Manchester Metrolink[note 1] is atram/light rail system inGreater Manchester, England.[11] The network has99 stops along 64 miles (103 km) ofstandard-gauge route,[12] making it themost extensive light rail system in the United Kingdom.[13] Over the 2024/25financial year, 46 million passenger journeys were made on the system.[2]
Metrolink is owned by the public bodyTransport for Greater Manchester (TfGM) and is part of the region'sBee Network. It is operated and maintained under contract by aKeolis/Amey consortium.[14][15]
The network consists of eight lines which radiate fromManchester city centre to termini atAltrincham,Ashton-under-Lyne,Bury,East Didsbury,Eccles,Manchester Airport,Rochdale and theTrafford Centre. It runs on a mixture ofon-street track shared with other traffic;reserved track sections segregated from other traffic, and converted former railway lines.[16]
Metrolink is operated by a fleet of 147 high-floorBombardier M5000 light rail vehicles.[17][18] Each of the nine Metrolink routes runs five trams per hour in each direction; stops with more than one route running through it will have trams arriving more frequently.[19] Services on busier lines operate as "doubles": two tram vehicles coupled together.
A light rail system for Greater Manchester emerged from the failure of the 1970sPicc-Vic tunnel scheme to obtain central government funding.[20] A light-rail scheme was proposed in 1982 as the least expensive rail-based transport solution for Manchester city centre and the surrounding Greater Manchestermetropolitan area.[21] Government approval was granted in 1988, and the network began operating services betweenBury Interchange andVictoria on 6 April 1992. Metrolink became the United Kingdom's first modernstreet-running rail system; the 1885-builtBlackpool tramway being the only first-generation tram system in the UK that had survived up to Metrolink's creation.[22]
Expansion of Metrolink has been a critical strategy of transport planners in Greater Manchester, who have overseen its development in successive projects, known as Phases 1, 2, 3a, 3b, 2CC, and Trafford Park.[23][24] The latest extension, theTrafford Park Line fromPomona toThe Trafford Centre, opened on 22 March 2020.[25][26] TheGreater Manchester Combined Authority has proposed numerous furtherexpansions of the network, including the addition oftram-train technology to extend Metrolink services onto localheavy-rail lines.[27]
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Manchester's first tram age began in 1877 with the first horse-drawn trams ofManchester Suburban Tramways Company. Electric traction was introduced in 1901, and the municipalManchester Corporation Tramways expanded across the city. By 1930, Manchester's tram network had grown to 163 route miles (262 km), making it the third-largest tram system in the United Kingdom. AfterWorld War II,electric trolleybuses andmotor buses began to be favoured by local authorities as a cheaper transport alternative, and by 1949 the last Manchester tram line was closed. Trolleybuses were withdrawn from service in 1966.[28]
Greater Manchester's railway network historically suffered from poor north–south connections because Manchester's main railway stations,Piccadilly andVictoria,[4][29] were built in the 1840s on peripheral locations outsideManchester city centre.[30][29] The central commercial district had no rail links, and over the years, several unsuccessful schemes were proposed to connect Manchester's rail termini.[31] In the 1960s, transport design studies were undertaken to address the problems of increasingtraffic congestion.[32] Many urban public transport schemes were evaluated for Manchester, including several types ofmonorail systems[33] andmetro-style systems.[34][32]
While the monorail schemes were all abandoned, a scheme to create a tunnel link gained momentum. The SELNEC Passenger Transport Executive — the body formed in 1969 to improve public transport for Manchester and its surrounding municipalities – promoted the 'Picc-Vic tunnel' project. The project was a proposal to link Piccadilly and Victoria stations via a tunnel under the city centre and enable train services to run across the Manchester conurbation.[35][36]Greater Manchester County Council (GMC) inherited the project and presented it to theUnited Kingdom Government in 1974,[37] but the council failed to secure the necessary funding,[38] and the project was abandoned in 1977.[39][40] TheCentreline shuttle bus service provided inter-station links for many years.
TheGreater Manchester Passenger Transport Executive (GMPTE), the successor to SELNEC, continued to examine possible rail link solutions.Light rail emerged in the early 1980s as a cost-effective option that could make use of existing railway lines and run through the city centre at street level, eliminating the need for costlytunnelling works.[39] A Rail Study Group, composed of officials from British Rail, GMC and GMPTE formally endorsed theProject Light Rail scheme in 1984.[30] Initial abstract proposals, based on light rail systems inNorth America andcontinental Europe,[41] illustrated a draft 62-mile (100 km) network consisting of three lines:Altrincham–Hadfield/Glossop,Bury–Marple/Rose Hill andRochdale–East Didsbury. To promote the scheme, GMPTE held a publicproof of concept demonstration in March 1987 using aDocklands Light Railway P86 train on a freight-only line adjacent toDebdale Park.[42] The Project Light Rail proposals were presented to the UK Government for taxpayer funding;[35] following route revisions in 1984 and 1987,[35][43] Project Light Rail was approved. Because of the central government's constraints on financial support for innovative transport projects, funding was granted byHM Treasury with the strict condition that the system be constructed in phases.[35] Additional taxpayer funding came from theEuropean Regional Development Fund and bank lending.[44]
Parliamentary authority to proceed with Phase 1 construction was obtained with two Acts of Parliament – the Greater Manchester (Light Rapid Transit System) Act 1988 and Greater Manchester (Light Rapid Transit System) (No. 2) Act 1988.[45]
The first phase of Metrolink involved the conversion of two suburbanheavy rail lines to light rail operation — theBury Line in the north (conversion started in July 1991) and theMSJ&AR line in the south (conversion started December 1991) — and the construction of astreet-level tramway through the city centre to connect the two.[46] Tracks were laid down along a 1.9-mile (3.1 km) route from Victoria station, viaMarket Street andSt Peter's Square to theG-Mex, with a 0.4-mile (0.64 km) branch fromPiccadilly Gardens toManchester Piccadilly station.[47][48][49] This route is now known as the First City Crossing (1CC), and it was built with network expansion in mind.[50]
A fleet of 26AnsaldoBreda T-68 light rail vehicles was procured to operate the 19.2-mile (30.9 km) network.[51] Construction was carried out by the GMA Group (a consortium ofAMEC,GM Buses,John Mowlem & Company andGEC),[52] costing £145 million (equivalent to £379 million in 2023).[53][44]
Metrolink was initially scheduled to open in September 1991, but services did not begin until 1992, when theBury Line of the Metrolink opened fromVictoria station toBury Interchange on 6 April.[54][55] The first street-level trams began running on 27 April between Victoria and G-Mex (renamedDeansgate-Castlefield in 2010), and theAltrincham Line opened on 15 June from G-Mex toAltrincham. The branch toPiccadilly station opened on 20 July.[55] Metrolink was officially opened byQueen Elizabeth II on 17 July 1992.[56][55][57]
In Phase 2, the Metrolink network was extended westwards toEccles along the new 4-mile (6.4 km)Eccles Line, as part of the 1990surban regeneration ofSalford Quays,[58] increasing the total Metrolink route length to 24 miles (39 km).[59] The extension cost £160 million (equivalent to £340 million in 2023)[53][44] and was funded by theGMPTA, the ERDF and private developers.[44][60] It was constructed 1997–99 by Altram (a consortium ofSerco,Ansaldo andJohn Laing) and six newAnsaldoBreda T-68A trams were bought to operate services on the line, but were also used in other locations across the network.[44][60][16] The line was inaugurated by Prime MinisterTony Blair on 6 December 1999[61] as far asBroadway tram stop as the street running section toEccles Interchange was completed. The Broadway–Eccles section was opened on 21 July 2000, and the complete line was officially opened byPrincess Anne on 9 January 2001.[62]
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The Phase 3 extension project, nicknamed the "Big Bang", was promoted by GMPTE and theAssociation of Greater Manchester Authorities (AGMA) in the early 2000s.[63] The project, costing £489 million (£1040 million in 2023),[53] would create four new lines: theOldham and Rochdale Line,East Manchester Line,South Manchester Line, andAirport Line.[64] Phase 3 was put in doubt when central government funding was withdrawn due to increasing costs,[65][63][66] but after negotiations with the Department for Transport, Phase 3 was split into two parts, 3a and 3b, to secure investment.[67][68][69]
The new 0.25-mile (0.40 km) spur off the Eccles Line toMediaCityUK was funded separately by theNorthwest Regional Development Agency.[46][69][16][70] As part of Phase 3, the original blue T-68 trams were also phased out and replaced with a new fleet ofBombardier M5000 trams, which entered service in December 2009.[71]
Beginning in October 2009 with the closure of the 14-mile (23 km)Oldham Loop heavy rail line, Phase 3a involved converting this line tolight rail operation, including rebuilding all stations on the route and adding several new stops as well,[72][73][74] re-opening a disused 1.7-mile (2.7 km) section of theCheshire Lines Committee railway to use as the first part of theSouth Manchester Line (up toSt Werburgh's Road), and building a new 4-mile (6.4 km)East Manchester Line as far asDroylsden.[16][23][68][75] When completed in 2013, Phase 3a increased Metrolink's total network length to 43 miles (69 km).[76][77]
Phase 3b involved the construction of a new 9-mile (14 km)Airport Line toManchester Airport,[78] and extending three of the Phase 3a lines: theEast Manchester Line toAshton-under-Lyne;[79] theSouth Manchester Line toEast Didsbury;[80] and adding street-running routes throughOldham andRochdale town centres to theOldham and Rochdale Line.[81][82][74][83][84] Construction work began in March 2011, and Phase 3b was completed in November 2014 with theAirport Line's opening.[85][86] Phase 3b was delayed after a failed bid to raise funding through theGreater Manchester Transport Innovation Fund and a proposedtraffic congestion charge in 2008. GMPTE and AGMA instead funded Phase 3b through a combination ofcouncil tax, government grants, Metrolink fares and contributions from theManchester Airports Group and other bodies.
With increased tram traffic brought about by the expansion of the Metrolink network, it became necessary to build a new route across Manchester City Centre to alleviate congestion and improve capacity.[87][88][89]
Known as the Second City Crossing (or 2CC), the project involved laying 0.8 miles (1.3 km) of tram tracks fromSt Peter's Square tram stop via Princess Street,Albert Square, Cross Street and Corporation Street to rejoin the original Metrolink line just before Victoria station. One new tram stop was built atExchange Square.[87] The project also involved re-orderingSt Peter's Square and re-siting theCenotaph to accommodate an enlarged tram interchange and junction.[90] The realigned tracks were to run over the site of the formerSt Peter's Church (demolished 1907). To protect the remaining undergroundburial vaults of the church, concrete slabs were put in place below street level before the tram tracks were laid.[91][92][93] The stone cross marking the location of the former church was restored and re-instated close to its original location, in between the tracks.[94]
Construction began in 2014, and the 2CC route opened fully in February 2017.[95]
The Transport & Works Act Order for the 3.4-mile (5.5 km)Trafford Park Line was granted in October 2016.[96][97][98] This new line includes six tram stops, including, but not limited to, a stop atWharfside to serveOld Trafford Stadium closer and faster thanOld Trafford tram stop, a stop atImperial War Museum, also providing a closer and faster connection toIWM North from the city centre, the alternative tram option being walking fromMediaCityUK, and a stop adjacent toBarton Dock Road, servingTrafford Palazzo. All six stops also opened with new dot matrix displays unique to the rest of the network. Enabling works began in January 2017,[99] and the first test tram ran in November 2019 betweenPomona andVillage.[100] The line finally opened on 22 March 2020.[101] TheCOVID-19pandemic lockdown in the UK on the second day of operation overshadowed news of the new line's opening, leading to it not getting much ridership after the lockdown ended.
| Colour | Route | Operating hours | Stops |
|---|---|---|---|
| Altrincham– Bury via Market Street | Mon–Sat daytime[a] | ||
| Altrincham– | Mon–Sun all‑day[b] | ||
| Altrincham– Etihad Campusvia Piccadilly |
| ||
| Ashton-under-Lyne– Eccles(viaMediaCityUK) | Mon–Sun all‑day[b] |
| |
| Etihad Campus– MediaCityUKvia Piccadilly | Mon–Sat daytime[a] | ||
| Bury–Piccadilly | Mon–Sun all‑day[b] | ||
| East Didsbury– Rochdale Town Centrevia Exchange Square and Oldham | Mon–Sun all‑day[b] |
| |
| East Didsbury– Shaw and Crompton via Exchange Square | Mon–Sat daytime[a] |
| |
| The Trafford Centre– | Mon–Sun all‑day[b] | ||
| Manchester Airport– Victoria via Market Street | Mon–Sun all‑day[b] |
|
Before the inauguration, GMPTE's original concept was for Metrolink's operator to provide a service every ten minutes from Bury to Piccadilly and Altrincham to Piccadilly from 06:00 to midnight, Monday to Saturday.[103] Greater Manchester Metro Limited, the system's original operator, argued for adjustments, citing the need to provide an efficient and commercially viable operation in line with vehicle running times and passenger demand.[103] Due to power limitations, this pattern was modified to a twelve-minute service throughout the day, doubling to a six-minute service in peak periods, resulting in a "ten trams per hour" service pattern on routes running from Altrincham and Bury to Manchester every six minutes.[103] Operators were required to provide this level of service at least 98% of the time or incur a financial penalty charge.[104] This twelve-minute service pattern has been adopted on the rest of the network as the system has grown.[76][105][106] Heavy snowfall during thewinter of 2009/10 impaired Metrolink services and the operator was criticised for failing to have cold weather procedures.[107] This prompted a programme to improve the reliability and performance of the system in freezing conditions.[107][108] Metrolink operatedicebreaker-style vehicles at night during snowfall in January 2013 to provide standard services.[109]
In January 2016, Transport for Greater Manchester agreed on a baseline Service Specification to grade bidders seeking to operate the concession from July 2017, once the Second City Crossing was in operation. In the baseline service pattern, there are no designated 'peak' periods of service operation; instead, there was an 'enhanced' service operating from start of service to 08:00 Monday to Friday, and to 18:00 Saturday; and a 'core' service running at all other times. In the 'enhanced' service pattern, trams ran with a six-minute frequency to Shaw and Crompton, Bury, Ashton-under-Lyne, Altrincham, Manchester Airport and East Didsbury; and with a 12-minute frequency to Rochdale, Eccles and MediaCityUK.
As of 2024, thecore service pattern operates exactly one route to every terminus on the Metrolink network, during all operating times,[a] at a 12-minute frequency on all routes (15 minute frequency on Sundays), and theenhanced service pattern operates the core service plus extra services up to Bury, Altrincham, Etihad Campus, Shaw and Crompton, East Didsbury, and MediaCityUK.
All-day services (core)[19]
The following services run during all operating times, from 06:00–00:00 on Monday–Thursday, 06:00–01:00 on Friday–Saturday, and 07:00–00:00 on Sundays andbank holidays.
Six services which each run to a 12-minute frequency (24-minute after 00:00, and 15-minute on Sundays):
This is the minimum service that the Metrolink can provide whilst bringing trams to all available stops, hence why it is called the 'core' service.
Daytime services (enhanced)[19]
The following services run alongside the core service during peak times: from 07:00–20:00 on Monday–Friday and 09:00–18:30 on Saturdays, and not operational on Sundays orbank holidays.[110]
Three extra services which each run to a 12-minute frequency (24-minute after 00:00):
Thus the combined frequency for some routes is every 6 minutes or less.
Other part-day services
TheAltrincham –Piccadilly service operates an extended service toEtihad Campus from 20:00–00:00 on Monday–Thursdays, 20:00–01:00 Friday–Saturdays, and 07:00–00:00 (all day) Sundays andbank holidays.
One service which replaces the normal service and runs to Etihad Campus via Piccadilly and runs to a 12-minute frequency (24-minute after 00:00, and 15-minute on Sundays):
Early morning service[19]
The early morning service used to operate from 03:00–06:00 Monday–Saturdays and 03:00–07:00 on Sundays and bank holidays.
One service which ran to a 20-minute frequency:
This was mostly to support airport shift workers and people with early flights, however, these services were removed in March 2020 due to theCOVID-19 pandemic. There are currently no plans to reintroduce this service.
Services duringCOVID-19 pandemic[111]
Due to changing travel patterns as a result of the COVID-19 pandemic, advice was against all but essential travel, and thus, the Metrolink temporarily introduced a reduced timetable, and trams ran to a 20-minute frequency on the following routes only.
Gradually, in the following months, with more people returning to work and social activities, the service frequency on all routes was increased to 10 minutes during peak times and 20 minutes off-peak Monday–Saturday, and every 15 minutes on Sundays.[112] Normal service was reintroduced on 5 July 2021, although temporarily removed in late August 2021 due the number of staff having to self isolate.[113] The two enhanced service routes at the time: Altrincham–Bury direct and Shaw and Crompton–East Didsbury resumed on 31 August and 6 September 2021 respectively.
As of 2025[update], Metrolink operated a fleet of 147 trams.[18]
| Class | Image | Type | Top speed | Length metres | Capacity | In service | Fleet numbers | Routes operating | Built | Years operated | |||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| mph | km/h | Std | Sdg | Total | |||||||||
| Bombardier M5000 |  | Tram/Light rail | 50 | 80 | 28.4 | 60 | 146 | 206 | 60 | 3001–3060 | Entire network | 2009–2016 | 2009–present |
| 14 | 3061–3074 | Entire network exceptTimperley–Altrincham | |||||||||||
| 66 | 146 | 212 | 46 | 3075–3120 | |||||||||
| 27 | 3121–3147 | 2018–2022 | 2021–present | ||||||||||
| Total | 147 | ||||||||||||
Becauselow-floor tram technology was in its infancy when Metrolink was in its planning stages, and in order to be compatible with the formerBritish Rail stations that Metrolink inherited, the network useshigh-floor trams with a platform height of 900 mm (35 in), the same height as main line trains.[16][114]
Trams on Metrolink operate either single units, or coupled together to form double units, which regularly run on the Altrincham – Bury line and on other lines during peak hours.[115]
In December 2009, Metrolink took delivery of the firstBombardier M5000 tram. Built byBombardier Transportation andVossloh Kiepe, the initial eight M5000s were ordered to allow services to be increased.[16] They are part of theBombardier Flexity Swift range of light rail vehicles and have a design similar to the K5000 vehicle used on the Stadtbahn networks ofCologne andBonn.[16][23][57][116][117]
With the approval of the spur to MediaCityUK, a further four were ordered.[16] To provide rolling stock for the phase 3 extensions and replace the existing fleet, the order was increased successively to 94.[57][118][119][120] In December 2013, a further 10 M5000s were ordered to provide trams for theTrafford Park Line planned to open in 2020, while in the interim supporting a service between MediaCityUK and Manchester city centre and other capacity enhancements.[121][122] In September 2014, a further 16 were ordered; the final one of which was delivered in October 2016, bringing the fleet up to 120.[123][124][125][126]
In July 2018, a further 27 were ordered to help relieve overcrowding.[127] Delivered from November 2020, the final tram was delivered in October 2022.[18]
The Bombardier M5000 trams produce distinctive 'whistle' sound effects which are synthesised sounds played as WAV files by a speaker. The official names of the two tones are the 'street whistle' which sounds like a steam whistle and the louder 'rail horn' which sounds like a BR high tone. The sounding device is located under the cab floor. The raw WAV sound effects were released to the public through a freedom of information request in 2021.[128]
Metrolink has several ancillary vehicles used for maintenance within depots. The "Special Purpose Vehicle", later numbered 1027 with its support wagon 1028, is a bespoke diesel-powered vehicle dating from the networks construction in 1991. It is fitted with a crane, inspection platform, mobile workshop, and capacity for a driver and three passengers. It was designed to assist with vehicle recovery and track and line repairs although to the end of its service life rarely left its base at Queens Road Depot.[129] By January 2023 both 1027 & 1028 had been withdrawn from service[130] and offered for sale in September 2024.[131]
In 2020 Metrolink took delivery of a Zephir Crab 2100E, a small battery powered vehicle for use moving trams within the depot. It is based at Queens Road to replace the Special Purpose Vehicle. Trafford depot operates a smaller Zephir Crab 1500E dating from construction of the depot in 2011.[132] AUnimogroad-rail vehicle was added to the fleet in mid-2022 to support infrastructure inspection and maintenance activities.[130]
Manchester Metrolink has previously operated the following trams:
| Class | Image | Type | Top speed | Length metres | Capacity | Number | Fleet numbers | Routes operated | Built | Years operated | |||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| mph | km/h | Std | Sdg | Total | |||||||||
| AnsaldoBreda T-68 |  | Tram | 50 | 80 | 29 | 86 | 122 | 208 | 26 | 1001–1026 | Bury Line Altrincham Line(laterEccles Line) | 1991–1992 | 1992–2014 |
| AnsaldoBreda T-68A | .JPG) | 6 | 2001–2006 | Eccles Line | 1999 | 1999–2014 | |||||||
To commence operations, a fleet of 26 T-68 trams manufactured byAnsaldoBreda inItaly was delivered in 1992.[133][134] To provide extra trams for theEccles Line, six modifiedT-68A trams were purchased in 1999.[16] The T-68A vehicles were based on the original T-68s but had modifications replacing destination rollblinds with dot matrix displays, and retractable couplers and covered bogies necessary for the high proportion of on-street running close to motor traffic.[16]
Three of the earlier T-68 fleet were similarly equipped[16] and were known as T-68Ms.[135] Mechanically and electrically, the T-68M vehicles were essentially a T-68 with modifications to its brakes, mirrors, and speed limiters to suit the Eccles line.[135] Initially only these vehicles were permitted to operate the Eccles line but the entire fleet except for 3 (1018, 1019, 1020) were modified between 2008 and 2012 for universal running,[16] under a programme known as the T-68X Universal Running programme.[136]
The newer M5000 trams proved to be considerably more reliable than the T-68/A fleet, which averaged 5,000 miles (8,000 km) between breakdowns, while the M5000 trams averaged 20,000 miles (32,000 km). This led to a decision in 2012 to withdraw the entire fleet from service and replace them with M5000s. The T-68 and T-68A fleet was withdrawn between April 2012 and April 2014.[137]
T68 1007 is owned by the Manchester Transport Museum Society, who run theHeaton Park Tramway, it remains in store at Old Trafford depot until it can be accommodated at Heaton Park. 1023 remains under the ownership of Transport for Greater Manchester and is at the Crewe Heritage Centre on display.[138]
In 2002, in the lead up to Manchester hosting theCommonwealth Games, a requirement to increase capacity for the event led to Metrolink investigating the purchase of redundant second-handBoeing LRV vehicles from theMuni Metro system inSan Francisco.[139] Two were procured for testing at a cost of £170 each, although transport costs added £15,000 to that figure. The trams, numbered 1226 and 1326, were shipped to the UK in January 2002, with 1326 taken to Queen's Road depot and 1226 sent to a research centre in Derby for safety evaluations. 1326 was hauled by the Special purpose vehicle on a test from Queens Road depot to Eccles and back but suffered from a number of derailments. In the end, the proposal was not taken forward as the vehicles were found to be unsuitable and not cost effective for use in the UK with both later being scrapped.[140][141]
As of August 2022, Metrolink has a network length of 64 miles (103 km) and 99 stops[12] — along eight lines which radiate from a "central triangular junction atPiccadilly Gardens which forms the hub of the Metrolink system" in Zone 1.[142]
The lines are: theAirport Line (which terminates atManchester Airport), theAltrincham Line (which terminates inAltrincham), theBury Line (which terminates inBury), theEast Manchester Line (which terminates inAshton-under-Lyne), theEccles Line (which terminates inEccles), theOldham and Rochdale Line (which terminates inRochdale), theSouth Manchester Line (which terminates inEast Didsbury), and theTrafford Park Line (which terminates at theTrafford Centre).[102]
| Line | First operated | Route type(s) | Length | Stops | Peak frequency[143] | First station | Terminus | |
|---|---|---|---|---|---|---|---|---|
| mi | km | |||||||
| Airport Line | 3 November 2014 | On and off-street[b] | 14.4 | 23.2[144] | 15 | 5 tph | Barlow Moor Road | Manchester Airport |
| Altrincham Line | 15 June 1992 | Converted railway track | 7.6 | 12.2[144] | 10 | 10–40 tph | Cornbrook | Altrincham |
| Bury Line | 6 April 1992 | 9.9 | 15.9 | 11 | 10 tph | Victoria | Bury | |
| East Manchester Line | 11 February 2013 | On and off-street | 6.0 | 9.7[145] | 12 | 5–10 tph | New Islington | Ashton-under-Lyne |
| Eccles Line | 6 December 1999 | 4.0 | 6.4[146] | 10 | 5–10 tph | Pomona | Eccles | |
| First City Crossing | 27 April 1992 | 1.2 | 2 | 4 | 15–35 tph | Shudehill | Deansgate-Castlefield | |
| MediaCityUK spur[c] | 20 September 2010 | Off-street | 0.21 | 0.34 | 1 | 5 tph | – | MediaCityUK |
| Oldham and Rochdale Line | 13 June 2012 | On and off-street,converted railway track | 14.8 | 23.8[147] | 19 | 5–10 tph | Monsall | Rochdale Town Centre |
| Piccadilly spur | 20 July 1992 | On and off-street | 0.6 | 0.9 | 2 | 20 tph | Piccadilly Gardens | Piccadilly |
| Second City Crossing | 6 December 2015 | On and off-street | 0.8 | 1.3 | 1 | 10 tph | Exchange Square | – |
| South Manchester Line | 7 July 2011 | Converted railway trackbed | 4.4 | 7.1[148] | 8 | 10–15 tph | Firswood | East Didsbury |
| Trafford Park Line | 22 March 2020 | On and off-street | 3.4 | 5.5 | 6 | 5 tph | Wharfside | The Trafford Centre |
| ||||||||
There are 99tram stops on Metrolink, as of 2023.[12] Low-floor platforms commonly used for light rail throughout the world were ruled out for Metrolink because the system inherited 90-centimetre (35 in) high-floor platforms fromBritish Rail on lines formerly used for heavy rail.[149][150] The first stops on theBury Line andAltrincham Line, opened in phase one, were formerly railway stations and were changed little from British Rail days, as available funding only allowed minimum upgrades to be made.[151] When theOldham and Rochdale Line was converted from a railway, however, all of the former railway stations were completely rebuilt.[152]
Some stops, such asCornbrook, are shared between lines, and may be used asinterchange stations;[102] others, such asAltrincham Interchange, orAshton-under-Lyne aretransport hubs that integrate with heavy rail andbus stations.[102]
Metrolink stops are unstaffed. Each contains at least two ticket vending machines (except forPomona, which only has one). Card readers are installed on all stop platforms for use with contactless pay-as-you-go, the TfGMBee Card smart card, and concessionary passes. All card users are required to touch-in at these platform readers before commencing their journey and to touch-out at their final destination. Stops are provided with help/emergency call points to enable passengers to speak to control. Each stop is monitored byCCTV for public safety, and the images are continuously recorded. Route maps and general information are provided on each platform.[150] Each stop has at least one high-floor platform measuring a minimum of 2 metres (6.6 ft) wide, accessed by ramp, stairs, escalator, lift or combination thereof.[14][153] Shelters and canopies at stops were supplied byJCDecaux,[153] and ticket vending machines byScheidt & Bachmann.[154]
The trams are electrically powered from 750VDCoverhead lines.[155] Between 1992 and 2007, electricity for the Metrolink system was procured by the operator, based on price only.[6] In 2007, GMPTE changed the contractual requirements to ensure thatsustainable power would be factored into choosing an energy supplier, and in July 2007, Metrolink became the first light rail network in the UK with electricity supplied entirely from sustainable energy viahydropower.[6] Now, energy for the system is generated by biomass.[156]
The Metrolink operated using two types of signals during Phase 1 and Phase 2,Line Of Sight signals andTwo Aspect colour signals.[157] These signals were controlled with a device called the Vehicle Recognition System (VRS) inside thecab of the tram, which sent information to the control room via a pair of coils on the un-motored centrebogie.[157] In preparation for Phase 3, a new device was introduced called the Tram Management System (TMS) as the Two Aspect colour signals would not be able to support theheadway between trams (zero minutes) and the level of flexibility required for the new lines. This meant that every line would become fully Line Of Sight.[158] The Two Aspect colour signals were removed between 2012 and 2022 as more lines were being converted to Line Of Sight. The only section of the Metrolink network that cannot be converted to Line Of Sight signalling is on theAltrincham Line betweenTimperley–Altrincham, as that section is underNetwork Rail control.[157] Any trams numbered 3061 or higher are not compatible and cannot run on this section of the Altrincham Line.
Metrolink has two depots, at Queens Road and Old Trafford: the Metrolink House at Queens Road inCheetham Hill was the original headquarters of Metrolink.[159] Constructed during Phase 1 alongside the Bury Line, it served jointly as a control centre, HQ, office space, and depot for the storage, maintenance and repair of vehicles.[159] Under the original proposals, Metrolink House was intended to be much larger, with a design which would support network expansion, but this design did not obtain the necessaryplanning permission fromManchester City Council.[159] Consequently, Metrolink House was scaled down to a 4-hectare (9.9-acre) £8 million site with limited capacity,[159][160] and, in light of Phase 3a network expansion, the second depot inOld Trafford was built in 2011.[161][148] This second depot, adjacent to theOld Trafford tram stop, occupies the site of a former warehouse and can stable up to 96 vehicles,[148] it also has a washing plant and maintenance workshops.[162] On 7 May 2013 Metrolink completed the transfer of its main operational functions from Queens Road to Old Trafford, meaning its control room – known as the Network Management Centre – is housed jointly with the Customer Services team by its newer depot.[163]
Metrolink fares were initially set by the system's operator,[103] but are now set by the TfGM Committee at levels that cover both the running costs and the cost of borrowing that has part-funded the expansion of the system;[164] Metrolink receives no public subsidy.[165][166] Fares typically rise each January above the rate of inflation,[167][168] but have been frozen since the last change in 2020.[169] The fare tariff is based on a division of the network's stops into fare zones.[170] Persons under five years of age may travel on the Metrolink for free. Persons under 16 years of age, ofpensionable age, or with disabilities qualify for concessionary fares, some of which are mandatory and others discretionary, as determined by theGreater Manchester Combined Authority.[164] The Greater Manchester Combined Authority permits reduced fares for persons under 16 years of age, and free or reduced fares on Metrolink after 9:30 a.m. for pensioners.[164] In normal circumstances, tickets cannot be purchased on board Metrolink vehicles and must be purchased from a ticket vending machine before boarding the vehicle.[171]
Fare evasion in 2006 was estimated at 2–6% of all users,[172] and in 2012 at 2.5% of all users.[173] Checking tickets and passes and issuingStandard fares (similar topenalty fare) is the responsibility of Metrolink's Passenger Services Representatives (PSRs), who provide security and assistance on the network;[174][173] between 1992 and 2008,Greater Manchester Police had a dedicated Metrolink unit responsible for policing the system.[175] The amount of ticket inspectors onboard trams was increased following the Bee Network's launch in September 2023, and the penalty for evading fares also increased.[176]
Thorn EMI designed the original ticket vending machines.[170] In 2005, GMPTE announced that rail passengers travelling from within Greater Manchester into Manchester city centre could use the Metrolink service in theCity Zone for free.[177][178] Passengers must present a valid rail ticket, correctly dated withManchester Ctlz as the destination.[179][180] In 2007 TfGM rolled out new ticket vending machines, designed to accept credit/debit card payments and permit the purchase of multiple tickets in a single transaction.[181] These were replaced in 2009 withtouchscreen machines, designed with theScheidt & Bachmann Ticket XPress system.[154]
In October 2012, TfGM announced it was devising a more straightforward zonal fare system, comparable toLondon fare zones, and preparing to introduce 'get me there', the region's new contactless smartcard system, for use on all public transport modes in Greater Manchester, including Metrolink.[167] After years of consultation, a new system using four concentric zones was implemented on 13 January 2019.[182] From 15 July 2019, a new contactless pay-as-you-go service began, allowing passengers to tap in and out on smart readers using their contactless bank cards.[183] Contactless fares were originally capped to no more than the cost of the equivalent daily travelcard. In September 2021 an additional weekly cap was introduced.[184]
Metrolink trams and stops have been designed to beaccessible to disabled passengers: each stop has been provided with access ramps or lifts, tactile paving, high visibility handrails, disabled boarding points, and help points on the platforms. The trams have also been designed with large areas available for the provision of wheelchairs and pushchairs.[185]
However, this access was not in the original plans (which were based on tram-side extending steps and low-level platforms in the city centre) and accessibility took four years of concerted campaigning by disabled people in Greater Manchester from 1984 to 1988, and particularly the efforts ofNeville Strowger (1939–2015), a disabled person working as the access officer atManchester City Council, and a founding member of the Greater Manchester Coalition of Disabled People. The campaign was to change the design policy to create full access, including retrofitting access to the legacy train stations on the Bury line and the Altrincham line. An early milestone in the campaign was a large meeting between GMPTE officers and around 70 disabled people at County Hall on 22 November 1984, including a speech from the invited disability rights campaignerVic Finkelstein. A further key meeting was in May 1987 with over 100 disabled people and elected Councillor Guy Harkin as Chair of GMPTA plus other officials, but the policy in 1987 that was repeated at this meeting was that access would only be possible "if the budget allows." Full access was finally agreed in the summer of 1988, and productive meetings followed with disabled people on the implementation details. This campaigning was researched in detail starting in 2019 and written up in an 8-page pamphlet in February 2020.[186]
Mobility scooters were initially banned from Metrolink. However, in 2014 a scheme was introduced whereby scooters could be allowed on trams, provided they have a permit which can be obtained after an assessment of the scooter's size and manoeuvrability.[187]
Currently the Metrolink operator company consults with a group of disabled people, viaTfGM's relationship with the independentDisability Design Reference Group, on any proposed changes to the services or infrastructure.[186]
"Well-behaved" dogs are allowed but must be kept on leads (with other conditions).[188]
Metrolink does not allow full-sizedbicycles on to trams but does permit the carriage of "fully covered"folding bicycles. The ban on non-folding bicycles was upheld in 2010, despite a campaign by cycling and green groups for the trams to be adapted to allow them.[189] Campaigners against the policy had argued that the ban on bicycles was anomalous, as other large objects such as ironing boards and deckchairs were allowed on the trams under current rules.[190]
In July 2013, the Transport for Greater Manchester Committee announced that it planned to enhance the experience of travelling on Metrolink by tapping into Manchester City Council's grant from the UK Urban Broadband Fund and using it to provide Metrolink passengers with freeWi-Fi when on board. The scheme began with a trial on a single tram – number 3054 – connected to the FreeBeeMcr broadband network with the intention of rolling it out across the whole Metrolink network by Spring 2015.[191][192] It was rolled out fleet wide in March 2015.[193] On board Wi-Fi was later suspended indefinitely in March 2020.[194]
Manchester Metrolink is owned by TfGM, and is currently operated and maintained by KeolisAmey Metrolink, a joint venture betweenKeolis andAmey, who were awarded the contract for a period of up to ten years from 15 July 2017.
Between 1992 and 1997 Metrolink was operated and maintained as a concession byGreater Manchester Metro Limited, and between 1997 and 2007 bySerco.[195] When next tendered, a ten-year contract was awarded to theStagecoach Group from 15 July 2007.[196][197][198][199] On 1 August 2011,RATP Group bought the balance of the contract from Stagecoach.[14][15][107]
In January 2017, the Keolis/Amey consortium was announced as the successful bidder for the operating and maintenance (O&M) contract to run from 15 July 2017.[200][201] Unsuccessful competing bidders were RATP,National Express andTransdev.[200] KeolisAmey Metrolink's contract was later extended until July 2027.[202]
The key trends in recent years for Manchester Metrolink are (years ending 31 March):
| 2014 | 2015 | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | 2024 | 2025 | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Passenger revenue[a] (£M) | 51.8 | 56.8 | 62.4 | 67.3 | 74.8 | 82.1 | 82.6 | 26.8 | 52.6 | 70.5 | 81.1 | 84.3 |
| 'Profit' ("Net expenditure")[b] (£M), includes capital investment in infrastructure renewals and improvements to the existing network | −7.13 | 0.58 | −5.20 | −1.96 | −5.16 | −2.20 | -1.06 | -11.72 | -11.75 | -26.51 | ||
| Number of passengers[c] (M) | 29.2 | 31.2 | 34.3 | 37.8 | 41.2 | 43.7 | 44.3 | 10.3 | 26.0 | 36.0 | 42.0 | 46.0 |
| Number of trams (at year end) | 93 | 109 | 120 | 120 | 120 | 120 | 120 | 124 | 137 | 147 | 147 | 147 |
| Notes/sources | [7][203] [204] | [7][203] [204] | [7][203] [205] | [7][203] [205] | [7][203] [205] | [7][203] [205] | [203] [206] | [203][204] [207] | ||||
Activities in the financial year 2020/21 were severely reduced by the impact of thecoronavirus pandemic; the shortfall in fare income was funded by a grant from the UK central government'sDepartment for Transport.[207]
Detailed passenger journeys since Metrolink commenced operations in 1992 were:
| Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | ||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1992–93 | 8.1 | 1999–00 | 14.2 | 2006–07 | 19.8 | 2013–14 | 29.2 | 2020–21 | 10.3 | ||||
| 1993–94 | 11.3 | 2000–01 | 17.2 | 2007–08 | 20.0 | 2014–15 | 31.2 | 2021–22 | 26.0 | ||||
| 1994–95 | 12.3 | 2001–02 | 18.2 | 2008–09 | 21.1 | 2015–16 | 34.3 | 2022–23 | 36.0 | ||||
| 1995–96 | 12.6 | 2002–03 | 18.8 | 2009–10 | 19.6 | 2016–17 | 37.8 | 2023–24 | 42.0 | ||||
| 1996–97 | 13.4 | 2003–04 | 18.9 | 2010–11 | 19.2 | 2017–18 | 41.2 | 2024-25 | 46.0 | ||||
| 1997–98 | 13.8 | 2004–05 | 19.7 | 2011–12 | 21.8 | 2018–19 | 43.7 | ||||||
| 1998–99 | 13.2 | 2005–06 | 19.9 | 2012–13 | 25.0 | 2019–20 | 44.3 | ||||||
| Estimates provided by TfGM to theDepartment for Transport,[208] based on sales from ticket machines.[note 2] | |||||||||||||
Metrolink revised its method for calculating passenger boardings in 2010/11, meaning figures are not directly comparable with previous years.[209]
A survey in 2012 revealed that 12% of people in Greater Manchester use Metrolink to travel to work, and 8% use the system every day.[165] The system is most commonly used by 21- to 30-year-olds, and was used most markedly by residents of theMetropolitan Borough of Bury — accounting for around a third of theircommuter journeys.[165]
Passenger numbers were severely reduced due to the impact of the COVID-19 pandemic, decreasing 76.7% in the year 2020/21.[210] In the year 2021/22, passenger numbers were still significantly below the level achieved before the pandemic.[208]
A survey in 2012 revealed that passengers who used Metrolink every day forcommuting rated service levels as poor and/or unreliable, with those respondents particularly frustrated by delays and disruptions.[165] TfGM recognised that the older vehicles in its fleet – theT68/T68As — were outdated and the cause of much disruption, and agreed to replace them with M5000s by 2014.[57][118] Among those who used Metrolink less regularly, the system scored far better in the survey.[165] A survey in 2013 by the non-departmental government bodyPassenger Focus found that of the five major light rail systems in the United Kingdom – Metrolink,Sheffield Supertram,Nottingham Express Transit,Midlands Metro andBlackpool tramway – Metrolink had the lowest overall satisfaction rating in the United Kingdom. Respondents were surveyed on value for money, punctuality, seating availability, tram stops and overall satisfaction. Metrolink was below average on all criteria, and 47% believed Metrolink was value for money compared to a national average of 60%.[211]
Subsequent surveys have shown increases in passenger satisfaction. A further survey in late 2015 by watchdogTransport Focus, found that satisfaction levels had increased; 89% of passengers surveyed said they were either 'very' or 'fairly' satisfied with their overall journey, up from 83% in 2013, but still below the national average of 92%. It also found that 58% felt the service was value for money.[212] The national average rating for value for money on all tram networks was 69%.[213] The follow-up survey in 2016 found further improvements, with 90% of respondents reporting they were either 'very' or 'fairly' satisfied with their overall journey, compared to the national average of 93%. 62% now felt the service was value for money, against a national average still of 69%, which although improved was still the lowest ranking of the six systems covered by the survey.[214] In early 2020, another survey was conducted, finding that 59% felt Metrolink was value for money.[215]
The standardcorporate identity across the Metrolink system uses a pale yellow and metallic silver colour scheme, with alogotype that consists of adiamondmotif formed from a pattern of repeating circles and the Metrolink name. The logo, signage and publicity use thePantograph sans regulartypeface. Tramlivery features yellow at the vehicle ends with grey sides and black doors, and a pattern of circles.
The corporate identity was created in October 2008 by Hemisphere Design & Marketing Consultants ofManchester, in collaboration with designerPeter Saville and the transport design agencyDesign Triangle.[216][217][46] The Pantograph typeface was specially commissioned from theDalton Maagtype foundry.[218] The design standard was applied to the Metrolink network when the new M5000 trams were introduced to the network.[219] Hemisphere chose yellow for its high visibility and to reflect Greater Manchester's culture of confidence and optimism.[220]
When the Metrolink network first came into operation in 1992, it used a system-wide colour scheme and vehiclelivery ofaquamarine, black and grey, along with a stylised "M"monogram placed at an angle within a circle. This branding, along with theMetrolink brand name, was devised byFitch RS and Design Triangle,[221][222] and first revealed at a press launch in June 1988.[223][224] Before this, during the planning stage, the system was known as "Light Rapid Transit" (LRT) and promotional material used an orange and brown identity used by Greater Manchester Transport andGM Buses.[225][226]
Transport planners in Greater Manchester describe Metrolink as both "an icon of Greater Manchester",[148] and "an integral part of the landscape in Greater Manchester".[227]The Guardian describes Metrolink as "Manchester's efficient and much-loved tram system".[65] Under the ownership of theGuardian Media Group, theManchester Evening News spearheaded theGet Our Metrolink Back on Track campaign in 2004–05.[228] UnderTrinity Mirror ownership, theManchester Evening News used theFreedom of Information Act 2000 to reveal that Metrolink received over 10,000 complaints between May 2011 and May 2012.[229]
Metrolink has had close connections withpopular culture in Manchester and has taken advantage of the city's strong associations withfootball culture. Metrolink has been a "Football Development Partner" with theManchester Football Association since August 2010,[230] meaning it is the association's Official Travel Partner and supports grassrootsassociation football in Greater Manchester by selecting a "Team of the Month".[231] In 2013, thenManchester City managerRoberto Mancini and playersJoe Hart,Vincent Kompany andJames Milner recorded specialstop announcements to be used on Metrolink's East Manchester Line on dates when Manchester City play at home at theCity of Manchester Stadium (served by theEtihad Campus tram stop). The announcements were first used on 17 February 2013, for Manchester City'sFA Cup fifth-round tie againstLeeds United[232]
Metrolink is a sponsor of the annual Manchester Food and Drink Festival.[233]
Metrolink has also featured intelevision drama. On 6 December 2010, thesoap operaCoronation Street featured a storyline with an explosion which caused a crash on the Metrolink system atWeatherfield. The episode was written to celebrate the soap opera's 50th anniversary.[234] Although a fictitious event, at least six calls were made to GMPTE asking if services had been affected.[235]
Many speculative expansion proposals exist for new lines and stops, including the addition oftram-train technology.[27]
As part of efforts to introducetram-trains — vehicles that can operate on bothlight andheavy rail networks — theGreater Manchester Combined Authority (GMCA) proposed three options for initial pathfinder schemes to test the application in Greater Manchester. One of these schemes, Pathfinder North, was submitted for funding as part of the government's City Region Sustainable Transport Settlement (CRSTS) fund. Pathfinder North proposes a new tram-train service from Oldham on Metrolink'sOldham & Rochdale line, connecting to the local heavy rail network atRochdale railway station, and continuing on toHeywood andBury on an existing railway no longer in regular passenger use.[236][237] In July 2022 the GMCA received confirmation of initial funding to develop the pathfinder, including the purchase of up to seven new tram-train vehicles to run the service.[238]
As part of (now rejected) developments related to bringingHigh Speed 2 andNorthern Powerhouse Rail to Manchester, High Speed Two Limited had proposed the present two-platformPiccadilly Metrolink stop at ground-level below the existing station platforms be relocated.[239] A new larger four-platform stop located underground below the Manchester Piccadilly High Speed station was planned to replace it. Provision for a second ground-level Metrolink stop at the eastern end of the high speed station to service future Metrolink extensions, to be called Piccadilly Central, also formed part of the plans. At the proposedManchester Airport High Speed station provision for a new Metrolink stop — potentially serving an extension from the existingAirport line — was also envisaged.[240]
The Order grants exemptions from certain requirements of railways legislation currently applying to the Greater Manchester Light Rapid Transit System ("Metrolink") ...
GMPTE own the Greater Manchester light rapid transit system – known as Metrolink.
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