:\/\/www.rivistaeco.com\/?p=9906"},"modified":"2025-08-27T12:22:25","modified_gmt":"2025-08-27T10:22:25","slug":"a-desire-named-tram","status":"publish","type":"post","link":"https:\/\/www.rivistaeco.com\/en\/2025\/08\/27\/a-desire-named-tram\/","title":{"rendered":"A Desire Named Tram"},"content":{"rendered":"

The country is growing and changing, but urban local transport remains stuck, utterly inadequate to meet users\u2019 needs and expectations. More investment is needed in subways and trams, but also in maintaining infrastructure efficiency and providing frequent, punctual, and high-quality services. Above all, public funds must be spent more effectively, rewarding those who expand services and operate efficiently. People will only choose public transport if it is reliable and comfortable; otherwise, private cars will continue to win out\u2014with all the consequences this entails for pollution and congestion. Yet the issue is not only about scarce resources. What\u2019s needed is the vision and boldness in planning that too many Italian cities seem to have lost. <\/em>There is a growing need for public mobility. But are there enough resources to sustain it? Unfortunately, no. Innovative solutions are needed, yet all too often the instinct is to defend outdated models.<\/em><\/p>\n

 <\/p>\n

There are many reasons to invest in local public transport (LPT). In every large city, on top of ordinary travel times, people spend dozens of hours each year stuck in traffic\u2014equivalent to entire workdays lost. It\u2019s madness.<\/p>\n

Consider also that each car carries, on average, only one or two people. It takes just three cars to occupy the same space as an 18-meter bus, which can hold forty seated passengers and up to 150 in total. Do we really want to unclog city traffic? Then more people must switch to public transport.<\/p>\n

A second issue, so obvious it risks sounding trite, is the environment. It is true that the car fleet is improving year by year, and that electric cars \u201cone day\u201d might solve the emissions problem. But that alone is not enough. Even electric vehicles produce fine and ultrafine particulate matter, largely generated by tire and brake wear. And in any case, there are still very few of them: only 5% of new registrations are electric cars, and in the current fleet there is just one for every two to three hundred vehicles.<\/p>\n

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 <\/p>\n

In Europe the picture is slightly better than in Italy, but the idea that our country might quickly align with European standards seems wishful thinking. With electric cars accounting for just 0.3% of the Italian fleet, even the best incentives are likely to have a very limited impact.<\/p>\n

\"\"<\/p>\n

 <\/p>\n

In short, by the time electric cars become a true solution to pollution, I\u2019ll probably be long gone (and I\u2019m not ninety years old yet).<\/p>\n

It must also be said that electric cars contribute to road congestion just as much as conventional ones. To shift private traffic toward public transport, at least two conditions are necessary. First: a broad service offering. Second: the ability to persuade people to actually use it. These two aspects are closely connected, but let\u2019s consider them separately, focusing on urban areas.<\/p>\n

Not All Cities Are Alike<\/strong><\/h3>\n

Naturally, the problem varies with city size. Many Italian provincial capitals can be crossed easily on foot or by bike: clearly, Rome\u2019s needs are not comparable to Alessandria\u2019s. The real LPT challenge in urban contexts concerns perhaps forty provincial capitals\u2014those with more than 100,000 inhabitants.<\/p>\n

In terms of infrastructure, Italy is among the European countries with the fewest metro systems. Just think: the city of Madrid alone has 291 kilometers of subway lines, while the entire country of Italy has only 255. And when you scale the length of metro lines to population, the picture gets worse. The figure below shows metro kilometers per inhabitant: among the major European countries, Italy sits at the bottom.<\/p>\n

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 <\/p>\n

The differences are even starker for trams, widespread in France and Germany but far less present in Italy. As a result, our public transport relies heavily on buses, which are generally less comfortable and very likely more polluting.<\/p>\n

But that\u2019s not all. For years, local public transport supply has been essentially stagnant. If measured in seat-kilometers per inhabitant, the data\u2014limited to provincial capitals\u2014speak clearly.<\/p>\n

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 <\/p>\n

Values remain nearly unchanged until 2022, with a slight uptick due to Milan\u2019s new metro line, which opened at the end of 2022, and a few minor projects in Catania and Naples. But given the starting point, little has changed in ten years. In fact, often when a new metro line opens, bus routes covering the same path are cut. Subways serve, above all, to free the roads and ease traffic. This is perfectly normal\u2014but it means the overall service supply increases only marginally.<\/p>\n

Territorial differences are evident but also natural. While the South has large urban centers like Naples, Bari, Messina, and Palermo, its provincial capitals are on average smaller than those in the North, and thus less \u201chungry\u201d for public transport. What is striking, however, is the stagnation of values even in regions usually considered among the country\u2019s most dynamic. We are growing, we are moving more, yet public transport struggles to keep pace.<\/p>\n

Why LPT Is Stuck<\/strong><\/h3>\n

The reasons holding back LPT are many, but can be summed up as a mix of weak planning capacity, bureaucratic delays, and lack of funding. The first two are the most common\u2014and most discouraging\u2014stemming from the poor quality of our administrative system. The fear of heritage protection authorities is widespread and understandable: often they appear to do little more than say \u201cno\u201d or delay projects endlessly. True enough. But bureaucracy is not always the real obstacle: it is often used as an alibi to mask the inability to design and manage complex projects\u2014the very projects cities desperately need but which local administrations rarely have the competence or vision to undertake.<\/p>\n

Then there is the issue of political courage. Investing in LPT means clashing with entrenched interests, such as taxis. Building new tram lines makes sense only if we are also prepared to limit private car access. But are we ready to make such choices?<\/p>\n

In the end, the question remains: what is lacking\u2014planning vision, political courage, or technical expertise? Or perhaps all three?<\/p>\n

The Money That\u2019s Never There<\/strong><\/h3>\n

Another crucial point: even when a project is well defined, securing resources is no simple matter. Or rather: funding for building<\/em> infrastructure is usually found. The real problem comes later.<\/p>\n

Indeed, financing for \u201cbig projects\u201d makes headlines, attracts attention, and often materializes. But once the infrastructure is built, it must be operated\u2014and that is where trouble begins. At best, ticket revenues cover 40% of operating costs. The rest must come from the municipality (or its equivalent). Strengthening LPT does not just mean one-off funds to build new lines: it requires stable resources, year after year, to run them, maintain them, and keep them efficient. If there is one thing I have learned from years in the sector, it is that good infrastructure without maintenance is worth nothing.<\/p>\n

So, let\u2019s talk money. Local public transport companies receive funding from municipalities, which in 90% of cases lack sufficient resources\u2014except for a few virtuous exceptions such as Brescia, which remains an outlier. They therefore depend on the National Transport Fund, managed by the Ministry of Transport and distributed through regions and municipalities (which often claim the credit, though the money isn\u2019t theirs). The problem is that this Fund is based on outdated criteria: it does not reward efficiency, nor does it support innovation.<\/p>\n

And the numbers are discouraging: the Fund totaled \u20ac4.9 billion in 2013 and has risen to \u20ac5.2 billion today\u2014a 6% increase in twelve years. Hardly impressive. Compare this with inflation trends, and the gap between actual allocations and what would be needed to maintain real value becomes clear.<\/p>\n

\"\"<\/p>\n

 <\/p>\n

Simple math shows that to keep the real value of the Fund stable, the State should have allocated an average of about \u20ac400 million more each year over the past twelve years. The gap has widened significantly since 2021. By 2025, compared to 2013, nearly \u20ac1 billion will be missing.<\/p>\n

Meanwhile, LPT has been hit by at least three major crises. First, rising energy and fuel costs. Second, the pandemic: Covid drastically reduced public transport use, slashing fare revenues. The sector is struggling to return to pre-pandemic levels, and perhaps will do so only this year. Third, the necessary but costly renewal of labor contracts. The result is companies in obvious distress.<\/p>\n

How to escape this? Saying \u201cwe need more resources\u201d is true but obvious. First of all, the criteria for distributing the Fund must change. Some companies have increased service supply and should therefore receive more funds. The Fund should reward efficiency and discourage waste. Sadly, none of this seems to be on the horizon.<\/p>\n

Years ago, the Ministry of Transport established a national standard cost for services and even considered allocating more resources\u2014modest but significant\u2014to companies operating below this threshold. The proposal, however, stalled: less efficient firms opposed it, and no one had the political courage to pursue it. Even the mildest attempts to introduce incentives ran up against a wall of resistance.<\/p>\n

How to Make Public Transport a Quality Experience<\/strong><\/h3>\n

One decisive question remains: even if supply increases, can we really persuade people to use public transport?<\/p>\n

One lever is discouraging or banning private cars. Restricting access to historic centers or introducing congestion charges is an effective way to push citizens toward public transport. But these measures are unpopular and blunt instruments, often with unwelcome redistributive effects: residents inside restricted traffic zones often find ways around the rules, while those in less privileged areas bear the brunt.<\/p>\n

That said, experience in Italy and abroad shows that the real lever is service quality. If we want people to leave their cars at home and take public transport, we must convince them it is not a gamble but a quality journey.<\/p>\n

What does quality mean in practice? In part, it is obvious: first of all, reducing waiting times. An urban bus every 15 minutes (assuming it arrives on time) is not enough to change habits; for a metro, waits should not exceed five minutes. Here, quantity is quality: more frequent, higher-capacity services attract far more riders than sporadic, overcrowded buses. And if vehicles are modern and air-conditioned, even better.<\/p>\n

Vehicle type also matters. Trams and subways provide greater comfort than buses, but require major investments\u2014investments that are absolutely necessary.<\/p>\n

Ultimately, local public transport in Italy today is not up to current needs. The solution lies in more investment\u2014above all public investment\u2014and more resources to operate services which, without quality improvements, risk becoming irrelevant. Since public resources are limited, funds must go to the most capable operators.<\/p>\n

As for less efficient companies, remember that nearly all are publicly owned. That is why services must be tendered, entrusted to those with the managerial skills and financial strength to deliver quality. It is easy to predict, however, that the political process\u2014as the case of Rome shows\u2014will resist this logic and cling to inefficiency. But if so, nothing will change: LPT will remain hamstrung by the same limits, and will struggle to win new riders.<\/p>\n

 <\/p>\n

Carlo Scarpa is Professor of Political Economy at the University of Brescia. From 2015 to 2024 he served as President of Brescia Mobilit\u00e0, the company that manages local public transport in the city of Brescia.<\/em><\/p>\n

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