Metrolink @25

A special review in association with Metrolink is just one sign of Manchester's ambitions of becoming a world-class city. The Beetham Tower, completed in 2016, is another; it is currently the tallest building outside the UK capital.

This special celebration of 25 years of Manchester Metrolink is produced in association with Tramways & Urban Transit © 2017 Contributors: Tony Streeter, Neil Pulling Design: Debbie Nolan Production: Lanna Blyth Commercial: Geoff Butler TAUT Editor: Simon Johnston All images by Neil Pulling unless otherwise stated. Grateful thanks are due to the staff of Manchester Metrolink and Transport for Greater Manchester, past and present, in particular: Chris Allen, Mike Anderson, Graham Barrow, Chris Coleman, Marie Daly, Michael Del Rosso, Councillor Andrew Fender, Aline Frantzen, Steve Johnston, Dr Jon Lamonte, Gary Scanlon, Graham Thornton, Danny Vaughan and Tony Young. Metrolink @25 We’ve come a long way…

t is hard to believe that it has been more than 25 years since the first Metrolink service left the Queen’s I Road depot back in 1992. The network’s journey from humble beginnings to the largest light rail system in the UK is certainly a remarkable one. The phenomenal GBP1.5bn (EUR1.7bn) expansion programme completed earlier in 2017 has been one of the largest and most ambitious transport projects ever to be delivered in the UK. We now have a system that spans over 97km (60 miles), boasts 120 trams and serves 93 stops at key destinations across the city region. The distinctive yellow Councillor Andrew Fender, Chair of the Transport for Greater trams are one of Greater Manchester’s most recognisable Manchester Committee. TfGM sights – an integral part of people’s lives. Back on 17 July 1992, when Her Majesty The Queen officially opened Metrolink, it was a different picture. A fleet of just 26 East Didsbury, Rochdale via Oldham, Ashton and Manchester trams ran to 20 stops along 31km (19 miles) of track between Airport. Patronage has rocketed from eight million journeys in Altrincham and Bury via Manchester city centre. The opening Metrolink’s first year to a staggering 40 million in 2017. of the UK’s first on-street running light rail extension – to Eccles This year saw the final piece in the jigsaw as we celebrated via Salford Quays – followed in 1999-2000. Since these early the completion of another ambitious project: the Second achievements, Metrolink has grown rapidly to become the City Crossing (2CC). This short but significant section of largest light rail system in the country. new line through the heart of Manchester city centre is The multi-award winning Phase 3 programme has trebled already playing a vital role in improving reliability and the size of the network with extensions to MediaCityUK, providing much-needed capacity and flexibility for a still-growing network. Metrolink has been a strong catalyst for further investment and economic growth, helping to deliver regeneration in the areas it serves, including MediaCityUK, Oldham and Wythenshawe town centres. This year we have started work on yet another major Metrolink project – the GBP350m ‘It has been a (EUR400m) Trafford remarkable journey, Park Line, due to open in 2020. and one I’m This six-stop line will offer fast privileged to have and frequent seen first-hand.’ connections to jobs, leisure, shopping and Councillor Andrew Fender cultural destinations along the 5.5km (3.4-mile) route, including connections to employment at Trafford Park, Europe’s largest industrial estate. And, in our jubilee year, a new operator has taken over Metrolink’s reigns. KeolisAmey Metrolink – a partnership between two international transport and infrastructure management specialists – signed a contract to operate and maintain the network from this summer, with a commitment to create more than 300 new jobs including drivers, apprenticeships and traineeships. Customers are already reaping the benefits of an increased staff and security presence across the network. It therefore couldn’t be a better time to celebrate Metrolink’s impressive history and the many successes of the past 25 years. It has been a remarkable journey, and one I’m privileged to have seen first-hand, and my thanks go to all Generation those who have worked so hard to turn those early dreams game: T68 and ambitions into a reality. 1003 meets Their collective dedication and focus has helped us to M5000 3013 at deliver a truly world-class transport system for the people Piccadilly on of Greater Manchester – now we turn our attention to the 24 March 2017. next 25 years.

25 years of Metrolink ❚ 3 Metrolink @25 Metrolink: A vision of unity ack in 1992, Metrolink was experimental stuff. setbacks and rejections, but that success has also led others The opening of a line that weaved together former to increasingly ask: ‘How have they done it?’ B British Rail heavy rail routes with street-running across Visitors from around the world are regularly welcomed Manchester’s city centre had never been seen before. to England’s north-west to help answer that very question, In 2017 the system completed its multi-year ‘Big Bang’ quizzing local authorities, designers, contractors and that has more than trebled its size. Greater Manchester’s operators alike. The answer, as all will tell you, is unity. There is a light rail network is now the UK’s biggest, and one that has strong sense of community within all of these parties, working become a touchstone for an industry that has reached a together towards one common goal: We are Metrolink. level of maturity equal to its European neighbours. As Transport for Greater Manchester begins work on its It sits as a shining example of what is possible with a latest extension, it’s worth reflecting on the system’s birth and long-term vision of how transport can help to reconnect remembering that the idea of fixed-track urban connections often disparate communities. Its success hasn’t come without for the city isn’t exactly a new one…

An image of the modern Metrolink, M5000 tram 3017 speeds its way through St Peter’s Square on the Second City Crossing in 2017.

Metrolink timeline Development news Key achievements/dates Line openings Tram Operator change

1984 1990 - JUNE 1991 1992 - April

The first Bill is submitted The design, build, operate Work begins to convert The first Metrolink to the UK's Parliament and maintain contract for Bury and Altrincham heavy trams run from Bury to for permission to build Metrolink Phase 1 – Bury rail lines with new track Manchester Victoria. Metrolink. to Altrincham – is awarded through the city centre. to GMA Group.

4 ❚ 25 years of Metrolink A SELNEC (South East Lancashire North East Cheshire) Passenger Transport Executive map of the proposed Picc-Vic tunnel that was never realised. TfGM

Central Manchester, 1991: Metrolink tracks and overhead poles on Mosley Street, with tracks to Piccadilly Gardens leading to the right. Museum of Transport, Greater Manchester

A consortium including GEC, Mowlem and Amec was appointed to design, build, operate and maintain the first phase of Metrolink. The idea was to increase connectivity into and across the city, at the same time breathing new life into old and under-utilised commuter lines. A quarter-century on, we can see how successful that vision has been. From underground to street-running At the time Metrolink was conceived it was seen as a bold step – though not as bold as a previous proposal that would have seen a tunnelled connection across the city centre. If the ‘Picc-Vic’ scheme had come to fruition it would have seen a roughly 5km (three-mile) line dug under the city centre to connect (as the name suggests) the major stations of Manchester Piccadilly and Manchester Victoria. Unlike in many other countries, the UK’s 19th Century railway boom was driven not by the state, but by private finance – and that resulted in the two stations not being physically linked, despite being only around 1.5km (one mile) HM Queen Elizabeth II unveils a plaque in St Peter’s Square at the apart. Piccadilly opened in 1842, Victoria in 1844. official opening of Metrolink on 17 July 1992, with Councillor Jack Flanagan (left) and the late Joe Clarke, Chairman of the Greater Like its future Metrolink counterpart, the Picc-Vic project was Manchester PTA. Museum of Transport, Greater Manchester visionary. Twenty years in its conception, twin tunnels would connect five stations and, significantly, it would have been electrified and built to a mainline loading gauge. Trains were scheme and it would be another decade before proposals to run every two-and-half-minutes at the core of the network for a surface-running metropolitan light railway were finalised. and moving underground travelators would have linked Now, Manchester itself has a population of around 500 000, Piccadilly Gardens, St Peter’s Square and Oxford Road station. with the wider metropolitan region containing a further 2.3 A five-year construction project was scheduled to begin in million. This is expected to grow to over three million in the September 1973, but this was rejected by a cash-strapped UK next two decades, and the city and region are changing to Government in the midst of an economic crisis the following the point that by that time it will be unrecognisable to even year. All that remains today is an escalator well lying silently the planners of the 1950s and ’60s who conceived the below the Arndale shopping centre for a station that was Picc-Vic. As such, Manchester is regarded by many as the never built, the only part of exploratory works for the project. UK’s second city, a title it vies for strongly with Birmingham in The dire banking landscape put paid to this imaginative the nation's West Midlands region.

1992 - April 1992 - June 1992 - July 1994 - May

The first city centre The Altrincham line opens Metrolink is officially The Government backs Metrolink services run to passengers. opened by HM Queen plans for Metrolink from Victoria to Elizabeth II at a ceremony Phase 2, the Eccles via ‘G-Mex’ tram stop (now in Manchester on 17 July Salford Quays line, the first Deansgate-Castlefield). 1992. light rail extension to have on-street running.

25 years of Metrolink ❚ 5 Metrolink @25

With Picc-Vic cancelled before it even began, the problem The return of connectivity remained – and so in the 1980s planning of the tram began on an alternative that would avoid the huge costs caused great of a tunnel. Borrowing from emerging systems in both excitement in North America and Europe, the idea of mixed alignments Manchester with street-running in the city centre formed the genesis back in 1992. Tony Young of Metrolink – one of the most successful light rail stories of recent years, and not just in the UK. Core to making it happen was building a new line in central Manchester, running roughly 4km (2.5 miles) via Market Street. Although relatively short, by connecting the city’s two major stations it enabled the creation of a new through route, between Bury (taking over the 1200V dc third- rail electrified alignment) to the north of Manchester and Altrincham (25kV ac OLE) in the south west. The Altrincham the former ‘Oldham Loop’. This saw its last heavy rail usage in section was adapted for 750V dc current collection, 2009 and its first Metrolink services some three years later. Yet it while on the Bury line new catenary was erected to allow has also included completely new lines, running on a mixture replacement of the old dc system. Unlike the power supply of specially-built formation and on-street tracks. though, much original track remained – Metrolink’s first line In her speech at a formal reception to mark the opening was effectively a stitching together of old and new. in July 1992, the Queen’s words summed up not only what From that original 26km (16 miles) has now sprung a 97km delivered the original project – but what has effectively (60-mile) network; today, services run to eight termini (not remained true until this day: “The Metrolink, on which including the central Piccadilly stop) over lettered routes: I travelled to Bury, is another example of co-operation Altrincham – Bury (A); Altrincham – Etihad Campus (B); Bury – between a large number of organisations in the public and Piccadilly (C); MediaCityUK – Piccadilly (D); Ashton-under-Lyne private sector to greatly improve communication between – Eccles (E); Manchester Airport – Deansgate-Castlefield (F); people in the northern and southern part of the county.” East Didsbury – Rochdale Town Centre (G); and East Didsbury Unity has been core to Metrolink’s success ever since – – Shaw and Crompton (H). Services are typically every six even in the face of initial rejection of expansion plans. minutes during the day. In the future, the ability to achieve that agreed purpose In 2017 the Second City Crossing (2CC) opened to give will be boosted by the election of Manchester’s first metro an alternative route across central Manchester via St Peter’s mayor and a devolution deal that has created a powerful Square. In addition to reaching new destinations, this short regional political force (see page 27). However, it should not link paves the way for an even greater uplift of services as the be forgotten that the greatest expansion of the network took original city route struggles to keep pace with ridership growth place under a much more disparate structure that required and the addition of more and more new lines. consensus across multiple authorities – making it all the more Of that new system, some has been the conversion of impressive and an example that other city regions have further national railway network routes such as the takeover of followed, and continue to follow.

The UK's first second-generation street-running tram breaks Exactly 25 years later, on 27 April 2017 the same view has changed through the wall at Victoria station on 27 April 1992; T68 vehicle dramatically; M5000 3035 is bound for Rochdale via Oldham and 1007 is to be preserved at Heaton Park Tram Museum. Tony Young tram 3039 is heading for Altrincham via Market Street. Tony Young

1997 - May 1997 - July 1999 - December 2000 - January

Serco Metrolink takes Construction begins on the Prime Minister Tony Blair Phase 2 expansion over the operation and Phase 2 Eccles via Salford officially opens the Eccles is completed with the maintenance of Metrolink. Quays line. via Salford Quays line as Broadway to Eccles far as Broadway tramstop. section.

6 ❚ 25 years of Metrolink The spark behind the Big Bang

The Eccles line marked the start of Metrolink’s transformation into a network; 3009 on Eccles New Road in March 2010. The line closed for six weeks for rail renewals in the summer of 2016.

he first major augmentation of the network followed Chancellor of the Exchequer by local MPs, and meetings in 1999 and 2000 with the opening of the new line to were held in Westminster. Even local authorities that stood T Eccles in stages. This took the entire system length to nothing to gain from the Big Bang, such as those in Stockport 39km (24 miles). Attending one stage of the line’s opening, or Wigan, united behind the cause. Despite such pressure, then-UK Prime Minister Tony Blair claimed that “Metrolink is the campaign was ultimately unsuccessful. exactly the type of scheme needed to solve the transport How do you continue to move forward when voters problems of the metropolitan areas of the country.” overwhelmingly decide against your plans? That’s what Results elsewhere in the UK have been limited in the happened in December 2008 when some 79% of those who nearly 20 years since that announcement, and sadly the participated in a public referendum rejected the introduction following few years saw the cancellation of a number of of a congestion charge that was essential to the bid for small-start schemes that could have seen other areas of the Metrolink expansion funding from the UK’s Transport Innovation country benefit in the same way as Greater Manchester. Fund. This was to provide funding for around half of the In Manchester, what was dubbed ‘Phase 2’ (Eccles) was just a GBP3bn (EUR3.7bn) scheme to grow Metrolink, invest in both start. Indeed it was Phase 3 that would create the UK’s biggest bus and rail improvement schemes and launch a region-wide tram system – and the country’s first true street-running smart ticketing solution known as the Readycard. In not one network. It might never have happened, but then Greater of the relevant local authorities did voters come out in favour. Manchester has always shown a fighting spirit in pursuing By this point Phase 3 had been broken into 3a (which was what it believes is right for the region as a whole. agreed in 2006 with confirmation of funding in 2008) and 3b. Following a decision in 2004 from the incumbent Transport Undeterred by the rejection, those advocating the scheme Secretary to cancel Metrolink’s first attempt at a ‘Big Bang’, the pushed ahead – and were rewarded just six months after the Association of Greater Manchester Authorities mobilised its TIF bid failed, when the UK Government announced it was opposition: leaders from across the political spectrum united making GBP1.4bn available for transport improvements in with the Chamber of Commerce, trade unions, pensioners and Greater Manchester. It meant the funding of all the planned community groups to form a regional and national campaign. lines under what had been dubbed the Big Bang – other than Often heated public meetings were held in each of the that to Trafford Park. In doing so, it presaged the creation of ten districts, a petition was handed to the Prime Minister and something much, much bigger.

2001 - January 2003 - March 2004 - July 2004 - August

The Eccles Line is declared A new city centre Metrolink The government withdraws The ‘Get Metrolink Back officially open yb HRH stop opens at Shudehill funding for Phase 3 on Track’ campaign pulls in Princess Royal. Interchange. expansion due to cost wide support from increases. Greater Manchester.

25 years of Metrolink ❚ 7 Metrolink @25 Growing the vehicle fleet

or Metrolink’s first 17 years services were provided by two-section trams are 28.4m long with capacity for 206 the Firema/Ansaldo T68/T68a vehicles that had been passengers. Each bi-directional tram has four doors each F familiar since the system’s opening. However, it is side. As with the T68s, their maximum speed in service is now some eight years since the first of the replacement 80km/h (50mph). Bombardier M5000 trams started to arrive – and more than All vehicles now have free Wi-Fi, rolled out to the entire fleet three since the first-generation of trams ceased to run; the in a GBP1.7m (EUR2.4m) investment. last pair of T68A trams was withdrawn in April 2014. That followed a 2012 decision that new vehicles would completely replace the earlier versions. Rather than refurbishing R oles and responsibilities the older trams, they would be retired. Current orders take the “The relationship between the consortium – Bombardier number of M5000s up to 120. maintaining over the vehicle warranty and Vossloh supporting The T68A was a more modern variant of the original, on the traction package, motors and drive system – is great delivered between May and September 1999 for the route and has been since the very start," says Thornton. "It’s the same through Salford Quays to Eccles. There were several key with TfGM as a client. We wanted to be more contractual differences to the electronics and operating systems, so TfGM essentially appointed us as agents to negotiate on including ac rather than dc traction motors. similar terms as them. Head of Tram Engineering Graham Thornton says that in “We’ve now moved away from day-based maintenance to the latter years of the T68 vehicles it was a “mainly reliable a new balanced regime. I may suffer from having to maintain fleet”, but that this took some achieving. Thornton arrived things a little earlier, but I see the benefits long-term with a in 2009 to “pick up the pieces of a fleet that had a large nice, stable maintenance plan and a reliable fleet.” number of reliability issues. We were barely getting 3800 or so “Through experience we got the commissioning process miles between failures. down to 14 days from low-loader into service. This came about “The fleet wasn’t delivered with a great deal of spare parts with our commissioning guys working with Bombardier doing as there were only six of them. This caused a great many the pre-service inspections alongside them: this gave two headaches,” he adds. benefits – we got the vehicles earlier, and gave Bombardier “The knock-on effect to the customer was shocking. the opportunity to work on any snags straight away. We needed to deliver 29 from the 32 to operate a day’s service "They come on low-loaders over the Alps to Rotterdam, and that never happened. It was a celebration if we had 26.” taking a ferry to Hull and arriving at around 12.30 every He says, “No-one was happier than me when the new vehicles Saturday at a rate of roughly one new tram every three weeks. started to arrive; while we considered a major overhaul of the original fleet, it was announced that they would be replaced with an equivalent number of M5000s. Oslo eventually benefited from us in terms of large spares such as inverters and power cases once we took the vehicles off fleet.” However, he says, “The T68s had a 20-year reliability improvement curve; the M5000s have probably had a six-year one as we are now hitting the benchmark target that we have set ourselves – we broke the 30 000 mean distance between service failures in April which is a huge achievement for any fleet, especially one as big and complex as this delivered over six years. "Coming from the days of a mixed fleet where we could have as many as 15 vehicle failures in a day, we’re now down to an average of 12 per month where we have to withdraw a vehicle. Now we have to maintain that high standard.” Built at Bombardier’s facilities in Bautzen (Germany) and Vienna (Austria), the Flexity Swift vehicles incorporate Vossloh-Kiepe electrical equipment. Being lighter than their predecessors, the yellow and silver trams use less energy T68 1016 was one of three of its kind to feature in the last official day and give less wear on the track. They are also roomier, of Metrolink’s original fleet on 10 February 2014; fittingly it is seen at complying with the UK’s Rail Vehicle Accessibility Regulations, Pomona, the starting point of the next extension – to Trafford Park. which came into force in 2010. A standard 2.65m wide, the

2004 - December 2006 - July 2006 - July 2007 - Summer

The Department for A multi-million government The UK Government gives Around 30km (20 miles) Transport confirms funding funding package is conditional funding approval of worn Metrolink track is for Metrolink expansion, announced to upgrade for Phase 3a to Oldham replaced on the Bury and subject to detailed plans. existing Metrolink and Rochdale, Droylsden, Altrincham lines and in infrastructure. and St Werburgh’s Road central Manchester. stop in Chorlton.

8 ❚ 25 years of Metrolink "Very few came off the low-loader with any kind of major issue, but the record for commissioning one was six days. However tram 3100 was a key milestone, so when this arrived we had already put a scheme together to work over the weekend and this all went smoothly to allow the 100th vehicle to partake in press launches and celebratory events – such was the confidence we had in the proven processes." To accommodate the expanded number of vehicles, the Above: The 360m spur from the Eccles line opened to serve the original Queen’s Road depot (just north of Victoria station) 200-acre MediaCityUK site in September 2010; M5000 3088 passes was extended, and a new 67 000m2 facility created at the BBC’s Blue Peter garden in May 2015. Trafford in what is now the inverted ‘V’ formed by the junction Below: Queen’s Road stop serves the original depot, still the site of of the Altrincham and South Manchester (East Didsbury) lines. heavy maintenance and repairs for damaged vehicles. Each depot has an allocation, with crossover generally only for maintenance requirements. Thornton explains: “Most heavy maintenance is undertaken in Queen’s Road as Trafford doesn’t have any bogie facilities. So all bogie work, retyring and brake overhauls is done at Queen’s Road; any body damage is also fixed at Queen’s Road as historically they have the technicians and we also have the single-road individual shed at Queen’s Road where we can put any vehicle away from the rest of the fleet. “This has kept Trafford as the ‘pit-stop’ depot for checks, basic maintenance and fixing minor faults before trams are sent back out again. The balance will change a little with the new wheel lathe that we’ve installed at Trafford so some of the tyre-turning load will come off Queen’s Road... which gives us another option for redundancy. Thornton joined with 32 T68s as “essentially a one-man band with a fine support act in Queen’s Road”, but the growth of the system has seen many changes. “Now we “Through experience we have a manager at each depot so in 2015 I moved from Tram Engineer to Head of Tram Engineering and we have gone got the tram commissioning from 26 staff to 77 as we are now.” process down to 14 days from More technicians are due to join under the new KeolisAmey Metrolink concession that began in July 2017. low-loader into service.” Graham Thornton. Head of Tram Engineering M5000 DETAILS

Length: 28.4m Height: 3.4m Width: 2.65m Floor height above top of rail: 350mm Interior aisle width: 630mm Gauge: 1435mm Min. horizontal curve radius: 15m Car weight (when empty): 39.7t Car weight (loaded – 4pass/m2): 51.7t Max. axle load: 10.5t Nom. current supply: 750V dc Mechanical brake: Discs Magnetic brake: 6 x 66kN Firema/Ansaldo delivered six T68a vehicles for the new extension; Max. speed: 80km/h (50mph) the second, 2002, is seen at Ontario Basin in March 2009.

2007 - July 2007 - August 2008 - April 2008 - May

Stagecoach Metrolink is Parsons Brinckerhoff is MPact-Thales is selected The UK Government awarded a ten-year contract appointed as the Metrolink for the design, construct approves a funding to operate Metrolink. Phase 3 Delivery Partner. and maintain contract for package for new lines to Phase 3a. Oldham and Rochdale, Droylsden and Chorlton.

25 years of Metrolink ❚ 9 Metrolink @25

FLEETS WITHIN A FLEET

Although Metrolink’s 120-strong fleet of M5000 trams may look identical, there are actually quite a few differences under the skin, as Graham Thornton explains. “There’s a major division at vehicle 60, so 1-60 can go anywhere on the network – they have the old VRS (Vehicle Recognition System), the old ATS (Automatic Tram Stop system), but they also have the new TMS (Tram Management System). Within that batch there are two depot batches of vehicles with ATS kit reclaimed from the T68s, which was overhauled for the new vehicles. “Trams 1-24 and 37-52 use the new BBR-type ATS, while trams 25-36 and 53-56 use the older kit reclaimed from the T68s. It’s slightly messy because the old-style ATS is much more affected by external influence, so those two batches are ring-fenced onto the Altrincham – Bury services and any other services that don’t go through Piccadilly undercroft. They’re all colour-coded so the control room knows which vehicle is which, and where they can go and where they can’t, so those two batches are kept primarily for Altrincham – Bury services. “From vehicle 60 onwards it’s a little bit simpler as you’ve got TMS-only vehicles that can’t currently run to Bury or Altrincham and are split virtually equally between the two depots. Within that batch, 61-120, are the batch 4 (a and b) vehicles so 75-onwards have a slightly different internal layout as it was found later on that we didn’t have enough seats. Improvements gave us eight more seats per vehicle, better disabled facilities, better grabrails and hand-holds.” Despite the growth in complexity of the vehicles and the additional demands of having two depots and multiple lines in operation, Thornton still revels in the engineering side: “I am still regularly underneath vehicles looking at things and Above: Inside Trafford depot, the cavernous 67 000m2 building diagnosing issues. That is part of the job I still really enjoy, includes state-of-the-art facilities, including the new Network I still have a thirst for learning and knowing everything Management Centre. Simon Johnston about my fleet – inside and out. “There is no real-time diagnostic equipment on the vehicles Below: Trafford depot opened in early 2013, sited in the inverted per se, but this is something that we are looking at. One of ‘V’ at the junction of the Altrincham and South Manchester lines. Simon Johnston the technologies we’d like to explore is RFID tagging, but this is more for configuration control purposes rather than maintenance control, as once a vehicle goes past a scanner in the depot you know where all your toys are; they’re all in the same box. “Currently there’s lots of manual inspection, but that works and works well. There’s a preparation exam every day before the vehicles go out; that’s done by maintenance staff and the driver. This covers functional and roadworthiness checks and vandalism checks etc. “A ‘B exam’ takes place every 10 000km [6200 miles] that’s a pretty low-level ‘kick the tyres, light the fires’ affair covering screenwash, sand, doors etc.’ “Every 20 000km they have a ‘C exam’ from the balanced regime, C1-C6, up to 80 000km when it goes back to C1. It makes it dead easy to build the regime and understand the full ‘ins and outs’. The highest mileage vehicle on the network has just covered 800 000km (497 096 miles).”

2009 - May 2009 - October 2009 - October 2009 - November

The Greater Manchester Metrolink launches its The heavy rail Oldham Metrolink ticket machines Transport Fund includes new yellow and silver Loop Line is closed for are replaced with 250 Phase 3b to Oldham and corporate identity. conversion to Metrolink. new state-of-the-art Rochdale, Droylsden touchscreen units. to Ashton-under-Lyne, Manchester Airport and 2CC.

10 ❚ 25 years of Metrolink Aodvert rial Partnering from concept to operation Mott MacDonald is proud of its longstanding involvement with presenting a compelling case and provided technical inputs Manchester Metrolink and Transport for Greater Manchester to objection management. (TfGM), commencing in the 1980s as the original technical Our technical support to TfGM has extended to the advisor on the development of Phase 1. recent procurement of the new franchise for operations and Since then, we have continuously supported TfGM maintenance of the entire expanded Metrolink network in enhancing and expanding the network, providing a commencing in July 2017. As technical advisors, working comprehensive light rail consultancy service that combines closely with legal and commercial advisors and TfGM’s technical expertise in planning, infrastructure, rolling stock, in-house staff, we drew on wide-ranging practical expertise operations and maintenance with our systems engineering, to help develop and calibrate a robust performance assurance and project management skills. regime, operational cost and service pattern models and In recent years, we have helped TfGM to realise the final preparing the technical content for the contract and elements of Phase 3: associated specification. Second City Crossing: We undertook the engineering We continue to be actively engaged in assisting TfGM to development of the scheme which passes through the further develop the network, including: heavily-constrained and historic heart of Manchester Investigating of the potential for tram-train with shared city centre. Our involvement also incorporated the heavy and light rail operation. We have provided development of the associated enhancements to the engineering, environmental and strategic inputs and for Victoria and Deansgate – Castlefield stops. Here the a potential depot site and are providing an overarching preparation of sound delivery proposals to demonstrate technical advisor role. The current focus is on developing how Metrolink services and the city centre could operate an implementation strategy, including potential vehicle throughout construction was of utmost importance. procurement. This assessment includes a review of Trafford Park Line: We undertook all engineering alternative traction technologies which might reduce the development of the scheme which passes through the need for expensive and disruptive route electrification. heart of the busy Trafford Park Industrial Estate connecting Developing the Metrolink interfaces with the proposed HS2 with Manchester United’s Old Trafford stadium, the stations at the Airport and at Piccadilly, where the Metrolink MediaCityUK development, EventCity and the Trafford stop is proposed to be wholly integrated into the expanded Centre. During this development, particular attention station. This will help provide the long-term capacity to was paid to the varied nature of users within the area realise further potential expansion through tram-train and with robust delivery proposals to address property access, support the redevelopment of the station. pedestrian and traffic management and supporting We congratulate TfGM on 25 years of successful Metrolink detailed stakeholder consultation. operation and development. We have thoroughly enjoyed For both schemes, we supported the Public Inquiries to the being part of the team and look forward to sharing the Transport and Works Act Orders where we assisted TfGM in challenges and successes of the future.

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mottmac.com Metrolink @25 Catering for expansion

ince 2010, one department at Metrolink has played Expansion and Projects and has a unique insight into the as significant role as any. From a small start of just challenges of delivering six new lines across Phases 3a and S two people, it was quickly realised that it would be 3b, the introduction of a new depot and control room, beneficial to build a team separate to those with the ‘day conversion from block signalling to the new Thales Tram job’ of running the service. This new Expansions and Projects Management System, and much more. division would sit within the operator with the dedicated task Network Expansion and Projects considers every facet of of planning every aspect of how operating this new network Metrolink’s operational life: including, but far from limited would perform in the real world. to, the control room, training, project management, These people would be tasked with finding ways of hitting signalling, stop and track design and bringing in the new fleet. the tight deadlines expected by the people of Manchester. Barrow explains: “We dip in and out of various departments Seven of the ten boroughs of Greater Manchester had been as and when we need to, and this works really well.” promised tram service, and the programme for delivering this Yet despite the completion of the Big Bang, there are still was never going to be easy. many ongoing programmes in the creation of a stronger and Metrolink’s unofficial new ‘Future Q&A’ department came more resilient network: “Going back to day one, Expansions up with innovative new ways of doing things and in his seven and Projects included renewals. But a few years on we moved years working on the system, George Barrow has worked on the renewals element back to engineering, so our focus is many of the most exciting projects in the network’s growth. mainly now on other elements such as new substations and Since 2013 he has held the position of Head of Network things like that, including any internal projects that are not

Oldham town centre in September 2013; the line opened to Rochdale in February 2013 with the final section following just under a year later.

2009 - December 2009 - December 2009 - December 2010 - May

The Droylsden to Metrolink takes delivery of Preparation work begins The Metrolink line to Ashton-under-Lyne its firstM5000 tram. on the East Didsbury line. mediacity:UK opens. route is approved.

12 ❚ 25 years of Metrolink DID YOU KNOW? In 1992, 13 substations generated 7200kW of power. Today, 47 substations generate Above: In the same month as Metrolink reached Rochdale it also 55 800kW to keep the opened services to another key traffic generator, Manchester network running. renewals-related. Every night there’s something like ten individual permits City’s Etihad Stadium on the Ashton line. out for expansion or project works, and Below: M5000 3074 leaves the Ashton-under-Lyne terminus, each one of those work packages needs reached in October 2013. accepting. We’re almost like a gateway to Metrolink.” Spinning plates is a speciality of this team, but even then Barrow admits that the pressure has been great. “The most challenging year was 2013,” he laughs. “We had two openings – to Droylsden on the East Manchester line, and to Rochdale railway station on the Oldham-Rochdale line. There were competing pressures for the kudos of operating each first so in the end we opened both within three weeks – something we said we’d never, ever do by choice.” Two further extensions joined the system that year: five more stations were added as a branch of the South Manchester line to East Didsbury, and there was a continuation of the East Manchester line to Ashton-under-Lyne. As well as introducing new routes, a new depot and Network Management Centre was brought online at Trafford and the conversion of old systems to line-of-sight running including a new Tram Management System took place. “All that was a massive draw on our resources, but TfGM put in place a really good forum where all the partners The next year saw another three extensions, including could get together and air their issues in a practical and Barrow’s own personal highlight – the Airport line, which was pragmatic way. That way we all worked together and no-one delivered a whole year ahead of schedule. went away promising something they couldn’t deliver. “We gave a presentation in Paris on this earlier in the “That year gave us some invaluable lessons as well, such year,” he explains. “It was basically our recipe for how we as ground rules saying that we wanted at least four weeks of opened early. The main thing we benefited from was early stability between any major change. The purpose of that is to engagement as our team were there from the beginning. We ensure that the drivers and operational staff fully experience got to challenge things like line speeds, such as asking why the change and also to check the stability of the new we had to use the traditional 5mph (8km/h) blocks. product – is it reliable, how is working in practice?” After some detailed planning and negotiation we came

2011 - July 2011 - August 2011 - August 2012 - August

A new line opens to Construction starts on the RATP Dev takes over The Oldham line to Chorlton – St Werburgh’s Manchester Airport line. Metrolink operation and Mumps stop opens. Road stop. maintenance.

25 years of Metrolink ❚ 13 Metrolink @25

away realising that the optimum speed would actually be 8mph; being on a tram at 5mph is tortuous for any length of time, so if you can get that up by 2-3mph it’s a very useful time saving that has knock-on benefits elsewhere.” “Being in early on things like junction designs allowed us to optimise them to make sure they were the best they could be in terms of cycleways and pedestrian crossings. We sat with the designers and that’s why this one was really successful for us as it gave us such a headstart.” Managing what would appear to be conflicting requirements is also a speciality: “We’ve always tried to find the middle ground between making the system more operable but still easy to maintain. Ultimately you’ve got to think about the passenger – we optimised the whole line that way.” The Airport line was a culmination of lessons learnt from previous projects, of which Barrow is proud: “The tram delivery and acceptance for traffic also had to be 3067 at Wythenshawe in March 2017, where the new GBP6m bus/ accelerated to meet the opening date. Previously it was tram interchange station opened in 2015. The Airport line’s early taking four to five weeks, but by the Airport line we’d got that opening was due to closer collaboration between designer, down to two weeks by working with suppliers to iron out little constructor and operator. issues and make everything slicker. It’s not just about nuts and bolts, it’s about the operational processes that go with them.” thing, called GoLive, that it puts into place 16 weeks ahead, Going forward, this knowledge gives a fully-documented looking not only at the construction and operation, but toolkit for future growth, Barrow says: “With everything we also all the marketing – posters, ticketing, communications bring in, we also look at the contingency planning, so when a and things like that. Our programmes feed each other from new line comes in we’ll create all the emergency documents weekly meetings.” about how you use the crossovers and what’s your best For seven years the emphasis was on new infrastructure, operational way to operate in this or that scenario. We’ll go but that focus has now shifted towards fine-tuning the through it with everybody and tweak it so we’re all up to network to give the best passenger experience. Barrow speed on what we’re doing – It’s all about team working. concludes: “You don’t always get to see many of the “For every major change we have a countdown that changes. You see the sexy ones like line openings, or a new starts usually about 12 weeks out. We have all the deliverables depot, but you don’t see all the stages inbetween, of which that we all sign up to and can track – that’s a good way of there are many. Quite often these are just as challenging as getting everybody ready for the change. TfGM has the same the bigger profile stuff.”

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TAUT Metrolink_LCA Controls.indd 1 31/10/2017 09:47 Birthday celebrations unday 9 2017 saw two gala concerts at Manchester's Bridgewater Hall – itself celebrating its 21st birthday in S 2017 – designed to commemorate Metrolink’s silver jubilee. The events were the culmination of the ‘Tram Tracks’ programme with performances of 93 pieces of new music, one commissioned for each stop on the network. Created by more than 1200 participants from community, school and youth groups, local businesses and partner organisations across the city region, the pieces reflect the diverse communities across Greater Manchester and how The celebratory Tram Tracks gala concerts at the Bridgewater Hall they have been influenced by the coming of the tram. on Sunday 9 July were free to attend. TfGM Less than a week later, at 02.00 on Saturday 15 July the system welcomed a new operator, its sixth, in KeolisAmey Metrolink (KAM). Already the concessionaire behind the The following Monday, a series of pop-up musical day-to-day operation of London’s extraordinarily successful performances appeared across the Metrolink network Docklands Light Railway, the KAM partnership brings together to entertain passengers, taking the Tram Tracks musical one of the world’s leading public transport operators in Keolis extravaganza on tour. and infrastructure asset management specialist, Amey. Councillor Andrew Fender, Chair of the Transport for Although many of the senior management team have Greater Manchester Committee, said: “I have vivid and very transferred over from Metrolink RATP Dev, the change does fond memories of the Queen’s visit and can’t quite believe it bring a new boss to the system – and one who comes with was 25 years ago. It’s fitting that a selection of music, created the highest credentials, having worked on the world’s largest through the Tram Tracks project, was performed on the light rail system in Melbourne, Australia. During her 17 years network for all to enjoy, marking the occasion.” with Yarra Trams, Aline Frantzen worked across the business, All 93 tracks are available to listen to for free at her final role being responsible for over 35 000 tram services www.bridgewater-hall.co.uk/engage/tram-tracks/ each week and the maintenance of a diverse fleet of The next day, the city welcomed hundreds of senior around 500 trams. industry delegates from around the world for the 12th running Key features of the new concession include a major focus of the UK Light Rail Conference. Over the next two days, on operational reliability, customer service and security. guests were treated to a range of strategic and technical This included the introduction of an additional 900 hours presentations, as well as taking part in a walking tour of the per week of additional security support from July to tackle 2CC hosted by TfGM and MPT staff. issues of safety and security on the network. This is key to Matt Johnston from Mainspring, organiser of the UK Light meeting the wishes of new Mayor of Greater Manchester, Rail Conference, said: “We are delighted to bring the Andy Burnham, who pledged early in his tenure to make the event to Manchester in this very special year, marking the region’s transport system “one of the safest in the UK.” single-biggest gathering of industry professionals since the Elsewhere, KAM is committed to sourcing a minimum of event began 12 years ago. 40% of supplier contracts within 40km (25 miles) of Greater “Metrolink holds a special place as a standard-bearer for Manchester and creating more than 300 jobs over the UK light rail and it is great to welcome so many people from course of the contract. around the world to see the fully-grown network first-hand.”

MPT Technical Director Peter Jones runs through the challenges of Delegates from 14 countries visited Manchester in July 2017 to delivering Metrolink's 2CC at the 2017 UK Light Rail Conference. learn first-hand how Metrolink has grown and developed.

25 years of Metrolink ❚ 15 Metrolink @25

A near 24-hour network ike Anderson is another Metrolink ‘lifer’. The current Planning Manager started almost 20 years ago as a M ticket inspector, has spent time as a driver and in the control room, taking on his current role around two years ago. A key aspect of Anderson’s job is being adaptable and always ready for change – often quickly. He gives the example of a cracked rail being discovered at a key junction, and at a moment’s notice a new timetable is needed, an operations plan, driver rosters… and so much more detail. Other things happen in a more structured way – such as preparing for the city’s many major events. Despite the presence of two of Europe’s biggest clubs in Manchester United and Manchester City (their stadiums are four miles (7km) apart), it’s far from only being about football: the city hosts major cricket matches at Old Trafford, an annual ‘Manchester Day’, the Parklife festival at Heaton Park and Top: Coupled set 3062+3068 at the junction of the Airport and a growing diversity of cultural events: “We’ve got them all South Manchester lines near St Werburgh’s Road stop. planned in, pop concerts, anything on the line that can affect the service. We know about it all, so it’s quite a big jigsaw.” Above: Metrolink’s Network Management Centre was vital to cater for the new lines, bringing full oversight of the entire system. TfGM Under the new operating concession the ambition is to try to standardise such timetables as far as possible to fit around

2012 - December 2013 - February 2013 - February 2013 - May

The Oldham line is The new line to Droylsden The new line opens to The East Didsbury extended with new opens. Rochdale railway station. line opens. stops at Derker and Shaw & Crompton.

16 ❚ 25 years of Metrolink Revenue protection operations at Victoria station in March 2017.

the core service, rather than developing them ad hoc as such trains are run “two hours before and two hours after required. Other ‘events’ that require consideration are less the event as a minimum”. On any given day at least two ‘hot planned, such as adverse weather – and the need to run spares’ are kept at each depot for vehicle failures. ‘ice breaker’ trams to keep the overhead wires free using The maximum service run on Metrolink is every six minutes, vehicles with specially adapted pantographs, which takes something that’s constrained by both the amount of drivers up some seven drivers. Metrolink has 12 such trams equipped rostered on any one day, but also by power supply. On some with copper leading-edge pantograph carbons – six at each sections such as Victoria – Bury, putting out that level of depot – and these are deployed either overnight or at the service requires traction limiters to be switched on. Anderson start of service as ‘sweep trams’. is pragmatic about this approach: “The general public Managing ever-growing teams based at different might pass Trafford depot and see vehicles lined up sites is also a key part of Anderson’s job: “We don’t DID YOU KNOW? and want to know why they can’t go out. But a lot train every driver on every line from day one; Metrolink received six of these were bought for the Trafford Park line we train them on one line and after six months calls from the public and there’s a lot of restrictions behind how we they get upscaled and gradually build up their to check whether operate – we are putting out the highest amount network knowledge.” Of the roughly 160 drivers services were affected of vehicles we possibly can.” based at Queen’s Road, the vast majority can by TV’s Coronation One of the many things that has changed in drive across the network – but the figure is lower for Street tram crash Anderson’s time is that Metrolink now uses Thales’ the newer Trafford depot. “Metrolink has nearly 380 storyline in 2010… Tram Management System, ending the traditional drivers ‘on book’ and around 80% of Queen’s Road ‘block working’ inherited from BR days. Thales is a can drive most lines, …about 60% of Trafford can drive member of the MPT consortium, with civils engineering most lines as they’ve had the opportunity to swap depots.” partner Laing O’Rourke and rail specialist VolkerRail, that has On a normal day, Metrolink needs between 92 and 97 delivered Phases 3a and 3b. trams, depending on whether a special event is on. Busy He adds: “It’s got a lot more flexibility because you can get times call for units to be doubled up to run in pairs. Peak more vehicles through, but you can also get more conflicts service sees this on the Altrincham – Bury line, and for events such as on the single-line sections at Newton Heath and

2013 - October 2014 - January 2014 - February 2014 - March

The Ashton town centre The Oldham town centre The finalT68 of the original The final section of line line opens. line opens. Metrolink fleet retires from to Rochdale town centre service. opens.

25 years of Metrolink ❚ 17 Metrolink @25

Moston and Rochdale. GOAL as an operating system works that out for you, so you have all the details in the background and it calculates that it has to hold a tram at Moston to let another one through for example.” All this on a system that in some respects ‘barely sleeps’; on weekdays, the first vehicle goes off depot at 03.00 with the last returning at 01.00 – but on Fridays the gap reduces further because services do not finish until 02.30. “We’re at pretty much a 24-hour network,” Anderson says. An exception might be if there is disruption, such as a city centre possession, which could then lead to vehicles being stabled overnight at Piccadilly, but on a normal day the vehicles are generally all stabled in their respective depots. Managing disruption Alongside all the positive stories about expansion, Metrolink has also made the headlines in recent years for the wrong reasons – vandalism and anti-social behaviour. Such issues are taken very seriously by both TfGM and the system’s operator, with the result that the number of cases has been dropping significantly. From a previous average of 200-250 incidents a month, the problem has fallen by around half. Metrolink Head of Customer Operations Revenue Steve The launch of the ‘get me there’ smartcard is an important step in TfGM’s ambition to create a seamless multi-modal transportation Johnston identifies the problem as generally beginning in the system across Greater Manchester. afternoon from around 16.00 – from which time contracted- in security staff assist Metrolink’s own Customer Service Representatives. Anti-Social Behaviour (ASB) then reaches a periods, but is a particular issue in the summer holidays... that’s peak at around 19.00, dropping off again after 21.00. when we tend to see spikes.” Weekly trends can also be seen: The problem is also seasonal, as Johnston explains: “ASB “There’s more ASB on Sundays than any other day,” he adds. climbs as warmer, lighter nights come back. Easter seems to Two particularly problematic issues are door handle be the trigger point, when the clocks go forward. It drops off at activations (which account for around 25% of incidents), followed closely by smashed windows (around 20%). Broken windows “cause us real challenges as the trams have got to ‘get me there’ come out of service and customers have got to come off, so it’s the customers that are impacted on. It’s expensive to repair a "We are on a journey with get me there and smart ticketing,” tram window as it’s specialist glass, particularly if it’s the driver’s said Transport for Greater Manchester Committee Chairman window. Fortunately smashing of the driver’s window is rare”. Councillor Andrew Fender, in summer 2017. “We know the One of the key ways in which behaviour has been travelling public wants a world-class, integrated, pan-Northern influenced for the better, according to Johnston, is through smart ticketing system, and this latest development brings us a step closer towards realising this ambition.” TfGM’s TravelSafe unit visiting schools across the region. British Currently the vast majority of Metrolink passengers are still Transport Police, Greater Manchester Police, youth workers ‘pay on the day’ – but that has the potential to change with and Metrolink itself all take part, and Johnston says that in the introduction of the ‘get me there’ smartcard that allows the previous ASB hotspot of Trafford the problem has reduced users with an account to buy Metrolink or multi-modal bus and so much in the last two or three years that: “There’s some tram products online. Lost season tickets and travel cards with periods we don’t report any at all”. more than seven days of validity will be replaced. On the Altrincham line, he says, ASB has fallen from around Alongside assisting with purchase of tickets, one of the roles 10-15 instances per month to 3-4. Currently, the main issues of Metrolink’s roughly 100 Customer Service Representatives is are generally to be found on the Rochdale line, but Johnston revenue protection. Steve Johnston says that “while we’re there says this “will improve in time.” for customer service, we’re also there for revenue protection. Technical aspects are also part of the solution. Previously, a For most customers, when they see that the staff are doing fare favoured act of vandalism was removing the saloon lights in evasion duties, I think they applaud that… because they want to the trams; so Metrolink’s engineering department developed see that those who aren’t paying the fares are being caught.” Fines are GBP100 (EUR112), or GBP50 if paid within 21 days. TfGM plastic covers for the lights, and incidents fell overnight. is not directly involved in this process, which falls to Metrolink, “When people commit ASB they want an instant impact, they right though to taking customers who don’t pay to court. want to see what’s happening, and if they don’t get that they go off and find or do something else.”

2014 - April 2014 - May 2014 - October 2014 - November

The finalT68A retires A special event marks the The 15-stop Manchester A GBP350m funding from service. retirement of the final Airport via Wythenshawe package for the Trafford T68 model. town centre line opens a Park line is confirmed. year early.

18 ❚ 25 years of Metrolink It’s all about the people…

ne of the things that has stayed constant about Manchester’s light rail system is change – particularly of O its operator. Built and initially operated by the Greater Manchester Metrolink Consortium, from 1997 it came under the remit of the Altram consortium followed by Serco, one of the constituents of Altram (Serco bought the other partners out). Stagecoach took over from 2007 and RATP Dev bought out the British operator in 2012. The latest concessionaire is KeolisAmey Metrolink, which was awarded a contract for up to ten years in January 2017 following a competitive tender. The joint-venture of international transport specialist Keolis and infrastructure maintainer Amey took over in July. Metrolink has won many awards over the years; former Managing Through the major expansion of recent years, therefore, Director Chris Coleman is seen here centre stage with his team Metrolink RATP Dev Managing Director Chris Coleman was collecting the Operator of the Year trophy at the 2016 Global Light the man in charge of operations during the doubling of Rail Awards. Jon Hill/TAUT the network: “As part of an international group [RATP Dev is a subsidiary of Parisian transport operator RATP that runs tramways, metros and bus networks around the world] we had the opportunity to tap into so much know-how, and we “I’m never surprised hearing used this and also fed back into it to help improve systems and about people who have processes around the world. “Access to ideas and innovation was a key enabler for the worked on Metrolink, no growth the system has been through, but at the same time matter how far afield they are we were blessed with the autonomy to work with TfGM to deliver such phenomenal growth. It’s been a great balance.” now. We’ve generated some While TfGM sets the fares and controls all marketing, media matters and the reputational side of things, the operator great people, and still do, who sometimes takes the initiative if appropriate. Coleman have gone on to great things.” explains: “Metrolink is data rich and that allowed us to transition from ‘find and fix’ to ‘predict and prevent’ using Chris Coleman, MD, Metrolink RATP Dev advanced analysis to make precise, measured, informed decisions. It’s about fastidious attention to detail of your the often tight deadlines have been amazing. The success assets and intelligence that allows proactive and productive speaks for itself as from the outside it may have all looked collaboration with suppliers to iron out future problems. All like relatively plain sailing, but the amount of collaborative of that intelligence-led work is really showing the fruits of our work behind the scenes has been incredible and keeping labour to provide a fantastic baseline for the future operator.” largely the same team has built up such a bank of expertise Having seen both the system and the teams mature under across the business. his tenure, Coleman looks back on his time leading the UK’s “Having to step up our game and adding that level largest light rail system with great fondness: “Working at of pressure brought the best out in everyone. Culturally Metrolink has been the most incredible seven years of my everything has changed, but the way we listened to our staff life and we’ve set up an incredible legacy for the system and brought everyone along for the journey is one of the to build upon and fine-tune to make Metrolink even better. things I’m most proud of.” There were times when I honestly thought ‘how are we going Allowing this to happen has been clear ownership and to deliver this?’ We never had the luxury of drawing the accountability, Coleman maintains, expressing the three programmes out – we committed to it, we had to do it. That’s cornerstones of Metrolink: “Have a good plan, be flexible where a lot of the innovation came in. and be innovative. It’s all about the people at the end of the “The experts in the Network Expansion team that day, but also not being afraid to ask for help when required. committed to solving problems and finding solutions to hit Align all those things and you can achieve anything.”

2014 - December 2014 - December 2015 - March 2015 - April

The new section of line A record is broken with Free Wi-Fi is rolled out on Safety and security opens through the 30m annual passenger Metrolink trams. is boosted across Deansgate-Castlefield journeys recorded the network with stop. on Metrolink. the launch of the TravelSafe Unit.

25 years of Metrolink ❚ 19 Metrolink @25 2CC: The final jigsaw piece t first glance, the 1.3km (0.8-mile) Second City This new cross-city link is significant because until now all Crossing that opened on 26 February 2017 might services have had to funnel through the line between Piccadilly A seem almost trivial when placed alongside all the Gardens and Market Street and as the number and variety of other new Metrolink lines and multi-million pound projects services have steadily increased, this route has become an seen since the start of the decade. Yet the final GBP165m increasing bottleneck. Former TfGM Metrolink Director Peter piece of the Big Bang jigsaw is essential in unlocking capacity Cushing described the new line as “vital for Metrolink’s future”. and preparing Metrolink for future growth to take it well Although it does serve a new stop at Exchange Square, beyond the near 38m passengers seen in the year 2016-17. what’s been dubbed ‘2CC’ is really about two things: capacity and resilience. For the first time, Metrolink has alternative routes through the key city centre section to call on in times of disruption and peak demand. It is also part of the wider ‘Project Grow’ urban regeneration programme which is seeing major investment into new office, retail and public spaces as well as bus priority measures on 40km (25 miles) of cross-city routes, new cyclepaths and major rail improvements. The opening of 2CC effectively completes the GBP1.5bn Big Bang that has made Metrolink the UK’s largest LRT network. Following an application for a Transport and Works Act Order in 2012, physical work began in early 2014. The route runs from Lower Mosley Street, through St Peter’s Square, and along Princess, Cross and Corporation Streets, to rejoin the existing network near the important Victoria station. Although itself relatively short, 2CC was finished in two distinct stages, the first being the 600m from Victoria to Exchange Square. This opened in December 2015, more than a year before the complete through route carried its initial services.

Above: 2CC works in St Peter’s Square in May 2014.

Right: The award-winning stop in Exchange Square is a new landmark in central Manchester.

“We have infrastructure that we’ve spent a lot of money on that we can now make the most of over the next few years.” Danny Vaughan

2015 - September 2015 - December 2016 - August 2016 - October

Completion of major The first phase of the St Peter’s Square stop, A record-breaking month works see the city centre Second City Crossing also newly transformed, as 3.3m passenger Deansgate-Castlefield is completed with the re-opens to passengers. journeys are made across stop transformed. opening of Exchange the network over 31 days. Square stop.

20 ❚ 25 years of Metrolink The ‘living wall’ at the Deansgate-Castlefield stop is just part of the On the elevated platforms at Deansgate-Castlefield a ‘sky garden’ oasis created in this area of the city. greets passengers, having been installed in 2015.

Perhaps the most visible implementation has taken place in One of the first benefits shown by 2CC has been proof of St Peter’s Square, where the existing two-track layout has been the increase in resilience. Explains Vaughan, “for example, replaced with four lines. This included the demolition of the we had some traffic problems in the city centre recently and existing stop, with the new one sited closer to the Art Gallery; we could divert trams though the alternative route, so we’ll the new platforms were prefabricated and lifted in by crane. always have two routes through the city centre. The reconstruction of St Peter’s Square also required a more “But I don’t think we’ve utilised 2CC to anywhere near its general remodelling of this open space, which included maximum capacity, so we’re planning to eventually bring moving the Grade II-listed war memorial to a new site. Airport services which currently terminate at Deansgate- For part of the construction period St Peter’s Square Castlefield across the city to terminate at Victoria.” stop was closed – at other times it was limited to single-line Vaughan says it is hoped “that happens very early in 2018, operation. At no point could the existing connection ever and soon after we hope to increase the frequency on the be severed, so traditional railway ‘token’ systems were Ashton line to six minutes from the 12 minutes it is today.” introduced, alongside new training for drivers and One result of that rejig, when it comes, will be control room staff. Traffic lights were reconfigured helping to facilitate Metrolink’s continued growth in to allow a minute’s throughput between signals DID YOU KNOW? patronage: “By the end of 2018 we’ll probably be and an impressive minimum of ten trams per hour 255 human remains somewhere between 42m and 43m passengers in each direction was still delivered during the were unearthed from per year,” Vaughan says, “and that will grow an old graveyard year-long works. again the following year to about 45m if our during 2CC works – For the Deansgate-Castlefield works, the all were subsequently projections are accurate. The year after we open programmed service was bettered further, seeing reinterred. the Trafford Park line, so that marks another step 15 trams per hour, per direction, allowing massive change. By 2021 or 2022 we could have almost 50 cost-savings and equally important huge reductions in million passengers a year on Metrolink.” potential lost revenue. All of this complex work was largely invisible to the customer, despite the need for operational Tram every 90 seconds changes and tweaks on an almost daily basis. All overseen by Once the 5.5km (3.4-mile) Pomona – intu Trafford Park line is CCTV and the control room, safety was never compromised open, Vaughan points out, the city centre will “have a tram despite such challenging operational circumstances. every 90 seconds, in each direction, which is a phenomenal Although the public opening took place in February, the amount of vehicles. So you can imagine that puts a huge line was physically complete for trial runs in December 2016. amount of strain on the traffic signals where we come off the network, but also on the network itself.” Finishing the jigsaw Some of those network constraints are to do with Piccadilly Completion of 2CC effectively marks the end of the third – which given that it sees trams running through to Ashton, phase of expansion, bringing with it many service changes. as well as being the terminus for Bury and MediaCityUK, has The Airport service is extended by a stop to Deansgate- limited capacity to be a turning point for trams from the south. Castlefield (the former G-Mex stop) and the Rochdale Vaughan describes the challenge well: “There is a service has been expanded from its former terminus at perception that Piccadilly is a desirable place to go to Exchange Square to run through St Peter’s Square and because a lot of the heavy rail connections are there. But on to East Didsbury. in fact our surveys and patronage analysis suggest that it’s “2017 has been a big year with the opening of 2CC and a St Peter’s Square that is the most popular stop… trying to changeover in operators,” says Danny Vaughan, Transport balance the demands of getting people from all points of for Greater Manchester’s Head of Metrolink. “But the big the network to all points on the network where they might opportunity now is that we have a steady state. We have need to go is quite difficult – we only have 120 trams.” infrastructure that we’ve spent a lot of money on that we can “Our goal is to make it easy for passengers to interchange now make the most of over the next few years.” at key points on the network so they can go anywhere."

2016 - October 2016 - October 2016 - November 2016 - November

Legal powers are granted To celebrate the success Metrolink’s smart ticketing GBP2.1m Government for the Trafford Park line. of Team GB and mobile app celebrates its funding is awarded to ParalympicsGB at Rio first birthday with 45 000 develop a business case 2016, Metrolink wraps a registered customers. for the Airport ‘Western tram in a special gold livery. Loop’ extension.

25 years of Metrolink ❚ 21 Metrolink @ 25 Aodvert rial Beginning a new chapter hen we got confirmation that KeolisAmey Metrolink This is because Keolis and (KAM) had been successful in its bid to operate Amey, as a partnership, are W Metrolink, it was a moment of immense pride. able to combine world-class Metrolink has undergone an incredible expansion, tripling in operational experience size over the past ten years to become the UK’s largest network. with a wealth of expertise My previous role had been Chief Operating Officer at in how to manage the Yarra Trams in Melbourne, Australia – the largest light rail network’s assets – the trams, Aline Frantzen, system in the world. So when I first came to the UK at the escalators, overhead lines MD, KeolisAmey Metrolink. KAM beginning of 2017, I took the opportunity to look at the and so on – so we can network through the lens of that operational experience and move towards an asset I was deeply impressed with how well it had been designed. management programme of predicting and preventing Transport for Greater Manchester (TfGM) has created issues rather than reacting and repairing. a network that has put two fundamental areas of the We are clear that this is a long-term journey. It is one we are customer experience at the heart of the design – safety embarking on methodically, bringing in the best knowledge and accessibility. As an operator, it is refreshing to see that and experience from our shareholders to ensure that, ten years consideration weaved so thoroughly into the design. from now, the network is in even better shape than it is now. “Thinking like a customer” is at the core of KAM’s We’ve already invested over 5000 man-hours with key methodology and I am pleased that our partnership with partners to increase the resilience of the network by improving TfGM means that we can play a proactive role in driving the fibre optic network that underpins key communications the cultural and operational changes that will allow us systems. We’ve backed this up through other contingencies to enhance people’s journeys and grow patronage by – such as mobile phones for our drivers and customer service delivering comfortable, reliable and secure journeys. teams – to ensure we can keep in touch if something does go We are lucky because, in TfGM, we have a client with a wrong. Our goal is simple: to keep people moving. clear vision of what it wants to achieve and a network moving Since we took the reins, we have introduced over 900 hours into a ‘steady state’ position as we come to the end of the of support from our TravelSafe Officers to provide a robust Big Bang expansion programme. We now have a fantastic response to tackling anti-social behaviour. We have also opportunity to build on that GBP1.5bn (EUR1.7bn) investment provided over 30 additional Customer Service Representatives and really focus on the quality of the service we can provide. and have higher targets around cleanliness to create a more This has been simplified by a new contract that brings all welcoming environment for our customers. areas of the operations and maintenance under the wing We also have the opportunity to invest in people, and of a single organisation, KAM, which has enabled us to put will be looking to employ people in 300 new roles across our arms around the network as a whole and harmonise the the life of the contract, with a clear commitment to recruit processes and practices we use in day-to-day operations. locally and improve the gender and diversity balance in the This also means that TfGM has been able to raise the bar business so we can confidently say our employees reflect the on an already high-performing network and set us some communities we serve. stringent targets. New operational measures such as ‘excess I am pleased to be working with a fantastic team who are waiting time’ will mean we don’t lose focus on the basics of all hungry for the opportunities the next decade offers us. providing a reliable service, which we are backing up with a Metrolink is a great network with a fantastic legacy and we new approach to how we manage the infrastructure. are proud to be part of its story.

“Metrolink is a great network with a fantastic legacy and we are proud to be part of its story.” Aline Frantzen – Managing Director, KAM

MAKING METROLINK EVEN BETTER

900 additional hours of TravelSafe Officers to make the network safer Over 1km fibre-optic cable replaced to make the network more resilient 300 new jobs (including apprenticeships) to be created over the life of the contract The new contract includes tougher customer experience The revised layout at Victoria station is just one area that will ease targets – it’s not just about trams running on time. the flow of passengers across the network. P. McMullin/KAM

22 ❚ 25 years of Metrolink The scale of MPT’s work is extensive, as this aerial view Creating a legacy of the Trafford Park depot that opened in 2011 for the future shows. MPT hile the openings of each new extension have been integrated joint venture of Laing O’Rourke and VolkerRail the most public causes for celebration, the design have decades of combined experience of civils, structures, W and construction phases of such large elements of buildings, highways and rail engineering.” new urban infrastructure in such a short period of time have While Laing O’Rourke has provided the core senior shown impressive collaborative working. leadership, significant cross-fertilisation has enhanced MPT The MPT consortium is the organisation responsible process and practice, incorporating specific aspects from for this near incredible decade-long engineering feat. the other two: “Within our projects, it is often impossible to tell The partnership of Laing O’Rourke, VolkerRail and Thales who is employed by who. This is testament to the individual has delivered Phase 3 (at the time, the UK’s third-biggest MPT character.” engineering design project after the 2012 Olympics and Managing such a complex, multi-year, multi-location Crossrail) and recently began work on the forthcoming programme has obviously involved close collaboration Trafford Park line, as Project Director Bryan Glass and between not only the consortium partners, but also Technical Director Peter Jones explain. with the client Transport for Greater Manchester (TfGM,) “Whilst operating as a single entity, specialist elements are local authorities and an expansive network of suppliers: provided by individual consortium partners. Thales brings “Construction of 62km [38.5 miles] of line so far through six expertise in tramway system engineering (low-voltage and Greater Manchester local authorities has been one of our communication systems, traction power and OLE), whilst an greatest challenges. Right from the scheme’s inception,

2017 - January 2017 - January 2017 - February 2017 - July

Work starts on new KeolisAmey is announced The Second City Crossing KeolisAmey Metrolink six-stop Trafford Park line. as the new operator. (2CC) opens through takes over operations and Manchester city centre. maintenance of Metrolink.

25 years of Metrolink ❚ 23 Metrolink @25

MPT established a core Manchester-based team of key personnel from each of the partners, some having already built a trusted relationship with TfGM and having a proven track record on previous Metrolink phases. “This core team has been instrumental in co-ordinating the projects, with up to five multi-million pound schemes underway at any one time. They helped to ensure that the MPT standard was being achieved consistently across each line.” Collaborative working On such a long timeline, and given the major investment involved, the importance of trusted relationships is key. MPT takes pride in its work supporting TfGM through careful design consideration and optioneering: “Whilst the general route alignment of each line is set through the Transport and Works Act Order (TWAO), MPT has worked with TfGM through a process of value management to develop a scope that aligned with the available capital budgets. This has focused on innovative engineering solutions to provide the optimum capex/opex balance, DID YOU KNOW? developing cost-effective infrastructure whilst The Big Bang saw complying with the wider socio-economic plan 57 new stops built, 3 for each extension.” over 164 500m of “MPT has passed on these benefits through concrete laid and These value management processes include both time and cost savings. Delivering each over 14.5m man the location and layout of tramstops, structures, hours of labour. extension on time and within budget, we were track alignment and arrangement and the able to demonstrate that transfer of learning. tramway/highway interface, to achieve the optimum As the Public-Private relationship has matured finished result with minimal disruption. over time, our ‘project first’ outlook has given TfGM Bryan and Peter add: “MPT has design responsibility for further confidence to progress with a fully-integrated the scheme but has some flexibility to develop the detailed delivery approach. design. The local authorities ultimately approve the final details “We are also very proud of our approach to stakeholder as the TWAO sets the criteria for planning consent on aspects engagement and our commitment to the communities in such as environmental impact and visual appearance.” which we work. We appreciate that construction causes Bringing together accomplished international partners a level of apprehension, but by maintaining effective has brought many benefits, including ‘best in class’ project channels of communication these concerns can more often management and safety performance, Bryan and Peter be positively addressed. contend: “For example, we utilise Thales’ experience for “Being able to engage with local schools like Manchester working in and around high-voltage systems and VolkerRail Enterprise Academy and Tyntesfield Primary School has processes for rail-mounted equipment. We have also provided a real opportunity for us to make an impression on employed safety initiatives initially trialled in Laing O’Rourke’s those who may be interested in a future in construction, whilst Australian business. Similarly, the compliance assurance hopefully helping to make each project a little safer by raising systems employed by the consortium are based on those awareness amongst curious young children. Some of our used by Thales within the defence industry.” young engineers have also acted as mentors at local colleges. The importance of continuity cannot be underestimated, “Local community centres and hospitals such as those in the pair add, building up a solid base that extends to the Wythenshawe have welcomed us creating green spaces consortium’s links within the wider community: “It’s been an for locals to enjoy and we are delighted to have been able incredible journey over the last nine years. We have added to raise large sums for two local charities. The ‘Allotment 57 new stops so far and helped create the largest light rail Challenge’ to promote World Food Day featured teams from system in the UK, the various extensions competing to see who best followed one that provides the ‘Good Life’. Food grown on the sites was shared with a world-class locals or donated to food banks.” “Engaging with transportation system. local schools has “In construction, Innovative techniques the opportunity to Staying at the cutting-edge of construction technology has provided a real develop a stable allowed MPT to deliver cost savings too, including modular business competence pre-fabricated elements that bring consistently high levels opportunity to is notoriously difficult of quality through pre-assembly off-site: “The capability of make an impression but the phased our in-house partner Explore Manufacturing has enabled expansion of Metrolink us to use Design for Manufacture & Assembly techniques for on those interested has allowed us to much of the tram infrastructure. By standardising tramstops in construction, develop a strong and equipment rooms, for example, and subsequently relationship with a developing a series of pre-cast components, we have whilst hopefully single client, enabling freed up time for other trade activities to be completed. continuous learning This reduces overall programme time and maximises safety helping to make in both delivery to our delivery teams. each project safer.” and successful “Elsewhere, pre-assembly of the two motorway bridges Peter Jones, MPT collaborative working. was completed alongside the alignment and they were This doesn’t happen then transported into position during weekend closures. overnight. This reduced the amount of traffic management required.”

24 ❚ 25 years of Metrolink One of the physical legacies of Metrolink’s expansion is the integrated trees into the platforms – the bespoke shelter at variety of new landmarks around Greater Manchester, some Exchange Square certainly stands out in Metrolink yellow! of which are more obvious than others… “A new garden oasis at the existing Deansgate-Castlefield “Each extension has its own examples, from 22km [13.7 miles] stop was extensively re-modelled to provide a new ‘floating’ of abandoned Network Rail line that has been re-used and stair access, while a ‘living wall’ with glazed lift improve the 100 new and refurbished structures along the Oldham access and initiate regeneration in this part of the city.” – Rochdale line, to the large single-span crossing of the MPT has frequently stated that one of its key achievements Manchester – Leeds main line at Rochdale. is ‘leaving a legacy, without leaving a footprint’, one of the “Landmark structures on the Airport line included a prominent achievements in the eyes of both Bryan and Peter: 230m-long steel-beam viaduct across the Mersey Valley Site “The now iconic yellow tram is recognised internationally of Special Scientific Interest, two new 54m bridges across the and so now is MPT, having received many accolades at the M60 and M56 motorways installed over weekend closures Global Light Rail Awards, the National Rail Awards and the and the new tram terminus adjacent to the Network Rail stop British Construction Industry Awards. within Manchester Airport. Currently 242 000 people use the “These reflect the fantastic commitment and professional Airport line service each month. approach of this project team and our relationships between “Most recently, the Second City Crossing involved a public sector client and private enterprise. the relocation of St Peter’s Church Cross along with the “This is what will be at the centre of most people’s regeneration of St Peter’s Square outside the Town Hall which memories of working for MPT.”

Above: The Explore Industrial Park in Nottinghamshire is the birthplace of many of Metrolink’s tramstops and equipment, pre-cast and delivered to Manchester for simple, cost-effective assembly. MPT

Left: The 508-tonne bridge to carry Metrolink over the M60 motorway was installed in just 16 hours, having been pre-assembled on site. MPT

25 years of Metrolink ❚ 25 Metrolink @25 Metrolink’s vital role in the creation of a ‘world-class city’

n his opening address at the 2017 UK Light Rail (EUR63.5bn) per annum, the area accounts for around 40% Conference, Transport for Greater Manchester’s Dr Jon of the North-West total and Lamonte says “we’ve got some of I Lamonte referenced the region’s illustrious history – but the highest growth rates outside London right now. also its major ambitions for the future. “There are 1.4 million people employed in over 100 000 TfGM’s Chief Executive explained that in the northern businesses and we’re looking for an extra 200 000 to join the English city “we like to think of ourselves as the birthplace of employment field over the years to 2035. What does it mean the industrial revolution, but we also occupy a proud space for transport? That’s the key thing. It means that by 2040 we’re in arts and science and politics, music, and sport – but today, expecting an extra 800 000 journeys per day.” what we combine with all that great heritage is a sense that It is a major challenge. Part of the answer of how that will be we want to be one of the top flight world cities by 2025.” dealt with is through the regional devolution that saw Greater That is a major statement of intent, even for a city that has Manchester’s first elected mayor chosen in May 2017: the first seen significant regeneration in recent years, and a step that occupant of the post is the Labour party’s Andy Burnham, a will only be possible with efficient and high-capacity urban former Member of Parliament and government minister. transport links. Although that process has been underway Lamonte describes Manchester’s deal as “probably the now for over 25 years with the development of Metrolink, most ambitious devolution agreement in the country”. Greater Manchester’s ongoing expansion will mean further Transport is a key part of that. TfGM’s Chief Executive transformation will be essential to keep pace in future. describes this as creating “challenges as well as opportunities”, Indeed, Dr Lamonte pointed out that while the current and says it is “essential that we really drive that agenda if population is roughly 2.8 million, “we’ll certainly be well over we’re going to have a really good integrated, sustainable three million by 2040... the city region itself is changing a lot.” and accessible transport network. That’s why we’ve started Some of that change comes through new demographics. on a long-term journey that’s called our 2040 strategy – we For while across the conurbation the population is ageing, a are changing our vision for Greater Manchester to one based situation mirrored in many parts of the country, he says that around world-class connections, long-term sustainable in the regional centre “that’s quite the reverse, it’s actually economic growth and access to opportunity for all. the young people that are coming here in droves and “We’ve got to provide people with convenient, accessible making their lives here”. travel choices. We need to connect people with those Greater Manchester’s influence can be felt in pure financial opportunities in a way that doesn’t add to congestion, or harm terms too: with an economy generating around GBP56bn people’s health, and they are real and immediate challenges.

“We’ll certainly be well over three million population by 2040, and the city region itself is changing a lot... with young people coming here in droves and making their lives here”. Dr Jon Lamonte

In an address to the UK Light Rail Conference, held in the city in July in July 2017, TfGM Chief Executive Dr Jon Lamonte spoke enthusiastically of Metrolink’s ever-growing role in increasing social inclusion and access to employment for millions of passengers each year.

26 ❚ 25 years of Metrolink Metrolink 3066 in the rebuilt St Peter’s Square in July 2017; the light rail system is now firmly established as another landmark in the UK’s North-West.

DID YOU KNOW? “In practice it’s about making people’s lives A house just 500m Yet devolution brings new powers. On the roads, easier and enriching communities. That means from a Metrolink stop TfGM now has responsibility for a ‘Key Route fewer trips made by car, more journeys made commands a 4.6% Network’ of primary highways totalling around by bike and on foot, far better public transport premium over one 600km (approaching 400 miles). On buses, and neighbourhoods that are safe, attractive 1500m away. TfGM is currently investigating the opportunities and accessible. for new ways of working; under devolution and the “So what does that look like at the moment? UK’s new Bus Services Bill, it will be possible in future The reality is that only 11% of trips in Greater Manchester for Manchester to franchise its bus services along the are made by public transport right now; about 60% are lines of those in London – currently something only done in made by car. But 31% of people in Greater Manchester the UK capital. Similarly, devolution brings the possibility of don’t have access to a car, and 37% of jobseekers talk about taking over the management of local heavy rail stations on lack of access to transport as one of the real barriers to the Network Rail system. getting a job. So we’ve got to make the public transport offer Manchester is also a key part of the planned ‘Northern far more attractive.” Powerhouse Rail’ being promoted by the body Transport for the North, which is to link northern centres – and Devolving powers Manchester Airport – through better transport connections, In its current form, the public transport body for the both rail and road. conurbation dates from 2011. Through its governing Transport With the UK’s High Speed 2 rail line from London also for Greater Manchester Committee, TfGM reports into the planned to reach Manchester (perhaps by 2032), the prospect Greater Manchester Combined Authority, which was also is raised of far better inter-city and inter-regional transport formed in 2011 and unites the various local authorities in the links, feeding into the regional and city centre networks. region under an umbrella body. In its vision for 2040, TfGM outlines a network encompassing However, TfGM’s history goes back much further: even HS2, next-generation urban rail, and improved buses. further back than the Greater Manchester Passenger However, it’s also clear that Metrolink will continue to play the Transport Executive (GMPTE), which was responsible for vital role it has increasingly done now for more than 25 years the creation of Metrolink from its initial proposal, through in an ever-more co-ordinated multi-modal transport mix. opening, and up until the formation of TfGM. GMPTE had As Dr Lamonte concluded in his presentation at the UK been formed in 1974 when the new county of Greater Light Rail Conference: “We want Greater Manchester to be Manchester was itself created; the Passenger Transport a world leader in transport innovation; we need to use all the Executive was itself successor to a predecessor organisation technology that’s out there to make better use of capacity, for the local counties, SELNEC. be more efficient, be more resilient, and be safer.”

25 years of Metrolink ❚ 27 Metrolink @25

Above: Ever more of the legacies of Metrolink’s heavy rail origins are being removed as the network expands, although in some places its Future Metrolink history is still evident. ow the Big Bang is complete, Head of Metrolink Danny included in the TIF bid proposals, rejected in the December Vaughan argues that “the biggest opportunity is to 2008 referendum, a later scheme prioritisation exercise saw N get Metrolink operating as reliably as we can and the line excluded from phase 3b. really to grow the revenue base and passenger numbers.” Following the granting of construction powers in October After a period of expansion that started with the extension 2016, work started on the new route in January 2017. to MediaCityUK in 2010, and when “there was a period of Building work is expected to take four years and completion time in 2014 where we had some new piece of infrastructure of the Trafford Park line (TPL) will bring the size of the opening every couple of months” the expanded network Metrolink network to 103km (64 miles), with 99 stops. now faces a period of comparative stability. When finished the 5.5km (3.4-mile) route will add stops Says Vaughan: “Looking back over the last 12 months we’re provisionally named Wharfside (located at the edge of at 40 million passengers carried on the network each year Trafford Park), Imperial War Museum North, Village (on Village now. In 2010 that was just around the 20m mark. So we’ve Way), Parkway (on the Parkway Circle roundabout), Event doubled patronage and the current challenge is to try and City, and Trafford Centre. Parkway stop is to include a park- balance that service across Manchester and deliver the and-ride facility, with roughly 200 parking spaces. trams as often as we can to where people want them. The GBP350m project will diverge from the existing network “We’ve seen very strong growth on the South Manchester at Pomona on the Eccles line on segregated formation; the line to East Didsbury and the older Altrincham and Bury lines, junction was already taken account of in the construction so now we need to utilise the fleet we have in the best way of the stop. In terms of bringing Metrolink to parts that are possible to give the most capacity for passengers to get a currently not served, TfGM claims the line will provide better place on the tram on the way to work in the mornings.” access to Europe’s largest trading estate, with there being more than 1300 businesses and 35 000 people employed Trafford Park in the Trafford Park area. It will also provide another stop Despite the need for network consolidation, Metrolink never to serve Old Trafford football stadium, which is already stands still and the next expansion stage is already underway. accessible from the Altrincham – Bury line on the other side Consultation in 2014 established that 89% of those who of the A56 road. responded were in favour of a line to Trafford Park, fulfilling an Construction is being delivered by the MPT and WSP ambition that dates back over two decades. partnership that has proved so effective with the rest of Statutory powers to construct and operate such a line were Metrolink’s recent projects, with work so far including laying first acquired under the Greater Manchester (Light Rapid a major new gas main as part of utility diversions. Overall it Transit System) Act 1992 and the Greater Manchester (Light is expected that up to 40 ducts and pipes will be relaid, with Rapid Transit System) (Trafford Park) Order 2001. Although trench work totalling 3.2km (two miles).

28 ❚ 25 years of Metrolink Above: Pomona stop on the Eccles line; it is from here that the new As in the case of the construction of Pomona stop, the Trafford Park line will diverge. Services are planned to begin in requirement for vehicles for the new line has already been late 2020. taken account of in previous orders for M5000 trams – and so Below: The South Manchester line terminus at East Didsbury, no further new vehicles are needed for line. looking south towards Stockport. Could this offer a future new Metrolink route? Further expansion Thinking beyond the TPL, Vaughan says he thinks “towards the end of the year, or relatively early in 2018, we’ll come up with our next series of prioritised investments and there are some small ones in the pipeline. The network has grown to an extent that significant investment would be needed to expand it any further, but there are some realistic plans on the table.” As may be expected from a representative of a transport organisation charged with overseeing much more than simply trams, Vaughan is also clear that modal integration will be key as trams cannot carry everyone, and extensions may not always be viable. Even so, aspirations for the future do exist: “We’re often asked, ‘is there going to be a Metrolink phase 4?’ The answer is, probably,” Vaughan explains. The strategy for 2040 will include “a rapid DID YOU KNOW? transit strategy, so we’ll need to look at A total of 4400 improvements in public transport overall to overhead line structures achieve greater integration. It’s not the answer across the network support 194km to always build a railway, it’s to make the most western loop would complete the circle of the (120.5 miles) of of the other modes that we have around the overhead line. Airport line.” highway network, buses, the existing rail network That would include Metrolink reaching and Metrolink. Manchester Airport’s Terminal Two rather than “We do need to improve and enhance capacity, running only to the dedicated Airport station it and that might be buying more trams, and there’s currently shares with heavy rail services. The new line possible extensions as well. We could extend the Trafford could also take in the major hospital at Wythenshawe (part Park line to Port Salford, that’s a very real possibility [a new of the University Hospital of South Manchester), as well as vertical lifting bridge into the new commercial site, owned potentially providing a connection to future High Speed 2 by Peel Ports has been future-proofed for Metrolink], and a rail services.

25 years of Metrolink ❚ 29 Metrolink @25

Under a major UK scheme it is intended that in the 2030s, lots of routes possible on that front. But I think ultimately for as part of HS2’s stage 2b, Manchester Airport will gain a Manchester, if we are to grow the way we are planning to, stop on the new heavy rail corridor connecting the North then we might even consider in the very far flung future an to Birmingham and London. That is in addition to HS2 underground line, or possibly two, if we can get the level of services running into the city itself. investment that London gets in terms of Crossrail.” While any underground line might be a lot further off, Tram-train Vaughan suggests that rather than waiting for the outcome Pure tramway expansion is not the end of future ambitions. of the UK’s Sheffield tram-train pilot and then progressing One possibility under serious consideration is tram-train, the mode in the middle of the next decade: “We can despite the fact that as yet, the UK’s tram-train pilot project in do something much sooner than that… we can already Sheffield has not even begun offering public services. learn lessons from Sheffield and I think Manchester can However, the potential adoption of tram-train is not new independently shape its plans for tram-train, and the only thinking for TfGM: the organisation produced a report in question for us will be about securing funding. I am sure that November 2013 into the concept, raising the possibility the South Yorkshire pilot will ultimately be a success in its of adopting the technology on various routes including own right, and I think Manchester tram-train schemes can be Manchester to Marple; Manchester to Glossop; Manchester to successful too.” Wigan via Atherton; and Stockport to Altrincham. Such moves Whatever the precise details of the next steps that are might even free up existing M5000 trams (see panel). expected to be decided upon soon, some things are already The ambition is to connect Greater Manchester’s now clear: public transport is key to Greater Manchester’s future extensively developed tramway with a wider rail network that plans for its thriving conurbation, and the current and recent has evolved ever since the 19th Century and which connects projects are unlikely to be the last. outlying towns that are not on Metrolink. In its strategy for Given the predictions of Greater Manchester’s continuing 2040, TfGM identifies tram-train as offering “the potential to population and economic growth, it seems that the area’s deliver metro services to more areas without building new rail public transport passenger figures are almost certainly going lines. A tram-train approach can help to improve access to to follow suit. Following the investment of the last quarter- the core of the city centre at peak and off-peak times, while century, and with more on the way, Metrolink is now well also releasing valuable capacity on the heavy rail network.” placed to offer a sound basis in making that possible. TfGM’s Danny Vaughan told TAUT that “tram-train is a Who now could imagine this city without this service? significant option for us. It gives Metrolink a greater reach and In time, perhaps the Big Bang will appear only to have utilises existing railway infrastructure a lot better. So there’s been the start…

30 ❚ 25 years of Metrolink Courtesy of TfGM

Future fleets

Where next for the fleet on a system that vehicles for that might allow the cascading continues to expand – and which continues of existing trams to allow double pairs to run to grow its passenger numbers? Vehicles are elsewhere. However, he stresses that this is not already sometimes run in double pairs – so an imminent problem: “I don’t think we need could the future mean acquiring longer to do that yet… it becomes a problem in future vehicles, or running them in threes? Such years as demand continues to grow and we action could have wider consequences too, grow the system. At that stage the answer for such as having to lengthen platforms… us might lie in tram-train.” “There are options,” says TfGM Head of To a certain extent, of course, Manchester’s Metrolink Danny Vaughan. “We run double rolling stock choices have already been consists already, largely on the busiest routes determined by history – in particular the or for special events for example. That gives us selection of high-floor rather than low-floor, some flexibility, but we’re looking to utilise the which has now manifested itself across platforms In July 2017 Head of Metrolink fleet to 90% of its capacity to have almost all and vehicles. In a world where builders are Danny Vaughan gave the tantalising prospect of a potential the trams out on a daily basis just serving the offering standardised low-floor trams and high- future underground Metrolink line. day-to-day needs of the passengers. floor is not the norm, is that a disadvantage? “We could extend the trams by adding “I think that may be a disadvantage for in further sections, but that’s probably Manchester,” accepts Vaughan, “but I don’t “We get asked: unlikely. Where our future might lie is in the think we'll ever be able to go back on a decision investigations we’re doing into tram-train made in the 1980s when times were different. ‘Is there going to options. If we are successful in running a pilot “Low-floor vehicles, in my experience, can scheme in the next few years it’s quite likely tend to be quite difficult to maintain… be a phase 4?’ that the next generation of rolling stock we buy I’m pleased with the reliability of the M5000 The answer is, would be tram-train stock.” fleet, but it does slightly limit our options for As an example, Vaughan suggests that a the future. Having said that, Metrolink does probably.” tram-train line might coincide in part with the lend itself to tram-train options because you current Altrincham route – and acquisition of wouldn’t have to have dual floor heights.” Danny Vaughan

25 years of Metrolink ❚ 31 Delivering a world-class light rail system for Metrolink across Greater Manchester

Since 2008 MPT has worked collaboratively with Transport for Greater Manchester to sucessfully deliver the Phase 3 extension of the Manchester Metrolink with over 60km of new track and 57 new tram stops. MPT is currently delivering the Trafford Park Line extension.

Contact: Bryan Glass, Operations Director e: [email protected]

MPT advert Metrolink supplement 17.indd 1 01/11/2017 12:11