Manchester Metrolink Expansion, United Kingdom

Manchester Metrolink was a pioneering light rail system when it opened in 1992. The first in the UK to include on-street running, but despite success in easing road congestion, it has been stifled by a lack of investment to meet natural growth or to develop new routes across one of the UK's largest metropolitan areas.

In July 2006 a major new funding package was announced to continue expanding the system. It is currently formed of four major routes: Altrincham-Manchester City Centre-Bury; Altrincham-Manchester Piccadilly station; Bury-Manchester Piccadily and Eccles-Manchester Piccadilly – totalling 38.4km (24 miles).

Metrolink forms part of the service branded collectively by the Manchester Passenger Transport Executive (MPTE), who offer passengers in the Greater Manchester area a range of tickets also covering heavy rail and buses. The system has reduced car usage by five million journeys a year and with the extensions could double this figure.

THE PROJECT

In addition to the initial 31.5km (20 mile) network, the Metrolink consortium also obtained reserve powers to run trams over a further 27.5km (17 miles) of route.

In 1997, Metrolink operation was taken over by Serco, a major supplier to the rail industry of testing facilities and equipment. However, construction and operation of the Eccles extension was contracted to Altram (Manchester). The 7.5km (4.5 mile) extension cost £110m, with nearly 40% of the cost raised from the private sector through cash and land gifts, and the fee for the concession for operation of the extended network. The Eccles line has assisted the rejuvenation of the Salford Quays area, the former docks of the Manchester Ship Canal.

In 2006, a funding package worth £540m was put in place by the Government, the remaining £110m coming from GMPTA through loans which will be repaid from revenue over 30 years.

Formal application for the funding is expected in May 2008, with the Department for Transport indicating that it will be met subject to costs remaining as per earlier projections. This will build Phase 3a, over the existing railway from Manchester city centre to Oldham and Rochdale, from Piccadilly station to Droylsden town centre, and the beginning of a new route to Manchester Airport as far as St Werburgh's.

Currently held back by a funding shortfall, Phase 3b will extend the system to Oldham and Rochdale town centres, and completion of lines from Droylsden to Ashton-under-Lyne, to Manchester Airport, and a spur to East Didsbury.

Together, Phase 3a and 3b will double the size of the system from 38.4km to 76.8km (48 miles) and over 100 stops. In April 2007, Stagecoach, already responsible for Sheffield Supertram, was designated as the new operator of Manchester Metrolink for the next ten years.

INFRASTRUCTURE

On the first phase, Bury to Altrincham via Manchester city centre, most of the route followed former heavy rail alignments. A small section of on-street track in the city centre linked these, with a new connection between the main rail termini, Piccadilly and Victoria.

Reuse of traditional platforms on the former rail routes led to the construction of 900mm-high platforms at the street stops, reached by ramps or lifts to give level boarding onto the high-floor tram fleet.

In addition to the railway-derived infrastructure, the system features street running and some reserved stretches. A city centre stop south from Victoria for the Shudehill transport interchange was added in 2003.

A £102m emergency package of track improvements will necessitate partial temporary closures from May 2007. In total, 20 miles of old, noisy and rough-riding rails were replaced. The programme also included new ticket machines and some stop upgrading. GMPTE is contributing £44m, the Department for Transport £58m, with Carillion appointed as the main contractor.

Phase 3a of the expansion plan to Oldham, Rochdale, Droylsden and Chorlton is due to start in 2008.

ROLLING STOCK

Components of the original 26 T-68 articulated two-car sets came from several suppliers, delivered in sections and assembled at the Queen's Road operations and maintenance centre alongside the Bury line in north Manchester.

The articulated bodies and bogies were assembled at the factory Firema in Milan, under contract to GEC Alsthom. Alstom built wheels and axles in Salzgitter, Germany. Other components were British-made, including electric motors (Alstom, Preston) and pantographs (Brecknell Willis, Somerset). Maximum speeds are 80km/h (50mph) along former rail alignments and 48km/h (30mph) on the on-street sections.

In 1999, the original fleet was bolstered by six (T-68a) for the Eccles extension, indicated by their 2000-series numbers, with dot matrix destination displays replacing roller blinds, retractable couplers and covered bogies, necessary for on-street running close to motor traffic. Some of the earlier fleet have been similarly equipped.

In 2008 Stagecoach announced an 18-month refurbishment programme intended to see the 32 Metrolink trams through at least another ten years of service. This will provide the capability for all fleet members to be able to work over the Eccles section, as well as braking system and traction modifications to improve reliability. Internally the vehicles will be reworked with improved lighting and security cameras, plus changes for compliance with disability legislation.

The next generation of Manchester trams was signalled by a £17m order for eight Bombardier Flexity Swifts, similar to Köln's high-floor K5000 series. The 200-capacity vehicles are due for delivery in 2009, this initial order allowing for more running of double sets at peak times.

The authority envisages a further 28 sets for the next expansion phase, with another 60-plus if the system were to realise the full expansion plans.

SIGNALLING / COMMUNICATIONS

The whole system is overseen from the £9m control room at Queens Road. The section between Timperley and Altrincham is under Railtrack control, but operating procedures are the same as for the rest of the network.

All former heavy rail alignments, including the portion of the new route from just beyond G-Mex to the new line's intersection with the existing Metrolink route to Altrincham, at Cornbrook, are controlled by absolute block signalling, mainly controlled by two-aspect colour light signals.

THE FUTURE

Metrolink will expand rapidly in the coming years, and GMPTA has submitted a bid to the government’s Transport Innovation Fund for Phase 3b.

As an alternative to finding outside funding for the remaining £450m required for Phase 3b, a congestion charging scheme in Manchester could be used to pay for expanding Metrolink to its full potential, reducing road traffic in the city centre at the same time.

Extra stations (Buckley Wells, Abraham Moss and Chester Road) are envisaged to give better passenger access on the former railway alignments. As Queen's Road depot could not handle the system's expansion, new facilities are likely to be built near Trafford Park.

Four more Bombardier trams were ordered in November 2007 in connection with the mediacity:uk development which will include the new north of England home for the BBC from 2011. This service expansion from 2010 will also involve a new 0.4km spur from between the present Harbour City and Broadway stops on the Eccles line to a two-platform terminus at mediacity, also turnback facilities at Cornbrook on the Altrincham line.

A final system of around 100km (62 miles) is envisaged, with extensions to the Trafford Centre shopping complex and completion of the loop from Roundthorn to Manchester Airport via Newall Green, an extension from East Didsbury to Stockport town centre, and a branch from the Eccles line to The Lowry entertainment centre.

Indicative of the effects of system extensions to the south and west, GMPTA identifies the longer-term need for the 'Second City Crossing', whereby the congestion on the on-street section including St Peter's Square and Piccadilly Gardens would be reduced by a new line from GMex to Victoria.

Coupled with the expansion plans and the spring 2007 announcements about new trams and a new system operator, Manchester Metrolink looks set to be transformed, regaining the promise of its earlier years

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