Manchester Metrolink, United Kingdom

A £500 million package for large-scale expansion of the Manchester Metrolink has been approved by the UK government. The UK's third largest city now has what is regarded as a model of integrated transport. Its light rail system is already reducing car usage by 5 million journeys a year.

The government is contributing half the cost of 38.5km (23.9 miles) of extensions to Manchester Airport, Ashton-under-Lyne and Rochdale via Oldham, with the balance met by the private sector and ten local authorities.

After many years of planning, the first phase of Metrolink was opened between April and June 1992. The original route followed a north-south axis, from Bury to Altrincham via the city centre, with a short spur to the main city centre bus interchange in Piccadilly Gardens, and Piccadilly station, the major rail terminus.

The first phase cost £145 million, of which £69 million came from the Greater Manchester Passenger Transportation Authority, £48 million from the government and the balance in European grants.

THE PROJECT

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

In 1997, Metrolink was taken over by a division of Serco, a major supplier of testing facilities and equipment to the rail industry. However, construction and operation of the Eccles extension was contracted to Altram (Manchester). The 7.5km (4.5 mile) extension cost £110 million, with nearly 40 per cent of the cost raised from the private sector through cash and land gifts, and the fee for the concession for operation of the extended network.

INFRASTRUCTURE

On phase 1 routes, to Bury and Altrincham via Manchester city centre, nearly all of the route followed former heavy rail alignments. A small section of on-street track in the city centre linked the two old rail routes, with a new connection between the city's main rail terminals – Piccadilly and Victoria.

The Eccles and Salford Quays lines are on new alignment. Future extensions to Oldham, Rochdale and Ashton will take over existing railways, the Didsbury line disused trackbed and the airport and Trafford Park routes.

ROLLING STOCK

The original tranche of 26 articulated two-car tram sets came from several suppliers, delivered in sections and re-assembled at the Queen's Road operations and maintenance centre.

The articulated bodies and bogies for the trains were assembled at the Firema factory in Milan, Italy, under contract to Alstom. Alstom built the vehicles' wheels and axles in Salzgitter, Germany. Other components were UK-made, including electric motors (Alstom, Preston) and pantographs (Brecknell Willis, Chard, Somerset.) Maximum speeds are 80km/h (50mph) along former rail alignments and 48km/h (30mph) on the on-street sections. Six new twin-car units are dedicated to the new extensions to Salford Quays and Eccles.

SIGNALLING AND COMMUNICATIONS

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

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

THE FUTURE

A final system of 100km (62mph) is envisaged. The new link to the expanding Manchester Airport is seen as vital to the Metrolink 2000 strategy. Efforts are being made to persuade the developers and tenants of the major Trafford Park retail complex on the east side of the city to contribute funding to a direct link off the present Altrincham line.