TheTyne and Wear Metro is an overground and undergroundlight railrapid transit system[3][4][5] servingNewcastle upon Tyne,Gateshead,North Tyneside,South Tyneside, and theCity of Sunderland (together formingTyne and Wear). The owners Nexus have described it as "Britain’s first light rapid transit system".[6] The system is currently bothowned and operated by theTyne and Wear Passenger Transport Executive (Nexus), thus is fully underpublic ownership and operation.
The Metro was originally conceived of during the early 1970s, incorporating much of the earlier infrastructure formerly used by theTyneside Electrics suburban network, with some elements dating back as far as 1834. Construction work began in 1974, the majority of this activity being centred on the building of new tunnels and bridges that linked with several preexisting railway lines that were converted. In parallel, a purpose-built fleet ofMetrocars was procured. The first section of the Tyne and Wear Metro was opened during August 1980, and construction of the original network was completed in March 1984. Early on, Metro operations wereintegrated with local bus services, although this practice ended with thederegulation of the buses during the mid-1980s.
Multiple extensions to the original network were promptly worked upon; the first of these, fromBank Foot toNewcastle Airport, was opened during November 1991.[7] A second extension, fromPelaw toSunderland andSouth Hylton, was completed in March 2002.[8] By 2013, the network comprised a total of 60 stations (these being a mixture of underground and above-ground stations) across two lines, covering 77.5 km (48.2 mi) of track.[9][10][11][2] While the Metro has largely been operated by Nexus directly, for a period between 2010 and 2017, it was operated under a concession byDB Regio instead; upon the expiry of the contract, it returned to being operated by Nexus.
During 2016, Nexus launched a programme to replace itsexisting rolling stock, which dates back to the 1980s. Under theMetro Flow scheme, announced in March 2020, works costing £103 million are to increase the service frequency from five to six trains per hour, reduce journey times and improve reliability levels. The first replacementClass 555 articulated light rail train entered passenger service on 18 December 2024.
The present system uses much former railway infrastructure, mostly constructed between 1834 and 1882, one of the oldest parts being theNewcastle and North Shields Railway, which opened in 1839. During 1904, in response totramway competition which was taking away passengers, theNorth Eastern Railway startedelectrifying parts of their local railway network north of theRiver Tyne with a 600 VDCthird-rail system, forming one of the earliest suburban electric networks, known as theTyneside Electrics. In 1938, the line south of theRiver Tyne betweenNewcastle andSouth Shields was also electrified.[12]
UnderBritish Rail in the 1960s, the decision was made to de-electrify theTyneside Electrics network and convert it to diesel operation, owing to falling passenger numbers and the cost of renewing end-of-life electrical infrastructure and rolling stock. The Newcastle toSouth Shields line was de-electrified in 1963, followed by theNorth Tyneside routes, in 1967.[2][12] This was widely viewed as a backward step, as thediesel trains were slower than the electric trains they replaced.[13]
During the early 1970s, the poor local transport system was identified as one of the main factors holding back the region's economy, and in 1971 a study was commissioned by the recently createdTyneside Passenger Transport Authority (now known as Nexus) into how the transport system could be improved. This study recommended reviving the badly run-down former Tyneside Electrics network by converting it into an electrifiedrapid transit system, which would include a new underground section to better serve the busy central areas of Newcastle andGateshead, as it was felt that the existing rail network didn't serve these areas adequately. This new system was intended to be the core of a new integrated transport network, with buses acting as feeders to purpose-built transport interchanges. The plans were approved by the Tyneside Metropolitan Railway Act 1973 (c. xxxii), which was passed by Parliament in July.[14][15] Around 70% of the funding for the scheme came from a centralgovernment grant, with the remainder coming from local sources.[16][17]
| Tyneside Metropolitan Railway Act 1973 | |
|---|---|
| Act of Parliament | |
 | |
| Long title | An Act to empower the Tyneside Passenger Transport Executive to construct works and to acquire lands; to authorise the Executive to enter into agreements with the British Railways Board with respect to certain existing railways of the Board including provision for the determination of questions arising concerning the alteration, maintenance and operation thereof for rapid transit; to confer general powers upon the Executive with respect to the rapid transit railway and their general undertaking; and for other purposes. |
| Citation | 1973 c. xxxii |
| Dates | |
| Royal assent | 25 July 1973 |
Status: Current legislation | |
| Text of the Tyneside Metropolitan Railway Act 1973 as in force today (including any amendments) within the United Kingdom, fromlegislation.gov.uk. | |
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Three railway lines, totalling 26 miles (42 km) were to be converted into Metro lines as part of the initial system – these being theNorth Tyneside Loop and Newcastle to South Shields branch (both of which were formerly part of theTyneside Electrics network), and a short stretch of the freight-onlyPonteland Railway betweenSouth Gosforth andBank Foot, which had not seen any passenger traffic since 1929.[2]
The converted railway lines were to be connected by around 6 mi (10 km) of new infrastructure, which was built both to separate the Metro from the existing rail network, and also to create the new underground routes under Newcastle and Gateshead. Around 4 mi (6 km) of the new infrastructure was intunnels, whilst the remainder was either at ground level or elevated. The elevated sections included theQueen Elizabeth II Bridge, a new 350 m (1,150 ft) bridge carrying the Metro across the River Tyne, and the 815 m (2,674 ft)Byker Viaduct across theOuseburn Valley, betweenByker andManors.[2][17]
Construction work began in October 1974. This involved the construction of the new infrastructure, re-electrifying the routes withoverhead line equipment, the upgrading or relocation of existing stations, and the construction of several new stations, some of which were underground.[19][20] By 1984, the final cost of the project was £265 million (equivalent to £855 million in 2023).[21][22] The Tyne and Wear Metro was the first railway in the United Kingdom to operate using themetric system, with all speeds and distances stated inmetric units only.[23] It was also the first transport system in the United Kingdom to be designed to be fullyaccessible to passengers with disabilities, with step-free access available at all stations across the network.[24]
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Originally, the Tyne and Wear Metro was intended to be opened in stages between 1979 and 1981.[17] The first stages of the original network (betweenHaymarket andTynemouth) opened in August 1980, with the final stage (betweenHeworth andSouth Shields) opening in March 1984.[2] Extensions toNewcastle Airport andSunderland opened in 1991 and 2002 respectively. The opening dates of services and stations are as follows:[2]
| Date | Station(s) |
|---|---|
| 11 August 1980 | Haymarket,Jesmond,West Jesmond,Ilford Road,South Gosforth,Longbenton,Four Lane Ends,Benton,Shiremoor,West Monkseaton,Monkseaton,Whitley Bay,Cullercoats,Tynemouth |
| 10 May 1981 | Regent Centre,Wansbeck Road,Fawdon,Bank Foot |
| 15 November 1981 | Heworth,Felling,Gateshead Stadium,Gateshead,Central Station,Monument[a] |
| 14 November 1982 | North Shields,Meadow Well,[b]Percy Main,Howdon,Hadrian Road,Wallsend,Walkergate,Chillingham Road,Byker,Manors,St James |
| 24 March 1984 | Hebburn,Jarrow,Bede,Tyne Dock,Chichester,South Shields |
| 15 September 1985 | Kingston Park |
| 16 September 1985 | Pelaw |
| 19 March 1986 | Palmersville |
| 17 November 1991 | Callerton Parkway,Newcastle Airport |
| 31 March 2002 | Fellgate,Brockley Whins,East Boldon,Seaburn,Stadium of Light,St Peter's,Sunderland,University,Millfield,Pallion,South Hylton |
| 28 April 2002 | Park Lane |
| 11 December 2005 | Northumberland Park |
| 17 March 2008 | Simonside |
The Sunderland branch of the network, which runs overNational Rail infrastructure, is policed byBritish Transport Police. The rest of the network is policed byNorthumbria Police.[25]
When the Tyne and Wear Metro first opened, it was intended to form part of anintegrated public transport system, with the local bus network reconfigured to act as 'feeder' services for the Metro. The Metro was intended to cover trunk journeys, while buses were re-designed towards shorter, local trips, to bring passengers to and from Metro stations, usingunified ticketing, and with their timetable integrated with the Metro schedule. Several purpose-built transport interchanges, such asFour Lane Ends,Heworth andRegent Centre were built for this purpose. Integration was short-lived, and lasted until thederegulation of bus services, in 1986.[24] It is, however, still possible to purchaseTransfare tickets, to combine a journey made using multiple modes of transport in Tyne and Wear.[26]
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During November 1991, the Tyne and Wear Metro was extended toNewcastle Airport at a cost of £12 million.[7] The new section of track, covering a distance of around 2.2 miles (3.5 km), continued along the alignment of the formerPonteland Railway, with two stations constructed atCallerton Parkway andAirport.[2][27]
In March 2002, a £100 million extension, covering 11.5 miles (18.5 km), was opened fromPelaw toSunderland andSouth Hylton.[8] The extension used part of the existingDurham Coast Line, with the line being adapted to allow a shared service between Metro and rail services – therefore becoming the first system in the United Kingdom to implement a form of theKarlsruhe model.[10] BetweenPelaw andSunderland, intermediate stations atBrockley Whins,East Boldon andSeaburn were re-built, with a further three being purpose-built for the network, atFellgate,Stadium of Light andSt. Peter's. BetweenSunderland andSouth Hylton, around 3 miles (4.8 km) of the formerPenshaw-Sunderland line, which closed to passenger traffic in May 1964, was used as the alignment of the route. Five purpose-built stations atPark Lane,University,Millfield,Pallion andSouth Hylton were constructed for the network.[2][28]
There have been a number of proposals looking in to the possibility of re-opening the formerLeamside line toWashington, including a 2009 report from theAssociation of Train Operating Companies (ATOC),[29] and a 2016 proposal from theNorth East Combined Authority (NECA),[30] as well as the abandonedProject Orpheus programme, from the early 2000s. By 2020, proposals were being put forward to link the current network atPelaw andSouth Hylton, with theInternational Advanced Manufacturing Park inWashington, using part of the alignment of the formerLeamside line.[31][32]
The first stages of a business case were published in November 2022. It will be evaluated by theNorth East Joint Transport Committee with the ambition to secure funding from the Government to cover the cost of the scheme, expected to be £745 million.[33]
In July 2024,Kim McGuinness,Mayor of the North East, provided £8.6 million to fund development of the expansionbusiness case.[34] The proposal is to use the Leamside line to provide a loop by connecting from the current terminus at South Hylton to Pelaw, with stations atWashington South,Washington North andFollingsby.[34]
In June 2025, ChancellorRachel Reeves announced £15.6 billion of funding for public transport schemes outside London, of which the NECA will receive £1.85 billion. This proposes the addition of stations such asFollingsby,Washington North andWashington South. This extension, running along the Leamside line will connect South Hylton and Pelaw.[35] The NECA confirmed that £900 million of this funding would be used to build the extension to Washington (once the planning process was complete), with the remaining funds sourced from private investment, and with a targeted opening date of 2033.[36]
During 2002, Nexus unveiled an ambitious 15-year plan for transport in Tyne and Wear, namedProject Orpheus. The project, valued at £1.5 billion, aimed to extend the existing Metro network, including links toCramlington,Doxford Park,Killingworth,Metrocentre,Seaham,Team Valley andWashington. In addition to this, plans would see the introduction of street-running trams,river buses across theTyne, andcable cars, linking 29 key corridors.[37][38][39] The project has since been abandoned, with plans reworked and developed into theMetro: All Change programme.
The first phase of Metro'sAll Change programme saw the start of a £25 million project to install new ticket machines at all 60 stations across the network. Unlike the former ticket machines, which only accepted payment with coins, the new machines are able to accept payment with credit and debit card (with an upgrade to acceptcontactless payment in 2013),[40] notes and coins.[41] Automated ticket barriers (at 13 stations), and smart card validators at all stations across the network were also introduced, as part of the first phase of theAll Change programme.[42][43]
The first phase of the programme also saw the completion of a new station atSimonside, in March 2008,[44] as well as the refurbishment and modernisation ofHaymarket, in 2009.[45] An upgrade of platforms atSunderland, and the refurbishment and modernisation of several other stations was also undertaken during this phase. Lifts and escalators were replaced at several stations, between 2009 and 2016.[46][47][48] Phase 1 of the programme also involved the overhaul of infrastructure, including communications, track and overhead power lines, structures and embankments.
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Phase 2 of theAll Change programme saw the £20 million refurbishment of 86Tyne and Wear Metrocars (originally all 90 Metrocars were due to be refurbished). Each Metrocar was stripped down to its frame and built back up again, with the addition of improved disabled access, new door control systems, and renewed interiors, seating and lighting. A new cadmium yellow and black livery was also adopted. Work commenced in June 2010, atWabtec atDoncaster Works, and was completed five months ahead of schedule, in August 2015.[49][50][51][52] The first Metrocar to receive refurbishment was 4041, the unit being named after former Gateshead Councillor and MP,Harry Cowans, in honour of his work in the 1970s, to help to secure the construction of the network.[53]
The second phase of the programme also saw the modernisation of a further 45 stations, including the re-building of the station atNorth Shields, which was completed in September 2012,[54] as well as the installation of new communications system, and the overhaul and maintenance of structures such as bridges, tunnels, track and overhead power lines.[55]
The third phase of Metro'sAll Change programme began in 2019, with the procurement of a new fleet of 46 (originally 42) units, designed by Swiss manufacturer,Stadler. Delivery of the new rolling stock began in February 2023, with the first unit entering service on 18 December 2024. The rest of the fleet will be slowly rolled out over 2025–2026, with one old train being removed each time a new one is added. The whole fleet is set to be replaced by sometime in 2026.[56]
In July 2018, Nexus announced the beginning of work to construct the new Maintenance and Renewals Skills Centre, at Mile End Road inSouth Shields.[57][58][59] Construction began in August 2018 and was opened in November 2020. The £8.4 million project saw the construction of a three-storey training centre, with classrooms, a mock control room, driver training simulator, covered tracks and inspection pits, and a mock Metro station, as well as a 70 m (230 ft) stretch of dual track, to be used to carry out infrastructure training, including track, points, signalling and overhead line. The site is also used to stable and maintain a small number of vehicles.[60]
During March 2020, thegovernment announced a £103 million scheme, known asMetro Flow, during the 2020Budget. The project aims to increase frequency from five to six trains per hour, reduce journey times and improve service reliability. From September 2022, the project will see three sections of single line betweenPelaw andBede converted to dual use, with an existing freight-only line electrified, and re-designed to operate using a similar system to the shared line betweenPelaw andSunderland. As part of the project, four additionalStadler units have been funded, bringing the total number of units on order from 42 to 46.[61][62]
The network of the Tyne and Wear Metro is amixture of different transport modes, having elements of light rail, heavy underground metro, and longer-distance, suburban railway systems.[63] While the owner Nexus terms it aslight rapid transit,[6] the national government classifies it as alight rail system,[64] while practically it can be termed aregional metro for having longer than usual distances compared to similar transport networks.[65][66][67][68]
The Tyne and Wear Metro network consists of two lines. As of December 2024[update], the typical off-peak service pattern is:
| Green line | ||
|---|---|---|
| Route | tph | Calling at |
| South Hylton toAirport | 5 | |
| Yellow line | ||
| Route | tph | Calling at |
| South Shields toSt Jamesvia Whitley Bay | 5 |
|
Services commence between 05:00 and 06:00 (between 06:00 and 07:00 on Sunday), with frequent trains running until around midnight. Each line runs up to every 12 minutes during the day (Monday to Saturday), and up to every 15 minutes during the evening and on Sunday. This allows for a combined frequency of up to every six minutes (Monday to Saturday), and up to every seven to eight minutes during the evening and on Sunday, betweenPelaw andSouth Gosforth. Additional trains run during morning and evening peak hours (Monday to Friday) betweenPelaw andRegent Centre orMonkseaton. This provides a Metro up to every three minutes betweenPelaw andSouth Gosforth, at peak times. Originally, there was also a Red Line between Heworth (later Pelaw) and Benton and a Blue Line between St James and North Shields. Additional trains ran on these lines during peak hours to increase the frequency at the busier stations.[13]
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Since the Tyne and Wear Metro opened in 1980, it has operated using the same rolling stock. The fleet comprises a total of 87 (formerly 90, until March 2017) articulated units, known as Metrocars, which are numbered 4001–4090. The Metrocars are represented on TOPS, as the Class 599. When in service, Metrocars are normally coupled together in pairs and have a maximum speed of 80 km/h (50 mph). The first units to be built were two prototypes, numbered 4001 and 4002, which were delivered for testing in 1975. These were followed by 88 production units, which were built between 1978 and 1981. The design of the Metrocar was based on theStadtbahnwagen B, a Germanlight rail vehicle developed in the early 1970s. The units were built byMetro-Cammell,Washwood Heath.[69][70][21]
The fleet has been refurbished several times and several liveries have been used. The original livery used at opening wascadmium yellow and white, in accordance with the colours used by theTyne and Wear Passenger Transport Executive at the time.[71] A mid-life refurbishment of the fleet, carried out in-house, took place between 1995 and 2000; a new livery was adopted consisting of red, green or blue bodies, with yellow front and rear ends, and triangles containing theMetro logo on the doors.[69][51][10]
A £20 million refurbishment of 86 Metrocars (originally all 90 were due to be refurbished) began in June 2010, with the goal of the refurbishment programme being to extend the service life of the fleet until 2025 prior to the delivery of new rolling stock. Each Metrocar was stripped down to its frame and built back up again, with the addition of improved disabled access and new door control systems, with renewed interiors, seating and lighting. A new black, grey and yellow livery was also adopted.[72] Refurbishment work was completed five months ahead of schedule in August 2015.[51][49][50][52]
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In 2016, Nexus unveiled plans to secure funding of £550 million for a new fleet, with a target for them to be in service by the early 2020s.[73]
In November 2017, theChancellor of the Exchequer,Philip Hammond, announced that thegovernment would contribute £337 million towards the new fleet.[74] The proposed new fleet was planned to have dual-voltage capability, able to operate on the Metro's existing1,500 V DC electrification system as well as the25 kV 50 Hz AC used on theNetwork Rail network, to allow for expansion of Metro service. However Nexus decided not to include a dual-voltage design, prioritising use ofrechargable battery technology instead.[75][76][77][78]
In September 2018,Bombardier,CAF, aDowner Rail/CRRC joint venture,Hitachi andStadler Rail were short-listed to build the new fleet.[79][80]Stadler was awarded a contract to build and maintain 42 five-carriagelight rail vehicles in January 2020, with deliveries to commence in late 2021 and all trains to be in passenger service by 2024. The new trains will feature next stop audio-visual information displays,Tube-style linear seating to increase capacity, wider doors and aisles, air conditioning, WiFi and charging points.[81][82][83] Following the announcement of the £103 millionMetro Flow project, in March 2020, four additional Stadler units have been funded, bringing the total number of units on order from 42 to 46.[61][62]
During September 2020, the Metro Futures website[84] was launched, allowing the public to give their view on several elements of the new Metro fleet.
In December 2021, Nexus revealed that the Metro fleet had entered the final assembly phase at Stadler's factory inSwitzerland and that the manufacturer is in the process of fitting the main interior components of the first of the new trains. The works include the installation of wheels, seats, equipment cases, piping, wiring, flooring, windows and other internal furnishings.[85] During September 2022, Nexus released a video taken at Stadler's test track inErlen of a unit moving under its own power for the first time, prior to beginning full trials.[86]
The first of the new fleet arrived at the Metro depot on 28 February 2023. By August 2024, three of these first nine units delivered had completed their daytime testing and the focus was moving to driver training.[87]
The first unit entered revenue service on 18 December 2024.[88][89] Initially, it will operate a Monday–Friday service on the Yellow line between Monkseaton and Pelaw.[88] The rest of the fleet will be slowly rolled out over 2025–2026, with one old train being removed each time a new one is added. The whole fleet is set to be replaced by sometime in 2026.[56]
In addition to passenger trains, the Tyne and Wear Metro also operates three battery-electric locomotives (numbered BL1–BL3),[citation needed] which were manufactured byHunslet in 1988. The company also operates aPlasser and Theurer ballast tamper and 15 wagons,[citation needed] which are used for maintenance and repair work.
The Tyne and Wear Metro is publicly owned, receiving funding from council tax payers and government.Nexus, which owns and manages the Metro, contracted out operations and train maintenance as part of a deal with the government, to secure modernisation investment and operating subsidy for the system between 2010 and 2021. Nexus continued to set fares, frequency of services and operating hours. Opponents would suggest that this arrangement was privatisation by the back door, though some services had already been contracted out, such as cleaning of stations and ticket inspections.[citation needed]
During November 2008, Nexus invited potential bidders to declare an interest in a contract to run the operations side of the business on its behalf. The successful bidder was to obtain a seven-year contract commencing on 1 April 2010, with up to an additional two years depending on performance.[90][91] In February 2009, four bids were shortlisted:DB Regio,MTR Corporation,Serco-Abellio, and an in-house bid from Nexus.[92] By October 2009, the shortlist had been reduced to bids from DB Regio and Nexus.[93]
In December 2009, DB Regio was named as the preferred bidder, with the contract for operating the system signed in February 2010, and the handover of the service taking place in April 2010.[94][95] One of DB Regio's first initiatives was theMetro Dig It programme, and involved the re-painting of stations and deep-cleaning of stations and trains.[96] In February 2010, the government confirmed it would award Nexus up to £580 million to modernise and operate the Tyne and Wear Metro, with up to £350 million to be spent on theMetro: All Change programme, over the course of the following eleven years. A further £230 million would support running and maintenance costs, over the following nine years.[95]
As a result, between 2010 and 2017, the Metro was operated under contract byDB Regio.[97][98]
In March 2016, Nexus announced that they did not intend to renew the contract with DB Regio, following the contract ending in 2017, after stating that they were dissatisfied with the operator due to missed performance targets.[99] During April 2017, Nexus took over direct operation of the system for a planned period of two years, with the intention to re-tender the contract. TheRMT trade union, however, has argued that the direct operation should be made permanent, and operation of the system should remain in public ownership.[97][98] As of March 2021, the Tyne and Wear Metro network is still under public ownership, with services operated by Nexus.
The Metro Control Centre is based atGosforth, in a building alongside the station atSouth Gosforth. It is responsible for operating the network's signalling and electrical supply, as well as being used to communicate with train drivers and other staff using two-way radio equipment.[17] The original equipment at the control centre was replaced in 2007,[10] with a new computerised signalling control system installed in August 2018 at a cost of £12 million.[100][101]
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The Tyne and Wear Metro is currently operated from a single depot, also based inGosforth. The depot was opened in 1923 by theLondon and North Eastern Railway and was used to house the formerTyneside Electrics stock. The depot was inherited by Metro, prior to the system's opening in August 1980.[102] The depot is located at the centre of the triangular fork between the branch toAirport and the northern leg of theNorth Tyneside Loop. It is situated between stations atLongbenton,South Gosforth andRegent Centre; it is used for stabling, cleaning, maintenance and repair of the fleet. It can be accessed by trains from either east or west and there is also a depot-avoiding line running from east to west, which is not used in public service.
Prior to the arrival of new rolling stock towards the end of 2021, a new depot was constructed nearHowdon, inNorth Tyneside. The site is used as a temporary stabling and maintenance facility for up to 10 Metrocars, whilst the current depot atSouth Gosforth is being reconfigured. The temporary depot atHowdon opened in August 2020.[103][104] A further vehicle stabling and maintenance facility is also scheduled to open inSouth Tyneside, as part of the Maintenance and Renewals Skills Centre atSouth Shields.[60]
The 60 stations on the Tyne and Wear Metro network vary widely in character. Some are formerBritish Rail stations, whilst others were purpose-built for the Metro. Most of the stations are above ground, but several in centralNewcastle andGateshead are underground, namelyCentral,Jesmond,Haymarket,Monument,Manors,St. James andGateshead. InSunderland,Park Lane andSunderland stations also have underground platforms.[11] The platforms atFour Lane Ends are also below the surface, as they are underneath by the station building. Four of the stations on the network, Central, Heworth, Manors and Sunderland, allow for interchange withNational Rail services.Sunderland is only one of two stations in the United Kingdom wherelight andheavy rail services use the same platforms; the other isRotherham Central, which since 2018 has served bothNorthern andTransPennine Express, and theSheffield Supertram network.
Most Metro stations are not routinely staffed. However, the busiest stations in central Newcastle and Sunderland (Haymarket,Monument,Central,Sunderland andPark Lane) are all staffed until late in the evening, andSt James,St Peters andStadium of Light are also staffed on match days. All stations are equipped with ticket machines, shelters and seating, next train information displays, and emergency help points.[11] Ticket machines are able to accept payment with credit and debit card (includingcontactless payment), notes and coins.[40][41] Automated ticket barriers (at 13 stations), and smart card validators at all stations, were also installed during the first phase of Metro'sAll Change programme.[42][43] Despite the majority of stations being open to access, the Tyne and Wear Metro has the third-highest level of passenger income per year (£45.2 million in 2013/2014) of the eightlight rail networks in England.[64] Regular checks are made by patrols of inspectors, both at stations and on board trains. Passengers caught travelling on the Metro without a ticket are subject to a £100penalty fare.[105]
In June 2022, it was announced that the installation oftactile paving at all Metro stations had been completed.[106]
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Most stations on the network have cycle racks, with smart cycle lockers located at 21 stations across the network (as of March 2020).[107] Following a trial period in 2016,[108] non-folding bicycles are permitted to travel on Metro between 10:00 and 15:00 and after 19:00 on weekdays, and all day at weekends, betweenCallerton Parkway andJesmond, betweenManors andJesmond (via Whitley Bay), and betweenGateshead Stadium andSouth Shields orSouth Hylton. Non-folding bicycles are not permitted to travel betweenCallerton Parkway andAirport, betweenManors andSt James, or betweenJesmond andGateshead Stadium at any time. Folding bicycles are permitted to travel across the entire Metro network, given that they are kept folded and handles/pedals do not pose a danger to passengers.[109][110]
UnderNewcastle, two routes run underground at right angles to each other, and intersect atMonument, which has four platforms on two levels. The first route, shared by both the Green Line (fromSouth Hylton toAirport) and Yellow Line (fromSouth Shields toSt. James), runs from north to south. It heads underground atJesmond, and runs south throughHaymarket,Monument andCentral, before rising above ground to cross theQueen Elizabeth II Bridge over theRiver Tyne. It then enters another tunnel, running underneathGateshead, servingGateshead, before rising above ground again before the station atGateshead Stadium.[111]
The second underground route, part of the Yellow Line (fromSouth Shields toSt. James), runs from east to west, heading underground after running east alongside theEast Coast Main Line, before servingManors andMonument, then terminating atSt. James.[112] Yellow Line trains pass throughMonument twice, once eastbound through the east–west platforms, and then, after running around theNorth Tyneside Loop, southbound through the north–south platforms before running toSouth Shields.[2]
The Tyne and Wear Metro is one of the few rapid transit systems in the world with apretzel configuration, in which a line crosses over itself and trains pass through the same station twice at different platforms. This arrangement also exists atVoorweg on theRandstadrail network inThe Hague.[citation needed]
The Manors stock curve,[113] running partly in a tunnel, runs fromManors toJesmond. The line is used for empty stock movements only, and has no passenger service. Before the Metro tunnels were created, it was part of the main rail route toNewcastle, and connected to the main line atManors.[111]
The tunnels were constructed in the late 1970s, using mining techniques, and were constructed as single-track tubes with a diameter of 4.75 m (15 ft 7 in).[2] The tunnels underNewcastle were mechanically bored throughboulder clay, and lined with cast iron or concrete segments. The tunnel underGateshead was bored throughsandstone and excavated coal seams. Old coal mine workings, some of which dated from theMiddle Ages, had to be filled in before the tunnelling began.[17]
There are seven level crossings on the Metro network, five of which are operated by Nexus and do not have barriers as the frequency of Metro services would make them impractical. Three others are situated near East Boldon on track shared with Network Rail, and have barriers due to the freight trains and National Rail services that use them.[114]
Distances on the system are measured from a datum point atSouth Gosforth.[115] The system is metric, with distances in kilometres, and rounded to the nearest metre. Lines are designatedIn andOut. TheIn line runs fromSt. James toSouth Shields via theinside of theNorth Tyneside Loop (viaWallsend thenWhitley Bay), with theOut line running in the opposite direction. By extension, theIn line runs fromAirport toSouth Gosforth, and fromPelaw toSouth Hylton.
Distance plates are mounted on alloverhead line structures. Different distances are normally quoted for stations, depending on whether the direction of travel isIn orOut. Distances increase from the datum in all directions.[116] The part of line betweenPelaw andSouth Hylton owned byNetwork Rail is dual-marked in both metric units, as well as miles and chains. The boundary between the two systems is located at Pelaw Junction.[117] The closest adjacent stations by distance on the network areSt. Peter's andSunderland, with the furthest apart beingPelaw andFellgate.
The Tyne and Wear Metro is electrified withoverhead lines at1,500 V DC, and is now the only rail network in the United Kingdom to use this system.[10][118] Nexus has stated that its long-term ambition is to convert the electrification of the line betweenPelaw andSunderland, which is shared withheavy rail, to theNetwork Rail standard of25 kV 50 Hz AC. However, in doing this, a new fleet of dual-voltage trains would be required.[76][77]
Automatic train protection is provided by anIndusi system, braking trains if signals are passed at red, unlike the usualTPWS/AWS used on the wider British mainline system (TPWS/AWS as well as lineside Indusi equipment are fitted to the Sunderland extension).[119] Train control is currently fully driver operated. A positive train identification system controls signals at stations, switches and crossings, while the rest of the network uses standard fixed block signalling with two or three aspect colour light signals. There is a minimum headway of three minutes.[119]
During the 1985–86 financial year, the Tyne and Wear Metro carried a total of 59.1 million passengers – the highest figure it has ever achieved. By 1987–88, this had declined to 44.9 million. The decline was attributed to the loss of integration with bus services, followingderegulation in 1986, as well as the general decline in public transport use in the area.[9][120] Usage continued to decline during the 1990s, reaching a low of 32.5 million during 2000–01. From the turn of the century, passenger usage rose and stabilised, fluctuating in a range of 35–40 million passengers annually. Prior to 2016–17, the Tyne and Wear Metro consistently ranked as the second-most used tram andlight rail network in the United Kingdom, after London'sDocklands Light Railway. Ridership significantly fell during theCOVID-19 pandemic to an all-time low of 9.4 million in 2020–21. The Metro is the third-most used tram andlight rail network in the United Kingdom, after theDocklands Light Railway, closely following theManchester Metrolink.[120]
| Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | Year | Passenger journeys | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1983/84 | 49.8 | 1991/92 | 40.6 | 1999/00 | 32.7 | 2007/08 | 39.8 | 2015/16 | 40.3 | 2023/24 | 30.7 | |||||
| 1984/85 | 57.2 | 1992/93 | 38.9 | 2000/01 | 32.5 | 2008/09 | 40.6 | 2016/17 | 37.7 | 2024/25 | 32.2 | |||||
| 1985/86 | 59.1 | 1993/94 | 38.3 | 2001/02 | 33.4 | 2009/10 | 40.8 | 2017/18 | 36.4 | 2025/26 | ||||||
| 1986/87 | 46.4 | 1994/95 | 37.0 | 2002/03 | 36.6 | 2010/11 | 39.9 | 2018/19 | 36.4 | 2026/27 | ||||||
| 1987/88 | 44.9 | 1995/96 | 35.9 | 2003/04 | 37.9 | 2011/12 | 37.9 | 2019/20 | 33.1 | 2027/28 | ||||||
| 1988/89 | 45.4 | 1996/97 | 35.4 | 2004/05 | 36.8 | 2012/13 | 37.0 | 2020/21 | 9.4 | 2027/28 | ||||||
| 1989/90 | 45.5 | 1997/98 | 35.0 | 2005/06 | 35.8 | 2013/14 | 35.7 | 2021/22 | 24.3 | 2028/29 | ||||||
| 1990/91 | 43.6 | 1998/99 | 33.8 | 2006/07 | 37.9 | 2014/15 | 38.1 | 2022/23 | 29.3 | 2029/30 | ||||||
| Estimates from theDepartment for Transport[121] | ||||||||||||||||
The Tyne and Wear Metro has a distinctive design andcorporate identity,[122] initially developed to distinguish itself from the antiquated rail system it replaced in the 1980s, as well as to match the livery of the buses operated by the Tyne and Wear Passenger Transport Executive, prior toderegulation in 1986. TheCalverttypeface was designed byMargaret Calvert and first used on the Metro; it is used extensively throughout the system, including on the distinctive blackM logo on a yellow background. The logo is used to denote the Metro, and is featured on cube signs at station entrances, as well as on board trains, and on station signage.[123]
After the branding identity of the Metro became inconsistent and confused in the late 1990s and early 2000s, Nexus employed a local design agency, Gardiner Richardson, to help the organisation to revive the brand.[124] During 2009, as part of theMetro: All Change programme, re-branding began to take place. Re-branding saw an emphasis placed on theCalvert typeface on lettering, signage and maps. It also saw the introduction of a simplified colour scheme of black, white, grey and yellow, to be used on refurbished stations, signage and trains. In 2009,Haymarket was the first station to be refurbished, using the new corporate branding and colour scheme.[125][126]
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There are more than 30 pieces of permanent art across the transport network in Tyne and Wear. A number of Metro stations feature commissioned works by various artists, including:[127]
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The Tyne & Wear Metro, which opened in 1980, was the first modern light rail system in the UK, although strictly speaking it is a hybrid combining elements of light rail, heavy underground metro and longer distance suburban railway systems.
Tyne and Wear Metro has the largest dimension and territorial scope of the metro systems considered. ... However, due to its regional scope, instead of urban, it has the smallest number of stations per kilometre.
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Italics: under construction. | |
