Public transport in Trieste is far from bad — quite the opposite. The bus network is extensive and services are frequent. The local operator, Trieste Trasporti, carries more than 66 million passengers a year and covers almost 14 million kilometres. Relative to the city’s population, that amounts to around 290 passengers and just over 60 vehicle-kilometres per resident annually. By both measures, Trieste ranks just below the very top among Italian cities — behind Milan, but ahead of Rome, Turin, or Florence, even though those cities have trams or even metro systems. Around 20 percent of all trips in Trieste are made by public transport, which places it slightly lower in modal share rankings, but still at a very high level.
Comparisons with nearby cities across the border are perhaps even more revealing. Ljubljana’s public transport system, for example, carries around 35 million passengers a year and covers just over 11 million kilometres. Given the city’s significantly larger population, this translates into a much weaker service — more comparable to that of some southern Italian cities. Unsurprisingly, only about 9 percent of trips there are made by public transport. Much better results can be seen in Graz, Austria, where buses and trams together carry more than 90 million passengers annually — a figure that, relative to population size, is very similar to Trieste’s. The two cities are also closely matched in terms of public transport’s share of trips, even though Graz benefits from a well-developed tram network capable of carrying far more passengers than buses alone.
In several cities, trams have been a game changer, allowing for higher frequency and greater capacity. Florence, for instance, had around 230 passengers per resident before introducing its tram system in 2010; today that figure is approaching 300, putting it on a par with Graz or Trieste. Genoa, on the other hand, has taken a different path, focusing not on a single system but on integrating multiple modes of transport. It recently introduced an integrated ticket that allows travel not only on buses and the metro, but also on funiculars, elevators, and suburban rail services within the urban area. Alongside the extension of its sole metro line, Genoa is planning four new rapid bus lines and an above-ground rail system in one of its valleys. Both Florence and Genoa are planning major increases in service levels by 2030 — around 40 percent in Florence and 20 percent in Genoa — which would allow both cities to overtake Trieste in terms of public transport quality.
Can Trieste further improve its public transport system and maintain its edge over other cities? At the moment, the municipality seems to be placing all its bets on the cable car linking the Old Port with the Karst plateau — a highly controversial project and therefore a risky strategy. What other options are there? In the first half of the 20th century, Trieste already had an extensive tram network, which at its peak consisted of 11 lines and more than 40 kilometres of track. Could the city once again develop a modern tram system, as proposed, among others, by the No Ovovia committee? Could existing railway lines be used more effectively for urban and suburban travel, following Genoa’s example? Or might the right solution lie in rapid bus lines with dedicated lanes and priority at intersections?
Perhaps the answer lies in a combination of all of these — and more. Trieste is a compact city, with most residents living in dense urban areas, which provides good conditions for efficient public transport. At the same time, public transport combined with walking is the most effective way to ensure good accessibility. Trieste therefore has a strong starting position, but clear opportunities for improvement remain. If the city wants to preserve its comparative advantage, encourage public transport use, improve accessibility, and reduce noise and pollution, the time for smart decisions is now. Trams, suburban rail, an expanded bus network — perhaps even elevators and funiculars, as in Genoa — could significantly improve efficiency, resilience, and overall quality of life.
Instead of stubbornly clinging to the cable car project, the municipality should foster an open and lively debate about the different paths available for developing public transport. What is needed is an ambitious vision that goes beyond a single line or a single investment. Public transport is key to a high quality of life and to a future in which streets are filled with people, not cars. Trieste is on the right track — but it must not settle for the status quo. It needs to take the next step forward.
Originally published in Primorski dnevnik, 15 January 2026.