“It is a starter pistol for a marathon civil engineering project that is an essential part of the Metrolink expansion,” says TfGM Committee Chairman Andrew Fender, emphasising the economic benefits that the 2CC will bring to Greater Manchester.
TfGM Metrolink Director Peter Cushing, meanwhile, describes it as “a significant piece of work, and not without its challenges”, adding: “But we have learned a huge amount, successfully delivering new street-running lines to Ashton, Oldham and Rochdale town centres and to Wythenshawe and Manchester Airport. And we will be drawing on this experience to keep disruption to an absolute minimum.”
The 2CC will do pretty much ‘what it says on the tin’, providing greater capacity through the city, and in turn allowing Metrolink to run more frequent services across the network.
In conjunction with the building of the 2CC, Metrolink will add a Shaw and Crompton-Exchange Square service in 2015. It hopes to complete construction work by 2017 at the latest (depending on funding).
The current focus is very much on expanding the system to meet Greater Manchester’s public transport needs, rather than doubling up capacity on any more services.
TfGM says it wants to commission new vehicles as soon as possible, but adds: “As they have been ordered for the network’s ongoing expansion, this process is closely linked to bringing new lines into service, such as East Didsbury and Ashton.”
Nevertheless, TfGM’s £200 million investment in its new M5000 trams will (once complete) provide 62 new units to serve the new lines launched under the Metrolink expansion scheme, and an additional 32 new trams to replace all of the network’s original trams.
Over time, these original trams have become significantly less reliable, and prone to faults that lead to service disruption. TfGM says that the number of vehicle faults affecting services has decreased as more of the new M5000s are introduced.
The new trams are being supplied by a consortium of Bombardier Transportation and Vossloh Kiepe.
Bombardier assembles the trams in Vienna, while Vossloh Kiepe supplies the propulsion equipment from its factory in Düsseldorf. Both consortium members are also actively involved in the testing and commissioning of the vehicles in Manchester.
The M5000s will become the standard tram on the Metrolink network, replacing the remaining T-68 and T-68A models that launched the system in 1992, and which were established as the standard rolling stock for the first 17 years of the Metrolink network.
The two-car vehicles, which have a capacity of either 84 or 82 seated, were the first of the ‘second-generation’ trams to enter service in the UK. By January 30, just three of the original T-68 model remained operational, while only two of the T-68A model continued in service. The first T-68 (tram 1011) was withdrawn on April 18 2012, while the first T-68A was withdrawn on April 4 2013.
The M5000, like the previous generation of T-68/T-68A trams, can operate in multiple formation. This means that when two vehicles are coupled together, capacity can be provided for more than 400 passengers.
The trams have a bright and vibrant presence in Manchester city centre, even on the bleakest days, making locals and visitors alike aware that Manchester is very much tram territory.
Yet overcrowding can still be a problem.
“As we are running all the double trams we can within the current fleet, the challenge we face is getting that balance right when demand is at its highest,” said a statement from Metrolink in January.
With an expanded and brand new fleet, the Metrolink network is well placed to deal with the demands placed on it in the future, such as the proposed coming of HS2 (with a terminus planned at Piccadilly).
A high-speed rail network can only operate with effective point-to-point transport, from front door to destination, so integration will be key.
If future developments, such as tram-trains, can be a realistic proposition for the wider city, then Metrolink will continue to retain its place as the UK’s premier light rail system
- This news article was published in RAIL 742 on 19 February 2014