Tramscape Tramway Photographs

Florence is one of the jewels of European heritage : a powerful republic in the 15th century and under the guidance of the Medici family became the centre for Renaissance art and architecture and home to such names as Michaelangelo, Botticelli, the architecht Brunelleschi and the exploreer Amerigo Vespucci after whom the New World west of the Atlantic Ocean was named. The entire inner city is designated as a UNESCO World Heritage site, and is full of magnificent palaces, churches and the magnificent Duomo (cathedral), all housing works of art and sculpture by the grand masters - and their ornate tombs. Tourists flock to Florence in their droves - just to wonder at the magnificent treasures, and in many cases to study them in detail. At whatever degree of detail, it is unlikely that anyone would leave unimpressed.

Whilst almost a "living museum", it is also a vibrant city and this brings its modern day problems - including transportation. Much of the historic heart of the city is traffic calmed, but the street system in general is ill-suited to modern day demands and the city authorities along with the local transport operators ATAF are enthusiastically promoting a modern tramway system as the best solution to the growing congestion. Floronce once had an extensive tramway system but the last lines closed in 1958 and it was left to buses to take the strain. In 1998, 40 years after the last tram closures, the national government authorised construction of the first of three tram lines forming the current proposals, which involved a high-speed line, almost entirely segregated, linking the sattelite town of Scandicci to the Santa Maria Novella Railay Station over a length of 7.5 km with 14 tram stops. Very quickly two further lines were proposed as the promoters envisaged rapid progress on the construction of Line 1.

Despite continued enthusiasm for the project, progress has been painfully slow as the photos below, taken 10 years after permission to start was given, clearly show. Most contacts were let by early 2001 and everyone was expecting the first trams (of Ansaldo's "Sirio" design) to be rolling by the end of 2004. The whole tramway project became mired in controversy when the authorities revealed that the next phase of development would take rails right through the heart of the historical city. Of course, prior to 1958, rails had run along and wires had been strung above many of the streets, even attached to the precious Duomo itself, but many self-appointed guardians of Florence's heritage amongst the public were loathe to see a return of this type of infrastructure. The authorities were happy to specify newly revived or emerging methods of operation such as underground conduit or battery-operation in sensitive areas as has been introduced recently in new tranway systems in Bordeaux and Nice, but this was not enough to mollify the objectors.

In early 2008 a referendum was held on the issue of trams in central Florence, incorporating "wire-less" operation and a modified route by which the city-centre alignment would be abandoned in favour of a route briefly skirting the historic core and heading north along Via de Martelli towards Piazza della Liberta on the boulevard ring considerably outside the centre along which future routes were proposed. The new plans still meant that trams would pass close alongside the magnificent "Baptistry" associated with the Duomo and whilst not passing the Duomo itself, they would not be far away at Piazza San Giovanni. This are, although generally restricted to road traffic, is frequented by a constant stream of buses which would be considerably reduced in numbers if the tram plan was to proceed. However, objectors siezed upon the length of the proposed trams (34 metres, with the modular design allowing for possible lengthening in future) as making them inappropriately large, and perhaps more pertinently, the vibrations associated with such vehicles and the possible effects on the foundations of buildings of up to 800 years of age................

The results of the referendum were inconclusive. A small majority rejected the proposals, but with insufficient numbers of voters to obtain a quorum, the authorities have decided to press ahead with their revised plans. Very few modern tramway systems are developed without being contested at some stage. Florence's is more controversial than most. No doubt the opponents of the tramway will continue to be vocal and continue to campaign against trams (even in principle) on their website, but those looking forward to speedy connections around the city (the transit time from Scandicci to the Station is planned to be only 15 minutes) can anticipate an excellently designed modern transport system. The only question now to ask is - When ?