Article citation information:

Harkat, I., Boumezbeur, I., Gattuso, D., Allioua, M., Benzagouta, Y.N., Seghiri, M., Farah, M.I., Keddari, D. Perception of transport-territory and transport-city analysis: strategies for Mediterranean cities in Algeria and Italy. Scientific Journal of Silesian University of Technology. Series Transport. 2026, 130, 91-110. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2026.130.6

 

 

Imane HARKAT[1], Insaf BOUMEZBEUR[2], Domenico GATTUSO[3], Meriem ALLIOUA[4], Yasser Nassim BENZAGOUTA[5], Meriem SEGHIRI[6], Mohamed Ikbal FARAH[7], Dounia KEDDARI[8]

 

 

 

PERCEPTION OF TRANSPORT-TERRITORY AND TRANSPORT-CITY ANALYSIS: STRATEGIES FOR MEDITERRANEAN CITIES IN ALGERIA AND ITALY

 

 

Summary. The transport sector is a crucial lever for economic, social, and territorial development, playing a key role in regional integration and population mobility. In Algeria, significant efforts are underway to modernize transport infrastructure. These initiatives address the challenges of rapid urbanization and growing demand for mobility, while promoting ecological and sustainable solutions. At the same time, Italy, with its advanced infrastructure, is focusing on sustainability and innovation to modernize an already well-developed transport network, including metros, streetcars, high-speed trains, and freeways. The two countries illustrate complementary dynamics: Algeria is undertaking ambitious projects to address existing gaps, while Italy is adapting its infrastructure to contemporary challenges such as managing urban congestion and upgrading aging assets. Finally, sustainability and social equity lie at the core of transport policies in both Algeria and Italy, with accessible and environmentally friendly solutions aimed at reducing social inequalities and promoting more livable cities. These efforts reflect a transition toward transport systems that support a resilient and environmentally sustainable future.

Keywords: Mediterranean, sustainable development, transport/territory, city, tramway

 

 

1.  INTRODUCTION

 

Transportation plays a fundamental role in a country’s development, as it is closely linked to economic growth, mobility, trade dynamism, and regional integration. An efficient and well-developed transport system – including roads, railways, ports, and airports – stimulates trade, reduces regional disparities, improves access to essential services such as healthcare and education, and attracts foreign investment.

By facilitating the rapid movement of goods and raw materials, transport supports production and connects local, regional, and global markets. Investment in this sector generates both direct employment (construction and infrastructure management) and indirect jobs (trade and tourism), thereby contributing to economic expansion and local business development, particularly in rural areas. Moreover, well-structured networks connect producers to markets, enhance exports, ease the import of raw materials, and ensure reliable distribution nationwide. Seaports and airports play a strategic role in global trade, while rail and road systems strengthen domestic connectivity and territorial cohesion.

Beyond its economic impact, transport enhances citizens’ mobility by improving access to employment, education, healthcare, and other essential services. This contributes to higher productivity, poverty reduction, improved quality of life, and overall well-being. Modern and sustainable transport networks also help reduce pollution and promote more livable cities. Furthermore, efficient logistics corridors, modern airports, and high-speed rail systems strengthen a country’s attractiveness to investors and tourists, reinforcing its position in the global economy.

Within the broader framework of sustainable development, transportation has become a key strategic sector. However, mobility policies vary according to available resources and institutional capacity. This article presents a comparative analysis of two Mediterranean countries – Algeria and Italy – with particular attention to urban public transport.

 

The study adopts a mixed qualitative and quantitative approach to examine urban transport systems in both countries, highlighting their similarities, differences, challenges, and opportunities. It assesses the impact of public transport policies – especially tramway systems – while identifying country-specific dynamics. Through thematic analysis, quantitative data evaluation, and comparative assessment, the research identifies convergences and divergences and proposes strategic recommendations for more effective and sustainable transport policies.

The analysis first reviews national transport strategies, then compares Algeria and Italy through planning documents addressing governmental approaches, urban development policies, public transport systems, and the urban planning – transport relationship. A focused case study on tramway policies is subsequently presented, followed by concluding remarks contributing to the broader academic discussion.

 

 

2. DATA AND METHODS

 

The study employs a mixed-methods approach, combining quantitative and qualitative analyses to compare urban transport systems in Algeria and Italy, with a focus on tramways.

Collected data:

·         Quantitative: urban population, density, registered vehicles, tramway network characteristics (length, number of lines, vehicles, capacity), annual public transport ridership.

·         Qualitative: urban and transport policy documents, mobility plans, feasibility studies, and academic literature on sustainable mobility, equity, and smart cities.

Processing and normalization:

·         Indicators standardized for comparison (network km per inhabitant, inhabitant-to-tram ratios, passengers per year).

·         Geographical verification using Google Earth for network accuracy and extensions.

Analyses performed:

·         Descriptive statistics and ratios to compare network scale and efficiency.

·         Comparative analysis between Algeria and Italy on coverage, fleet size, and tramway usage.

·         Case study approach on tramway development, integrating policy, technological innovations (ITS, electronic ticketing), and sustainability aspects.

·         Mapping and visualization for spatial analysis.

This methodology allows the evaluation of both the quantitative performance of transport systems and the political, social, and technological context shaping their development.

 

 

3. GENERAL TRANSPORT/TERRITORY STRATEGIES. URBAN MOBILITY.

 

Urban development policies in many cities have increasingly emphasized urban regeneration (UR) initiatives over the past few decades. These initiatives aim to rehabilitate more or less extensive sectors of urban areas, including run-down neighborhoods, disused industrial zones, anonymous suburbs, and areas characterized by dilapidated buildings and infrastructure.

Mobility issues play a crucial role in this context, as redefining cities involves making choices that facilitate social interaction, improve accessibility for all citizens – particularly people with reduced mobility – and limit the negative impacts of traffic congestion. However, transport planning and urban planning are often treated separately, which can lead to suboptimal outcomes.

Consequently, there is a growing tendency to promote integrated land-use and transport planning, drawing on advanced urban governance practices and innovative solutions such as Intelligent Transport Systems (ITS), active mobility, public transport (PT) technologies, and shared mobility.

Over time, cities have faced profound social and economic changes that have led to the redevelopment or regeneration of existing urban areas in order to adapt the built environment to contemporary community needs. Following the post-war reconstruction period (1939-1945), urban development often proceeded in an uncontrolled manner, resulting in the extensive expansion of the urban fabric across territories. From the 1970s onward, however, a new planning vision began to emerge.

During the 1980s, a perspective of sustainable and intelligent development took shape. Sustainable development was formally defined in the 1987 Brundtland Report of the World Commission on Environment and Development, Our Common Future, as “development that meets the needs of the present without compromising the ability of future generations to meet their own needs.” Since then, sustainable development has become an increasingly influential paradigm, aiming to balance economic growth with social equity and environmental protection. In 2001, the European Union adopted a strategy for sustainable development, which was revised in 2006 and “sets out a long-term vision of sustainability, in which economic growth, social cohesion, and environmental protection go hand in hand and are mutually supportive.”

Around 2010, it was increasingly recognized that sustainable urban development could be supported by the diffusion of digital technologies and technological innovation, particularly Internet of Things (IoT) technologies. This recognition gave rise to the Smart City concept, defined as a city capable of ensuring a high quality of life for its citizens through the use of integrated and connected technological solutions, while remaining sustainable, high-performing, and innovative [1-18].

In 2017, the International WELL Building Institute introduced a protocol aimed at identifying levels of collective well-being, known as the WELL Community Standard. This benchmark seeks to improve the quality of life through construction practices, urban design, and the regeneration of the urban fabric at the neighborhood scale. It defines strategies addressing specific aspects of community health and well-being, with mobility identified as one of the ten action areas, placing particular emphasis on local relationships.

In recent years, alongside environmental sustainability, the concept of social equity has gained increasing attention. Litman provided an overview of key equity concepts in transport and proposed a methodological framework for integrating equity objectives and evaluating their impacts [13]. He distinguished between different types of equity, notably horizontal equity – where individuals with similar needs and abilities are treated similarly – and vertical equity, which requires more favorable treatment for disadvantaged groups.

Sustainable mobility refers to all modes of transport that meet current travel needs while minimizing their environmental, social, and economic impacts.

Strengthening public transport services remains one of the most critical measures for promoting sustainable mobility. This applies particularly to transport modes with dedicated or protected lanes, such as high-service-level buses, tramways, metros, and cable transport systems, as well as innovative technologies including Intelligent Transport Systems (ITS), assisted and autonomous driving, information systems, and artificial intelligence.

 

4. URBAN TRANSPORT DEVELOPMENT STRATEGIES. COMPARISON ALGERIA/ITALY.

 

Algeria and Italy lie on opposite sides of the Mediterranean and present distinct contexts in terms of urban development, road infrastructure, and economic dynamism. Urban transport development strategies differ considerably between Algeria, a developing country, and Italy, an industrialized European nation. These differences reflect variations in economic priorities, existing infrastructure, population needs, and environmental constraints.

Algeria’s road network spans approximately 130,000 km, including the East-West Freeway, a flagship project linking the country’s main regions and facilitating economic exchanges [5, 12-25]. Nevertheless, some infrastructures still suffer from inadequate maintenance, and rural areas remain relatively isolated. The state is striving to address these disparities through substantial investments in roads, rail networks, and public transport projects, such as tramways and the Algiers metro, aimed at decongesting urban centers and reducing pollution [4].

Italy, by contrast, has a mature economy and a rich historical heritage. Its road infrastructure and urban development are among the most advanced in Europe. Major cities such as Milan, Rome, and Naples feature sophisticated transport networks, including metros, streetcars, and electric buses. Italy’s motorway network, approximately 7,000 km long, is densely interconnected and well-maintained, promoting both national and international connectivity. The country also has an extensive railroad network and has developed high-speed train services. However, challenges remain, including the management of aging infrastructure – particularly in southern regions – and urban congestion in major cities. Italy is increasingly focusing on smart and sustainable solutions to address environmental challenges while maintaining the attractiveness of its cities for both residents and tourists.

These two countries illustrate complementary approaches to infrastructure development and urban management: Algeria is focusing on filling its gaps through modern and ambitious projects, while Italy relies on a well-established network that it continues to adapt to contemporary challenges.

Several relevant research questions arise:

These questions explore how a rethought and modernized transport sector can act as a driver of positive change. By fostering an ecological transition, it not only reduces negative impacts but also actively builds a cleaner, fairer, and more resilient future for generations to come. Placing sustainability at the core of transport policies can simultaneously strengthen social equity. Accessible solutions, such as electric buses or car-sharing schemes, enable all citizens – including disadvantaged populations – to benefit from reliable and affordable transportation.

 

4.1. Historical notes on the development of cities and transport

 

In the late 19th and early 20th centuries, Algeria’s transport networks were modernized with the introduction of electric tramways, notably in Algiers in 1898, making it one of the first cities in Africa to adopt this innovative mode of transport [17]. The system was gradually extended to other major cities such as Oran and Constantine, improving urban mobility but primarily serving European districts, while areas inhabited by the local population remained underprovided. After independence, Algeria experienced rapid urbanization: from an urban population of 2.5 million in 1954, largely concentrated in coastal cities, the country progressively shifted toward an urban majority driven by rural exodus, agrarian reforms, and industrialization (Fig. 1).

Since the early 2000s, sustained demographic growth and the sharp increase in the vehicle fleet have profoundly reshaped Algerian cities, intensifying congestion and pressure on infrastructure [9]. For decades, urban transport was not treated as a national priority, but around the turn of the century authorities began recognizing its strategic importance. With the urban population reaching approximately 35 million by 2024 – around 75% of the total population – major modernization efforts have been undertaken, including the reintroduction of tramways, the expansion of the Algiers metro, the development of cable cars, and improvements to bus networks [16]. These initiatives mark a significant phase in the transformation of urban mobility in Algeria.

 

 

Fig. 1. Urbanization rate in Algeria, 1954-2024 [2]

 

Rapid urbanization in Algeria has deepened disparities between major metropolitan areas, equipped with relatively modern infrastructure, and secondary cities that struggle to meet growing demand. At the same time, massive motorization has generated severe congestion, as outdated road networks are unable to absorb rising traffic volumes, leading to chronic delays and declining quality of life. For nearly four decades after independence, the absence of major mass transit projects such as metros or tramways – despite sustained demographic growth – worsened urban mobility challenges, particularly in large cities like Algiers. This inertia, shaped by economic priorities and financial and organizational constraints, ultimately underscored the urgent need to rethink mobility policies, prompting ambitious transport modernization initiatives from the 2000s onward, including the launch of the Algiers metro and the introduction of tramway systems in several major cities [4].

From the 1970s onward, Italy – like other Western European countries – experienced a crisis of the Fordist model based on mass industrial production, which weakened the traditional link between industrialization and urbanization. This transformation led to productive decentralization, with the rise of small and medium-sized enterprises and industrial districts across the country, reorganizing Italy into a system of widespread and interconnected urban networks – often described as the “Italy of 100 cities.” Intermediate towns regained economic vitality, contributing to territorial balance and the global success of Made in Italy [2-15].
By the 1990s, tertiarization accelerated as employment shifted from manufacturing to services, and urban development became increasingly defined by flows of goods, people, and information, reinforcing the role of cities as dynamic nodes within national and global networks.

Italy’s settlement system is highly diversified across its 7,919 municipalities and can be grouped into four main categories: a large number of small communes with fewer than 5,000 inhabitants; a limited number of expanding metropolitan areas such as Rome, Milan, Turin, Naples, Florence and Bologna; around 100 medium-sized provincial capitals (50,000-200,000 inhabitants), often facing demographic decline; and approximately 3,000 communes with 5,000-20,000 inhabitants, many integrated into dynamic industrial and tertiary districts. Medium-sized towns differ in structure and function, ranging from compact urban centers that act as territorial hubs to multipolar systems forming conurbations, where networks of services and economic activities extend across interconnected urban areas.

In contrast, Italy’s inland and mountainous areas have experienced long-term demographic decline and socio-economic weakening since the mid-20th century, marked by population aging, reduced public services, limited accessibility, and infrastructure deterioration.

 

4.2. Urban transport development

 

Urban mobility has become a critical issue in Algeria due to rapid urbanization and a population projected to reach 35 million by 2024, placing growing pressure on cities like Algiers, Oran, and Constantine. Rising traffic congestion, inadequate infrastructure, and sometimes inefficient transport systems are impacting both citizens’ quality of life and the economic competitiveness of urban areas. In response, the government has increasingly prioritized the development of sustainable, modern, and inclusive mobility, investing since the 2000s in major projects such as the Algiers metro, tramway networks across several cities, and expanded urban bus services managed by public operators like the Establishment of Urban and Suburban Transport in Algeria and Constantine.

As of December 2020, Algeria’s motorization had reached 7.7 million registered vehicles, reflecting the country’s rapid urbanization, growing mobility needs, and expanding economic activities [17]. The market is dominated by used vehicles, preferred due to high costs and import restrictions, while only 140,000 new vehicles were registered in 2020. This situation highlights critical challenges, including the need to modernize the vehicle fleet, improve road infrastructure, regulate the automotive market, and develop sustainable public transport solutions to reduce congestion and environmental impacts. Without restrictions, the national car fleet could have reached an estimated 20 million vehicles by 2025, illustrating the rising demand for individual mobility among an increasingly urbanized population [19].

In response, Algeria has invested heavily in public transport modernization, particularly in major cities such as Algiers, Oran, and Constantine. Initiatives include the construction of new metro lines, the extension of tramway networks, and the renovation of cable car and gondola systems. Since the inauguration of the first tramways between 2011 and 2013, numerous expansion projects have been planned to connect more districts and improve urban mobility. These efforts aim not only to alleviate congestion but also to promote environmentally friendly transport, reduce dependence on private cars, and enhance the quality of urban life.

In Italy, despite policies supporting public transport, smart working, and non-motorized mobility, travel remains costly, with households spending an average of 3,000 euros per year on mobility in 2021, about 10% of total expenditures [14]. The car remains the dominant mode of transport, accounting for over half of intra-municipal trips and up to 85% of extra-urban journeys, while walking and cycling cover just under 40% of local trips. Italy also has the highest car ownership rate in the EU, with 694 cars per 1,000 inhabitants in 2023, though Italians drive fewer kilometers annually (around 11,000 km) and tend to keep older vehicles, leading to environmental and social challenges related to an aging fleet [20].

European and national authorities have prioritized three main strategies for sustainable urban mobility: promoting active mobility through cycle paths, pedestrian zones, and green spaces; encouraging low-pollution and shared private mobility, including car-sharing, bike-sharing, car-pooling, micro-electric vehicles, and personal mobility devices; and strengthening public transport by modernizing fleets with eco-friendly vehicles, expanding networks – especially exclusive right-of-way lines – and upgrading infrastructure to meet advanced European standards, supported by sufficient funding European [10, 11].

 

4.3. Urban public transport development

 

Urban transport in Algeria has developed dynamically over the past decade to meet growing mobility demands amid rapid urbanization, with major cities diversifying public transport options to improve traffic flow and reduce congestion. Algiers is the only city with a modern metro, inaugurated in 2011, providing a fast and efficient alternative to heavy traffic, while tramways – also introduced in 2011 and now operating in seven cities – offer sustainable, structured mobility that reduces congestion and emissions. Buses remain the most widely used mode, though often criticized for irregularity and aging fleets. Despite these advances, Algeria’s metro and tramway networks remain limited compared with regional and international standards, highlighting the need for further infrastructure expansion to meet urban transport demands effectively.

Despite having a relatively developed rail network, Algeria lags behind its North African neighbors in passenger transport, with 5 billion passenger-kilometers in 2023 compared to 9 billion in Morocco and 6 billion in Tunisia. Urban mobility is dominated by buses, which account for over 65% of trips, while tramways across major cities cover 94 km and carry about 40 million passengers annually. The Algiers metro, with 18.2 km of track, serves around 40,000 passengers per day, demonstrating both the potential and the current limitations of rail-based transport in meeting the country’s urban mobility needs.

Italy’s urban public transport network, while extensive, remains smaller than those of major European countries [22]. The metro spans about 240 km, tramways 342 km, and suburban railroads 672 km, all below the lengths found in Germany, France, the UK, and Spain. Rail accounts for only 36.4% of passenger-kilometers, compared with over 50% in leading European nations. Despite being the fourth largest public transport sector in Europe, with sales exceeding 12 billion euros, Italy still lags behind Germany, France, and the UK, both in network size and in passenger usage.

The sector is highly fragmented, comprising around 930 companies employing 124,000 people, with public operators dominating services and market share. Publicly owned companies, though only 12% of the total, account for 83% of passenger journeys and 85% of sales. Revenues from traffic cover only a minority of income, while public subsidies remain the primary source, averaging 55% of production value.

 

 

5. CASE STUDY: TRAMWAYS

 

The rapid and extensive introduction of tramways in Algeria is part of a dynamic similar to that observed in many other countries over the last three decades. This phenomenon reflects a desire to modernize urban transport systems in response to major challenges such as decongesting city centers, reducing pollutant emissions, and improving citizens' quality of life.

Following the inauguration of the first tramway lines in the country’s three main cities – Algiers, Oran, and Constantine – between 2011 and 2013, the development of Algeria’s tramway network has gained considerable momentum. These initial projects marked a key milestone, illustrating the authorities’ determination to transform urban mobility systems over the long term. Building on this early success, no fewer than 15 new projects have been studied nationwide, reflecting the ambition to make this modern, environmentally friendly mode of transport widely available and adapted to the challenges of large conurbations. These studies target cities with high population growth or urban density, aiming to relieve congestion on road networks, enhance citizens’ quality of life, and meet rising mobility needs while reducing the environmental footprint (Tab. 1). This dynamic positions Algeria among developing countries rapidly adopting modern infrastructures to meet the demands of the 21st century.

 

Tab. 1

Provision of tramway networks in Algeria by 2023

 

CITIES

Population (inhab.)

Surface Area (km²)

Density (inhab/km²)

Network L. (km)

Allocation km/10000

Vehicles (N.)

Allocation inhab/veh

Algiers

3,500,000

363

9,642

23.2

0.07

48

72,917

Oran

1,500,000

250

6,000

18.7

0.12

30

50,000

Constantine

450,000

231

1,948

18.5

0.41

27

16,667

Sétif

300,000

127

2,362

22.4

0.75

47

6,383

Sidi Bel Abbès

210,000

49

4,285

13.8

0.66

30

7,000

Mostaganem

160,000

100

1,600

14.2

0.89

25

6,400

Ouargla

150,000

133

1,127

9.7

0.65

23

6,522

TOTAL

6,270,000

1,253

5,004

120.5

0.19

230

27,260

 

By 2023, Algeria will have seven fully operational urban tramway networks across several major cities. These modern infrastructures represent a significant step forward in transforming the public transport landscape, addressing the growing need for mobility in the context of rapid urbanization. The networks, located in Algiers, Oran, Constantine, Sidi Bel Abbès, Ouargla, Mostaganem, and Sétif, reflect the authorities’ commitment to diversifying transport options while promoting sustainable and environmentally friendly solutions.

By 2023, Algeria will have seven operational urban tramway networks across several major cities (Tab. 2 and Fig. 2). These modern infrastructures represent a significant step forward in transforming the public transport landscape, addressing the growing need for mobility in a context of rapid urbanization. The modern tramway lines already in operation include:

·         Algiers (May 2011): The capital was the first city to reintroduce the tramway, a flagship project designed to relieve urban traffic congestion and provide a modern, environmentally friendly alternative for getting around the city.

·         Oran (May 2011): The country’s second-largest city launched its own tramway network in 2011, linking the main residential and commercial areas. It will be Algeria’s longest tramway, with nearly 50 km of tracks and 75 stations.

·         Constantine (July 2013): The historic city of Constantine inaugurated its tramway in 2013, improving traffic flow in a city with complex topography.

·         Sidi Bel Abbès (July 2017): This northwestern city launched its tramway network in 2017, strengthening the region’s transport infrastructure.

·         Ouargla (March 2018): Located in the south of the country, Ouargla integrated a tramway into its urban infrastructure in 2018, marking a major step in the city’s development.

·         Sétif (May 2018): The city of Sétif inaugurated its tramway in May 2018, providing a modern mobility solution amid rapid demographic growth.

·         Mostaganem (February 2023): The tramway network was recently extended to Mostaganem in February 2023, demonstrating the government’s ongoing commitment to modernizing public transport infrastructure in Algerian cities.

 

                                                                                                                                           Tab. 2

Tramway networks in Algeria, 2024 [3-7]

 

CITIES

Commissioning

Length (km)

Stations

N.

Rames

N.

Capacity (steps/day)

Extensions

(dates)

Length (km)

Alger

05-2011

7,2

38

48+4

185 000

2012, 2015

23,2

Oran

05-2013

18,7

32

30+4

120 000

 

 

Constantine

07-2013

8,1

15

27+20

80 000

2019, 2021

14,7

Sidi-Bel-Abbès

07-2017

13,7

22

30

70 000

 

 

Sétif

05-2018

22,4

26

34

75 000

 

 

Ouargla

03-2018

9,7

16

23

45 000

 

 

Mostaganem

2021

14,2

24

25

60 000

 

 

TOTAL

 

94,0

173

245

 

 

37,9

 

By 2023, the Algerian tramway fleet will total 221 units, all built to the standard 2.65 m gauge (Fig. 3). This gauge ensures technical uniformity and facilitates interoperability, as well as maintenance of the vehicles. The fleet serves several cities across the country, reflecting Algeria’s efforts to modernize and expand public transport networks to meet the growing demand for urban mobility. This development also demonstrates the country’s commitment to sustainable and environmentally friendly transport solutions.

The trainsets were produced by the Algerian Industrial Transport Company, a joint venture between Alstom, the National Railway Transport Company, Ferrovial, and the Algiers Metro Company, with the exception of some units manufactured at Alstom’s Spanish plant near Barcelona. The Algerian Industrial Transport Company assembles the components supplied by Alstom at its European Citadis production sites (Tab. 3).

 

Tab. 3

Characteristics of trams in Algerian cities

 

CITIES

Nb Lines

Type of line

Operator

Opening

Length (km)

Gauge (mm)

Site Type

Alger

1

Tram

SETRAM*

2011

23.2

1,435

Dedicated site

Oran

1

Tram

SETRAM

2013

18.7

1,435

Dedicated site

Constantine

1

Tram

SETRAM

2013

14.7

1,435

Dedicated site

Sidi Bel Abbès

1

Tram

SETRAM

2017

13.7

1,435

Dedicated site

Sétif

2

Tram

SETRAM

2018

22.4

1,435

Dedicated site

Ouargla

1

Tram

SETRAM

2018

9.7

1,435

Dedicated site

Mostaganem

2

Tram

SETRAM

2023

14.2

1,435

Dedicated site

TOTAL

9

116.6

*SETRAM: Tramway Exploitation Company

 

 

 

Fig. 2. Development of metro and tramway lines in Algeria

[3], Google Earth, Map processing by author

 

 

Building on this initial success, no fewer than 15 new projects have been studied across the country, reflecting the national ambition to make this modern, environmentally friendly mode of transport widely available and adapted to the challenges of major conurbations.

Feasibility studies were launched in 2024 for the construction of tramway lines in 12 towns: Béchar, Béjaïa, Biskra, Blida, Chlef, Djelfa, Jijel, Mascara, M'Sila, Relizane, Skikda, and Souk-Ahras. In addition, two projects originally launched in 2015 and suspended in 2020 – Batna and Annaba – were relaunched in 2024. Nevertheless, there is often a gap between intentions and reality. Expansion and modernization projects are ongoing to improve the efficiency and sustainability of the transport system.

Italy currently has 48 tramway lines in operation, with a total length of 386.6 km. Overall, the construction of urban rail networks for mass rapid transit (trams and metros) has largely been at a standstill since 2015, with the exception of a few short new sections [24]. Table 4 presents data on tram infrastructure in Italian cities. The information below is drawn from various sources, notably the Mobility Maps of operating companies and the Urban Travel Plans of the cities concerned.

 

 

Fig. 3. Existing Tramway Lines in Algeria by 2024 [6]

 

 

Tab. 4

Characteristics of trams in Italian cities

 

CITIES

Nb
Lines

Type of

line

Operator1

Opening

Length

(km)

Gauge

(mm)

Location

Milan

17

Tram

ATM

1881

157,0

1.445

Clean site

Turin

8

Tram

GTT

1871

84,0

1.445

Clean site

Rome

6

Tram

ATAC

1887

32,0

1.445

Clean site

Palermo

4

Tram

AMAT

2015

18,3

1.435

Reserved site

Venice

2

Tyre-Guided tram

ACTV

2010

20,0

-

Clean site

Florence

2

Tram

GEST

2010

17,0

1.435

Reserved site

Bergamo

1

Metro / Fast tram

TEB

2009

12,5

1.435

Reserved site

Cagliari

2

Metro / Fast tram

ARST

2008

12,0

950

Reserved site

Naples

3

Tram

ANM

1875

11,8

1.435

Clean site

Padova

1

Tyre-Guided tram

Busitalia V.

2007

10,0

-

Clean site

Messina

1

Tram

ATM

2003

7,7

1.445

Reserved site

Sassari

1

Tram

ARST

2006

4,3

950

Clean site

TOTAL

48

 

 

 

386,6

 

 

 

Note   

(Operator)

Abbreviat                                             Full Name                                                                      Explanation

ATM                                    Azienda Trasporti Milanesi                    Milan Transport Company

GTT                                      Gruppo Torinese Trasporti                          Turin Transport Group

ATAC                        Azienda per la mobilità di Roma Capitale Rome Capital Mobility Company

AMAT                          Azienda Municipalizzata Auto Trasporti Municipal Transport Company (Palermo)

ACTV                       Azienda del Consorzio Trasporti Veneziano Venice Transport Consortium Company

GEST                                   Gestione Servizi Trasporti                          Transport Services Management (Trieste)

TEB                                     Tranvie Elettriche Biellesi                                                   Biella Electric Tramways

ARST                            Azienda Regionale Sarda Trasporti Sardinian Regional Transport Company

ANM                               Azienda Napoletana Mobilità                                                 Naples Mobility Company

Busitalia V.                                  Busitalia Veneto                                      Veneto Busitalia (part of the FS Group)

 

 

 

Figure 5 shows the existing tramway networks in six Italian cities in 2023.
Table 5 presents data on the average equipment of these cities in terms of tramway network length and the number of operational vehicles. The total length of each tram network is calculated as the sum of all active lines. In the case of Milan, where some lines extend into surrounding municipalities (Rozzano, line 15; Cinisello B. and Sesto S.G., line 31), these extensions are included in the calculations.

 

 

Fig. 4. Italian cities planned to be equipped with tramways by 2026

 

 

Tab. 5

Provision of tramway networks in Italy by 2023

 

CITIES

Population

(inhab)

Surface area (km2)

Density (inhab/km2)

NetworkL (km)

Allocations

km/10000 average

Medium km/Km2

Vehicles

N.

Allocation

inhab/veh

Milan

1.488.132

206,6

10.921

157,0

1,10

0,76

477

3.120

Turin

846.926

130,1

6.509

84,0

0,99

0,65

189

4.481

Rome

2.754.719

1.286,7

2.141

32,0

0,12

0,03

164

16.797

Palermo

628.894

160,1

3.927

18,3

0,37

0,15

17

36.994

Venice

250.369

417,6

600

20,0

0,79

0,05

20

12.518

Florence

363.837

102,2

3.560

17,0

0,46

0,17

46

7.910

Bergamo

120.504

40,2

2.995

12,5

1,00

0,31

14

8.607

Cagliari

147.378

83,6

1.764

12,0

0,81

0,14

12

12.282

Naples

911.697

116,7

7.811

11,8

0,13

0,10

37

24.640

Padova

207.301

93,0

2.229

10,5

0,51

0,11

22

9.423

Messina

217.895

212,2

1.027

7,7

0,35

0,04

15

14.526

Sassari

120.875

546,6

221

4,3

0,36

0,01

4

30.219

TOTAL

8.058.527

3.396

2.373

386,6

0,48

0,12

1.017

7.923

 

 

Fig. 5. Map of the tramway networks in Milan, Turin, Florence, Cagliari, Venice and Rome

 

 

Italy’s tramway network spans 386.6 km across 12 cities, with 58 urban lines and 1,170 stations served by 1,017 vehicles. Ten lines are rail-based, and two are rubber-tyred, with about 10% operating on exclusive right-of-way (Tab. 6). Track gauges vary from 950 to 1,445 mm, and average commercial speeds range from 9 to 18 km/h. Service frequency typically reaches 4-8 vehicles per hour during peak times and 2-6 vehicles per hour off-peak, while line capacity varies widely, from 360 passengers per hour on low-demand lines to 3,600 on heavily used routes.

 

                  

            Tram Stadler Rail                    Tram Hitachi Rail       Tram Bombardier Cityrunner                                                   

Tram Light Rail Type 4                         Tram AB Sirio                       Tram Škoda 06 T ForCity

                           

                                  Tram CAF Urbos              Tram Peter Witt Serie 2800

                        

                           Tram FIAT Cityway         Tram Light Rail Vehicle Standard Type 3

                       

Fig. 6. Tram vehicles in Italy

 

Tab. 6

Tram vehicles in Italy. 2022

 

Cities

Lines

Number of stops

Capacity (passengers/vehicle)

Frequency (trams per hour)

Line capacity (passengers/hour)

Milan

1

35

130

8

1.040

2

29

175

15

2.625

3

25

262

6

1.572

4

22

285

6

1.710

5

29

130

7

910

7

21

285

4

1.140

9

27

206

3

618

10

35

130

3

390

12

37

270

2

540

14

46

285

2

570

15

32

270

10

2.700

16

37

270

2

540

19

43

130

8

1.040

24

18

270

5

1.350

27

23

270

5

1.350

31

27

285

4

1.140

33

23

130

7

910

Turin

3

26

200

3

600

4

33

200

12

2.400

9

26

200

7

1.400

10

24

200

10

2.000

13

20

200

7

1.400

15

39

200

8

1.600

16CD

26

200

7

1.400

16CS

15

200

7

1.400

Rome

2

29

240

12

2.880

3L

21

240

15

3.600

5

24

240

10

2.400

8

31

240

15

960

14

22

240

8

1.920

19L

20

240

12

2.880

Palermo

1

15

188

12

2.256

2

13

188

6

1.128

3

12

188

6

1.128

4

22

188

5

940

Venice

1

23

282

12

3.384

2

17

282

8

2.256

Florence

T1

24

188

15

2.820

T2

26

188

15

2.820

Bergamo

T1

16

188

4

752

Cagliari

1

11

266

6

1.596

2

5

266

3

798

Naples

412

22

188

3

564

421

32

188

3

564

422

16

188

3

564

Padova

SIR1

25

164

10

1.640

Messina

1

18

180

2

360

Sassari

1

8

200

3

600

GLOBAL

48

1.170

191

-

-

 

 

The number of passengers on the public transport network was increasing before the COVID-19 period; it declined during the pandemic years, but the trend has resumed (Tab. 7), and significant growth is expected following the network expansion and improvements in service provision.

Italian authorities are planning a major expansion of tramway networks and public transport to modernize infrastructure and reduce the gap with leading European countries [20]. As of October 2024, projects include new and extended lines in cities such as Bologna, Milan, Bergamo, Padua, Florence, and Cagliari, supported by roughly 1.9 billion euros from the National Recovery and Resilience Plan (Tab. 8). The national tramway network is expected to grow from 386.6 km to 475.6 km, with long-term plans targeting around 800 km within ten years. Rome is a focal point, where seven new lines will expand the network from 32 km to 101.2 km.

 

Tab. 7

Public Transport Passengers per Year (in millions), 2017-2022

 

Cities

2017

2018

2019

2020

2021

2022

Milan

652.350

685.150

747.915

301.162

354.231

490.696

Turin

283.196

280.867

287.000

194.581

143.330

224.000

Rome

952.861

911.000

895.415

427.000

444.000

607.359

Palermo

28.400

27.000

25.162

9.436

6.462

28.000

Venice

215.200

215.630

218.900

125.500

145.790

171.080

Florence

94.000

114.634

112.371

87.700

91.208

92.149

Bergamo

21.087

21.500

27.964

21.611

21.162

22.700

Cagliari

24.402

25.000

32.000

25.787

22.469

23.730

Naples

109.000

130.158

114.092

35.900

42.920

59.600

Padova

26.663

27.383

27.913

15.501

14.475

18.872

Messina

10.956

11.417

12.523

7.864

2.280

5.318

Sassari

12.150

11.241

12.000

8.695

12.018

15.122

TOTAL

2.430.265

2.460.980

2.513.255

1.260.737

1.300.345

1.758.626

 

Tab. 8

New projects financed by the National Recovery and Resilience Plan

 

CITIES

New actions

L (km)

National Recovery and Resilience Plan (M€)

Bergamo

Line T2

9.8

50.0

Bologna

Red line

15.0

151.02

Green line

6.2

222.1

Florence

Line 3 extension

5.0

222.5

Line 4 extension

7.2

150.0

Milan

Express tram (northern districts)

3.0

50.3

Line 7 extension

1.2

36.0

Naples

Network extension

1.3

5.7

Tram line S.Giovanni-Piazza Sannazaro

2.8

17.0

Padova

Line SIR 2

17.5

238.1

Palermo

Network extensions and purchase of trains

19.7

504.4

Rome

Termini-Vaticano-Aurelio line (1st section)

2.2

120.0

Togliatti line

8.0

100.0

Total

89.0

1,867.12

 

 

6. DISCUSSION AND CONCLUSION

 

Traffic issues in Algeria’s and Italy’s fast-growing cities call for innovative and sustainable mobility strategies to address the challenges of rapid urbanization, population growth, and economic development. Existing transport infrastructures are under considerable pressure, resulting in severe road congestion, extended travel times, frequent delays, and increased air pollution, all of which negatively impact citizens’ quality of life and hinder economic and social activities. Addressing these issues requires a transition toward more sustainable and innovative mobility solutions, including the reconfiguration of transport modes to meet rising demand while minimizing environmental impacts.

A priority approach involves the strengthening and expansion of public transport networks, such as metros, streetcars, high-speed trains, cable cars, and gondolas, which provide efficient, rapid, and less-polluting alternatives for urban mobility. The integration of advanced technologies, including electronic ticketing systems and mobile transport applications, enhances efficiency by managing passenger flows, offering real-time information, and facilitating seamless multimodal journeys. Complementary strategies, such as promoting active mobility through walking and cycling and providing safe, accessible infrastructure, further reduce dependence on private vehicles while encouraging environmentally friendly transport habits.

Coordination and integration between different transport modes are essential to an efficient urban mobility system. Well-designed multimodal networks connecting buses, trams, metros, and active mobility options optimize existing infrastructure, reduce congestion, and lower pollutant emissions, creating healthier and more livable urban environments. Public policy plays a central role in supporting these measures, requiring substantial investment in modernizing infrastructure, extending transport networks, adopting innovative technologies, and implementing incentive schemes, such as subsidies for electric bicycles or discounts on public transport. Awareness campaigns are also crucial to foster a culture of sustainable mobility among citizens.

In conclusion, both Algeria and Italy face urgent challenges in urban mobility that necessitate sustainable and innovative solutions. Expansion of public transport, adoption of multimodal approaches, integration of advanced technologies, and promotion of active mobility provide viable strategies to improve efficiency, reduce environmental impact, and enhance urban quality of life. While Algeria focuses on modernizing and expanding its infrastructure, Italy emphasizes sustainability and technological innovation; cooperation between the two could enable Algeria to benefit from Italian experience while adapting solutions to its own context. By investing in resilient, inclusive, and environmentally sustainable transport systems, both countries can address current congestion and pollution issues while laying the foundation for greener, more connected, and economically competitive urban futures.

 

 

References

 

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Received 28.09.2025; accepted in revised form 24.02.2026

 

 

Scientific Journal of Silesian University of Technology. Series Transport is licensed under a Creative Commons Attribution 4.0 International License


[1] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: imane.harkat@crat.dz. ORCID: https://orcid.org/0000-0001-8070-3184

[2] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: insaf.boumezbeur@crat.dz. ORCID: https://orcid.org/0000-0001-6915-0849

[3] Università Mediterranea de Reggio Calabria (I) - DICEAM, Italie. Email: domenico.gattuso@unirc.it. ORCID: https://orcid.org/0000-0003-1937-219X

[4] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: meriem.allioua@crat.dz. ORCID: https://orcid.org/0000-0001-7486-5304

[5] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: yasser.benzagouta@crat.dz. ORCID: https://orcid.org/0009-0002-4726-249X

[6] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: meriem.seghiri@crat.dz. ORCID: https://orcid.org/0009-0009-9374-2989

[7] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: mohamedikbal.farah@crat.dz. ORCID: https://orcid.org/0009-0003-6480-2301

[8] Centre de Recherche en Aménagement du Territoire (CRAT), Campus Zouaghi Slimane, Route de Ain el Bey, 25000 Constantine, Algérie. Email: dounia.keddari@crat.dz. ORCID: https://orcid.org/0000-0001-8631-7997