The Latest Citylink Tram-Trains In Karlsruhe
These pictures show some of the latest batch of NET2012 Citylink Tram-Trains in dervice In Karlsruhe.
They are closely related to the Class 399 tram-trains for Sheffield, that I wrote about in My First Pictures Of A Class 399 tram-train.
They were good trams and rode well on the streets of Karlsruhe.
Note that the trams I photographed are only some of the latest batch of twenty-five tram-trains of this type in Karlsruhe. So the basis of the Class 399 tram-train, must surely be well-proven on the streets of a city about the same size as Sheffield.
Incidentally, all of the new tram-trains were running on tram routes, just as the first Class 399 tram-trains will in Sheffield, when they start running in a few months.
But their profile and nose section is slightly different between the two variants. Compare the pictures from Karlsruhe, with this visualisation of a Class 399 tram/train from the Stadler data sheet.
Class 399 Tram/Train Visualisation
Note the lack of a coupling, as I don’t think Sheffield’s trams will work in pairs.
This second gallery was taken as I rode another of the new trams back to Karlsruhe station?
Note that the non-driving end of the tram converts into four seats with panoramic views to the rear of the tram.
Will we be seeing this feature in Sheffield?
I think it is too radical and although the design is common in Germany, I can’t see the Department of Transport allowing this passenger friendly feature.
But if it is possible and built into the tram-trains delivered to Sheffield, why shouldn’t it be used? Surely, as the tram-trains go there merry way around Sheffield and Rotherham, there must be some entertaining things to look at, out of the back of a tram!
Overall, I can see the Class 399 tram-train becoming a very popular vehicle in the UK.
- It is a modern, low-floor tram.
- It is a capable, electric multiple unit.
- It has a comfortable, if rather crowded at times, ride.
- The newer tram-trains are wheelchair-accessible.
- The passengers I spoke too, seemed to like the tram-trains.
- Longer trains can be created, by coupling units together.
- It is not an unproven concept on the streets and tracks of several German cities.
- Seventy-five tram-trains of this type and earlier variants, run in Karlsruhe alone.
- The major difference is that the Germans use 15 kVAC overhead wires for their trains and we use a more-standard 25 kVAC.
- Karlsruhe seems to have developed extensive solutions to make the train-platform transition an easy one for all passengers.
All it needs is for a successful trial between Sheffield and Rotherham.
Building A Tram-Train Tunnel In Karlsruhe
Karlsruhe has quite a few tram–trains routes in the Karlsruhe Stadtbahn. This is said as an introduction to the system in Wikipedia.
The Karlsruhe Stadtbahn is a German tram-train system combining tram lines in the city of Karlsruhe with railway lines in the surrounding countryside, serving the entire region of the middle upper Rhine valley and creating connections to neighbouring regions. The Stadtbahn combines an efficient urban railway in the city with an S-Bahn (suburban railway), overcoming the boundary between trams/light railways and heavy railways. Its logo does not include the green and white S-Bahn symbol used in other German suburban rail systems and the symbol is only used at stops and stations outside the inner-city tram-operation area.
It works according to the Karlsruhe model.
A typical tram-train route could start on say the west of the city running on a typical suburban railway electrified to the German standard of 15 kVAC. It might share the tracks with any passenger or freight train, just like any EMU in the UK shares the heavy rail tracks.
For passing through the centre of the city, the tram-train takes to the tram tracks with their electrification of 750 VDC and runs like a normal tram. Provided the platforms are of a compatible height and the gauge is acceptable, Karlsruhe’s tram-trains can go anywhere a normal tram could go in the city. But in Karlsruhe, there doesn’t seem to be any normal trams any more so all the lines in the city are full of tram-trains, running at typical tram frequencies.
After passing through the city centre, they would take to the heavy rail system again. Some routes even go quite large distances into the surrounding countryside.
I didn’t actually find a place where voltages change, but it looked to be automatic, with ceramic rods isolating the different voltages.
This is a map of the system.
Karlsruhe Stadtbahn
I think that Harry Beck would have approved of this map, as it certainly has a touch of the Londons about it!
Note the east-west line of routes across the map. These run along Karlsruhe’s equivalent of Oxford Street in London or Lord Street in Liverpool.
So they have decided to build a tunnel using cut-and-cover methods from one end to the other. A section in the Wikipedia entry for the Karlsruhe is called New Tunnel In Karlsruhe, and gives more details. This extract gives some objectives of the new tunnel.
The tunnel will shorten the travel time for the Stadtbahn through the pedestrian zone and the stability of the timetable will improve. In addition, the platforms of the station’s tunnel will have pedestals that are about 15 metres long with a height of 55 cm above the rail so that the first two doors of Stadtbahn trains will have step-less entry. This will make possible stepless entrance on lines S 4 / S 41 and S 5 / S 51 / S 52 in Karlsruhe for the first time, reflecting a trend that has long been standard elsewhere.
These pictures show the current state of the project, as I first walked in an easterly direction down the main street and then approached it from the East in a tram..
When I wrote Exploring Karlsruhe And Its Trams And Tram-Trains, it was in a much worse state.
But I don’t think the digging of the tunnel has been without problems. Note the blue pipe running along the street, which wasn’t there last time I visited. One of the locals told me it was all due to the wasser and gave flooding actions.
It would certainly appear, that they’ve had a lot more tunnelling problems than Crossrail.
I do think that the Karlsruhe tram tunnel, is one of the most significant transport ideas of recent years.
I shall be visiting the city of Karlsruhe again, when it opens.
Just imagine what Manchester would be like, if instead of its current tram system, they’d used a tunnel. Perhaps something like this could have been built.
- A double track tunnel was built under the city from Piccadilly to Victoria.
- The tunnel would be able to take Karlsruhe-style tram-trains.
- There would be sensibly placed underground stations at places like Arndale Centre and Piccadilly Gardens.
- Tram-trains were used on the various suburban routes, would connect back-to-back.
Unfortunately, the technology to create such a system has probably only existed for ten years and it was only developed after Manchester’s tram system was built.
But that doesn’t stop a tram-train route being created across the city, if the tracks were connected at the two main stations. After all the Class 399 tram-trains, which are UK versions of The Latest Citylink Tram-Trains In Karlsruhe, will be running through the centre of Sheffield.
So will we see them running through Manchester? Don’t underestimate the engineers!
I don’t know the Tyne and Wear Metro very well. Regarding the system and the trains.
- The trains are very elderly and there is talk of replacement.
- If say Pelaw Junction to Sunderland or any other part of the network needed to be electrified at 25 kVAC, Class 399 tram-trains would take it all in their stride, just as they do in Karlsruhe.
- The Leamside Line could be reopened to Washington for the Metro and as a diversionary route for freight. It would need electrification of some sort, but surely 25 kVAC would be better, as it would allow electric haulage of freight trains. Class 399 tram-trains wouldn’t care, so long as there was volts and amps!
- Extensions up the East Coast Main Line might be easier.
- If the Durham Coast Line is electrified, the Metro could go all the way to Middlesbrough.
- The Tyne and Wear Metro is based on the Karlsruhe model.
So could the trains be replaced directly by Karlsruhe-style Class 399 tram-trains?
I have no idea, but I do foresee some problems.
- The Metro runs on 1500 VDC. But I suspect any decent electrical engineer with rail transport experience could modify the design of the Class 399 tram-trains, so they ran on 1500 VDC and 25 kVAC.
- Is the platform height compatible? I suspect that if they aren’t then it could be quite easy to build the new fleet of trains to fit the current platforms.
Any Geordie with a little bit of imagination must be able to see the opportunities that would be created, by changing the rolling stock with what I believe could become Europe’s standard tram-train.
And then there’s Sheffield!
I can’t wait to ride the new Class 399 tram-trains in the city!
Note.
- The layout of Sheffield station is similar to Karlruhe-Durlach station, that I wrote about in Tram-Trains From Karlsruhe-Durlach Station.
- Sheffield will need to add to or replace its fleet of trams in the near future.
- Connections at Sheffield station between the two rail systems, would allow tram-trains to go to places like Manchester, Barnsley and Worksop, once the main lines are electrified.
I saw the future in Karlsruhe and it will come to Sheffield.
I can envisage a day, when I catch a Class 399 tram-train at Sheffield Cathedral and after running along the picturesque Hope Valley Line, I will alight at the Piccadilly Gardens tram stop in the centre of Manchester.
If you think that is fantasy look at the reality of Karlsruhe, where tram-trains go between the centre of the city and places further away than Manchester is from Sheffield.
From Munich To Karlsruhe
This was very much an uneventful leg on rather a full train.
As it was raining for the first part, I didn’t take many pictures worth publicising. This is perhaps the only one worth showing.
A Karlsruhe Tram-Train At Bruchsal Station
It shows an tram-train, probably on the run from Karlsruhe at Bruchsal station.
It is actually an S32, which has a route of.
Achern – Baden-Baden – Rastatt – Muggensturm – Hauptbahnhof – Durlach – Bruchsal – Menzingen
I reckon that’s a total distance of nearly a hundred kilometres, which goes right across Karlsruhe, although it goes via Duurlack and Hauptbahnhof, rather than along the main street.
Karlsruhe’s tram-trains certainly have strong invasion tendencies.
My First Pictures Of A Class 399 Tram-Train
In Sheffield, I took these pictures of a Class 399 tram-train in the depot on the way to Meadowhall.
In two picture theres is also one of the current Supertrams.
The difference between the two trams, is that the current ones have full length windows in the doors, whereas the tram-trains have shorter windows.
Although, work appears to be continuing at South Meadowhall to connect the tram and heavy rail networks, nothing much was worth photographing.
A Trip To Bromley
I like to explore and when I saw the Bromley North Branch on the Tube and Rail Map, I just had to visit.
One sub-theme that percolates through this post is that everything I wanted to buy seemed to be unavailable.
It started at the Co-op outside Dalston Junction station, where all copies of The Times had been sold.
I took a train to New Cross station, where the charming newsagent sold me my paper and I had a chat and a moan with a web designer called Ben about the lack of seats on platform C/D on the station to sit in the sun.
At least if it had started to rain, I wouldn’t have got wet!
From New Cross I took a train to Grove Park station.
This Google Map also shows Grove Park station
Grove Park Station
Note that Platform 1 is to the south side of the station and the Bromley North Branch Line goes out of the South East corner of the map
From Platform 1, I got a train to Bromley North station.
This Google Map shows the station.
Bromley North Station
It would appear that there isn’t much space to extend the line from Bromley North station.
I then walked down to Bromley South station.
It was a fairly easy walk as it was generally downhill.
My ability to buy a drink was restricted though, as all tables in the sun were busy.
At Bromley South station, i took a train to Victoria.
In the Wikipedia entry for Bromley North station, there is a section called Future Proposals, where this is said.
Proposals have been put forward by Transport for London and the London Borough of Bromley for the Bromley North Line to be extended and connected to either the Docklands Light Railway via a link south of Lewisham, to the Tramlink system from Beckenham Junction, or to an extension of the Bakerloo line from Elephant and Castle. These schemes have not been taken beyond the proposal stage and recommendations are expected to be published around 2017.
Additionally, it has been suggested that the Bromley North Line could be connected to London Overground via an extended service from New Cross, although the problems of line capacity make this seem an unlikely solution.
This map from carto.metro.free.fr shows the lines in the area.
Lines Around Bromley
Grove Park station is beyond Sunbridge Park station.
This Google Map shows the two Bromley stations.
Bromley Stations
Note.
- Bromley North station is in the North and Bromley South station is in the South, as would be expected.
- The only surface routes between the two stations would be through the Town Centre along the High Street or along the A21.
- Building along both would probably be highly controversial and extremely difficult.
- Creating any connection between a tram or train to the lines through Bromley South station would need a lot of land and possibly some demolition.
So I think that it is unlikely that there will be any connection between the two stations, unless it is in a tunnel.
The Germans, who have had this sort of problem in cities like Kassel would probably do something like this.
- Use tram-trains starting in Platform 1 at Grove Park station, running as trains to Bromley North station.
- At Bromley North station, they would switch to tram operation, cross under the main road at the station and run towards the Town Centre.
- Alternatively, they could cross the main road under control of traffic lights, as is done in Nottingham.
- The trams would run to Bromley South station down the middle of the High Street.
As I believe there isn’t enough space for trams or tram-trains to join the railway to go to Beckenham Junction station, they would probably just go round a loop with a couple of stops to return to Bromley North station.
There is also the problem of building tram-trains that work on railways with third-rail electrification. I believe it is technically possible, but it could be complicated and have safety issues.
Quite frankly, I think it is unlikely any surface transport solution will be added to Bromley North station.
A much better and safer solution could be to use several small electric buses, that shuttled between the two stations through the Town Centre.
Tram-Trains Recommended For Leeds-Bradford Airport Link
This report on Global Rail News is entitled Tram-train preferred for Leeds Bradford Airport link, which probably says most of it.
This Google Map shows the cities of Bradford and Leeds and the airport to the North.
Bradford, Leeds and Leeds-Bradford Airport
And this map shows the airport and the surrounding area from Guiseley in the North West to Horsforth in the South East.
Leeds Bradford Airport
Both towns have stations.
- Horsforth station is on the Harrogate Line.
- Guiseley station is on the Wharfedale Line
If you need to travel between the two towns by rail, you need to change trains at Leeds.
The consultants report recommends that to link Leeds to the airport a tram-train link be built from Horsforth.
This Google Map shows the countryside between Horsforth station and the southern end of Leeds-Bradord Airport.
Horsforth To Leeds-Bradford Airport
Horsforth station is in the South East corner of the map.
It would seem to not be the biggest engineering project to construct the airport link.
Although, it should be born in mind, that the area around and between Leeds and Bradford is not by any means flat and pilots of light aircraft are usually cautious on the approach to the airport, because the terrain causes all sorts of winds and updraughts.
This Google map shows the country between Guiseley and the northern end of Leeds-Bradford Airport.
Guiseley To Leeds-Bradford Airport
Guiseley station is in the North West corner of this map.
It would probably not be as easy to built a link from Guiseley to the airport, that could handle tram-trains, as to build one from Horsforth.
Years ago, the Otley and Ilkey Joint Railway planned to create a railway from Guiseley to Horsforth via Yeadon, but it was never built and the Yeadon Branch was closed to all traffic in 1964.
It would be ironic, if tram-trains were to reconnect Guiseley and Horsforth via Leeds-Bradford Airport, along the route of the Yeadon Branch.
If a route from the airport to Guiseley could be built for tram-trains, then they could carry on to Bradford Forster Square station, thus giving Bradford direct access to the airport.
Tram-Trains In Stockport
In the Proposed Systems section for the United Kingdom in the Wikipedia entry for tram-trains, there is a reference to tram-trains being proposed for Manchester to Marple.
I have also found this report on the Stockport Council web site, which is entitled Stockport Rail Strategy. The strategy has been developed by respected engineers; WSAtkins.
Search the report for tram-train and you get 35 hits, including references to Manchester to Marple.
The report also has this helpful map of tram-train routes in the Stockport area.
Possible Stockport Tram-Train Routes
I’ll look at some of the routes.
Manchester to Marple
Note that Manchester to Marple is given the highest priority of 1.
In Section 5.5.1 of the report, this is said about the Manchester to Marple route.
Manchester – Marple Metrolink would replace local rail services on the Manchester – Marple via Bredbury line with a more frequent service that would access the heart of Manchester City Centre. A further benefit of the scheme is that it contributes to relieving platform capacity constraints to Manchester Piccadilly, since the scheme would enter Piccadilly via the Metrolink platforms.
It also says it won’t go through Stockport Town Centre.
As the map shows the Manchester to Marple route goes via Ashburys station, which is to the South of the Etihad Stadium.as this Google Map shows.
Ashburys And Etihad Stadium
Note Ardwick and Ashburys stations on the line used by trains between Manchester Piccadilly and Rose Hill Msrple Marple stations.
A second Google Map shows the Etihad Campus tram stop, surrounded by various stadia, centres and arenas.
Etihad Campus
Note in both maps there is a rail line that leaves the rail line to the west of Ashburys station and goes north to the west of Etihad Campus.
This is one route that could be used to get tram-trains into the Manchester Metrolink.
In the Wikipedia entry for Ashburys station, this route is also proposed.
Significant new infrastructure works would be required between Piccadilly and Ashburys station, known as ‘Piccadilly Link’. It would be incorporated within a major mixed-use development by Grangefield Estates, known as ‘Chancellor Place’, around the former Mayfield Station site.
It would appear that both routes have their advantages.
But surely, the Etihad route has these specific ones.
- ,It would only need a connection between the rail line and the tram line to Etihad Campus.
- It doesn’t rely on the ever-changing fortunes and minds of large property companies to deliver the infrastructure on the Mayfield Station site.
- The route would not interfere with the addition of the two new platforms proposed for Manchester Piccadilly.
- The trams end up under Piccadilly station from where they could continue to any number of destinations.
- Manchester to Marple services are removed from the crowded Piccadilly station.
- A station or tram stop could be provided to the west of the Etihad Stadium, if that was required.
- Delivery of the scheme would be down mainly to Manchester Metrolink, Network Rail and the various councils, with perhaps some input from the owners of the Etihad Campus.
On a rough analysis, I suspect that going the Etihad route would be more affordable and a lot easier to bring to fruition.
The WSAtlins report also suggests this for tram-trains between Manchester and Marple.
Stockport station could be served by using the Stockport to Stalybridge Line.
- A proposed service would be five trains per hour from Manchester City Centre to both Stockport and Rose Hill Marple.
- There would be a tram-train every six minutes on the busiest part of the route between Reddish North and Manchester.
- Other services between Manchester and Marple would go via Hyde.
Obviously, there are questions to be asked.
- The tram-trains get to Manchester City Centre, but where do they go from there?
- Could we see a tram and tram-train interchange in Piccadilly Gardens, just as I saw in the centre of Kassel and wrote about in The Trams And Tram-Trains Of Kassel?
- Could Manchester’s tram network be used by a Class 399 tram-train, as is being trialled in Sheffield?
I can understand why the Manchester to Marple route was offered as a place to do the tram-train trial!
It strikes me, that if the costs add up, then it would be a good proposal.
Stockport To Tameside
The WSAtlins report says this about a link from Stockport to Tameside.
A further possibility utilising the proposed section of Metrolink route between Stockport and Reddish would be a direct link from Stockport to Tameside, possibly terminating in Ashton Town Centre.
Note the following.
- This would use the Stockport to Stalybridge Line, which currently has only one train a week on a Friday morning.
- The report gives this line a priority of 2.
- Tram-trains to Ashton Town Centre would go via Reddish South, Denton and Guide Bridge.
- There was also a station at Ashton Park Parade to the South of Ashton Town Centre.
- Ashton Town Centre has Ashton-under-Lyne station to the North.
- Ashton-under-Lyne Metrolink station is the terminus of the East Manchester Line and it has five trams per hour to Manchester City Centre.
- Stalybridge station, which is another natural terminus for tram-trains from Stockport, is served by services from Manchester Victoria to Huddersfield and the East.
This Google Map shows Ashton Town Centre.
Ashton Town Centre
Note.
- The Stockport to Stalybridge Line at the bottom of the map.
- Park Parade is shown and I suspect Ashton Park Parade was in this area.
- Ashton-under-Lyne station at the top.
- Ashton-under-Lyne Metrolink station is in the top left of the map.
- Ashton-under-Lyne has a five trams per hour service to Manchester City Centre.
In my view, there are lots of possibilities to improve the transport links in Ashton Town Centre.
West of Stockport
The WSAtlins report discusses routes to the west of Stockport.
This group of routes would utilise the Stockport – Altrincham railway line west of Stockport Town Centre, which would be restored to a double-track formation with new stops being added in residential areas.
This Google Map shows Stockport station and Edgeley Junction.
Stockport Station And Edgley Junction
The Mid-Cheshire Line, that goes between Stockport and Altrincham goes off to the west, passing south of Abney Hall Park and the Buxton Line goes to the south east, with stations at Davenport and Woodsmoor being visible.
The report also says this.
A new section of Metrolink route would be created from Stockport Interchange to the start of the Stockport – Altrincham railway line immediately south of Edgeley Junction. That would include a new stop adjacent to Stockport Station, fulfilling a long-held aspiration to provide a direct public transport link between Stockport Station and Stockport Interchange.
This Google Map shows the location of Stockport Interchange with respect to Stockport station.
Stockport Bus AndTrain Stations
Stockport Interchange is between the railway and the A6 towards the top and Stockport station is towards the bottom.
I suspect that given the layout of the Town Centre and the various modes of transport to connect, that an innovative solution will be needed.
- Stockport Interchange and Stockport station are about four hundred metres apart.
- Stockport station is on the thirty-three metre high, Grade 2* Listed Stockport Viaduct.
- Tram-trains from Manchester will come and go to the North.
- There could be five tram-trains per hour to each of Ashton and Manchester City Centre.
- Tram-trains from the Mid-Cheshire Line will come and go to the South.
- Was the new Platform 0 built to make the station more suitable for tram-train services?
A good design probably won’t be easy.
One solution would be to cut Platforms 0 and 1 in half, with the Northern ends accepting tram-trains from the North and the Southern ones, those from the South.
The area in between the two halves could be made into a small courtyard with seats, a coffee stall and a kiosk, so passengers arriving from the North would just walk to the court and wait for the appropriate tram-train to the south and vice-versa.
The tram-train platforms would also have level step-free access to Platform 2 for the expresses going South through Stockport.
Stockport to Manchester Airport
The WSAtkins report has a lot to say about the value of this route.
The main driver for the Stockport – Airport route is the expected transformation of Manchester Airport and its surrounding area into a multi-purpose regional economic hub. That will require a step-change in the proportion of trips to/from the area using non-car modes. A high proportion of trips travel to the area is from distances greater than 8km, for which stopping bus services cannot usually provide an attractive alternative to car travel, even with ambitious bus priority measures. TfGM indicated that there are many trips to the Airport that currently originate in or near Stockport.
It also says this about the route.
The route to the Airport would be achieved by a new curve at Baguley linking the Stockport – Altrincham line with the planned Manchester Airport Western Loop Metrolink line. TfGM has indicated that it expects many trips accessing the Manchester Airport area would interchange onto Metrolink from bus and heavy rail in Stockport Town Centre. The route would also facilitate access from its residential catchment to the national rail network at Stockport Station and at the proposed HS2 Station near Manchester Airport.
This Google Map shows the area to the north of Baguley Metrolink station.
The Baguley Curve
The Stockport to Altrincham Line runs across the top and the scar down the middle is now the Airport Branch of the Manchester Metrolink.
Building a curve shows one of the useful advantages of tram-trains, which can turn tighter than a standard train.
The question has to be asked if tram-trains would run to the airport from both Althincham ans Stockport!
Stockport To Altrincham
The WSAtkins report has this to say about the route.
A Stockport – Altrincham service would connect residential areas on the Stockport – Altrincham corridor with both of their main local centres. The residential areas expected to benefit from new stops include Adswood, Cheadle Heath, Cheadle, and Gatley. The service would also improve the link between Altrincham and Stockport and its onward inter-urban rail connections.
I would assume that as nothing is menbtioned about the terminus at Althincham, this is not considered to have any issues.
Stockport To East Didsbury
Plans for this route have existed since the late 1990s. But following a southern raoute, rather than one along the Mersey could offer cost savings. The WSAtkins report has this to say about the new route.
This southern route from Stockport to East Didsbury would join the Hazel Grove to Sharston freight line via a new junction at Cheadle Heath, and then cross the River Mersey via a new alignment to East Didsbury. This has the potential to provide a new stop at Gorsey Bank, providing sustainable transport access to the proposed new development site. This route would provide Metrolink services to Manchester City Centre from the Edgeley and Adswood areas, and would provide much-improved connections from Stockport to Didsbury, Chorlton and Salford Quays and Trafford Park.
This Google Map shows the routes of the Stockport to Altrincham Line, the freight line from Hazel Grove to Sharston, the M60 Motporway and the River Mersey in the west of Stockport.
Stockport To East Didsbury
Note.
Stockport Station and Edgeley Junction in the East.
The Stockport to Altrincham Line runs horizontally across the map.
The freight line crosses the motorway, just to the right of the blue M60 label.
Towards A Circular Metrolink
The WSAtkins report says this.
With both the Manchester – Belle Vue – Marple/ Stockport and Stockport West routes built, a Manchester – Belle Vue – Stockport – Airport service could operate. This route would combine radial and orbital elements and could potentially be developed in the longer term into a more extensive orbital Metrolink system, for example by extending northwards beyond Reddish to Ashton-under-Lyne.
I suspect Manchester feels rather pleased that all those old railway lines across and around the city, weren’t dug up for housing and motorways.
Hazel Grove to East Didsbury
The WSAtkins report says this about running tram-trains betwen Hazel Grove station and East Didsbury Metrolink station.
The Hazel Grove to East Didsbury tram-train route would form an extension to the Manchester to East Didsbury Metrolink line, and would result in a Manchester – Hazel Grove Metrolink service.
It would utilise the following rail/ Metrolink lines.
- New Metrolink line from East Didsbury to Gorsey Bank, crossing the river Mersey to join the rail (presently freight only) line at a point north of the M60.
- Existing rail (presently freight only Sharston to Hazel Grove line) redoubled from Gorsey Bank to Hazel Grove.
The report also says this about the route.
It is envisaged that new stops would be provided at Gorsey Bank, Edgeley Lane, Davenport and Woodsmoor. The section of the scheme between East Didsbury and the existing Stockport-Altrincham rail line is identical to that proposed in the Stockport West group of routes, offering cost savings if both schemes were progressed. This service would not replace the existing heavy rail service but further work would be needed to define the appropriate mix of Metrolink and local rail services between Manchester and Hazel Grove.
So it looks like to create improved connectivity from East Didsbury can be delivered by tram-trains, some doubling of lines, electrification, signalling and devising a better timetable.
Tram-Trains Running On Manchester Metrolink
The WSAtkins report says this about possible constraints on running tram-trains on the Manchester Metrolink.
In Greater Manchester Metrolink has been developed by converting existing railway lines and disused rail alignments and building new on-street embedded rails. Metrolink therefore currently runs on a separate network to heavy rail, with an operating system managed on behalf of TfGM. The concept of a Metrolink type service utilising currently active heavy rail lines, which would continue to be used by trains as well as a Metrolink service, has been discussed for a number of years. This type of operation is referred to as ‘tramtrain’.
Tram-train is currently used in several locations in mainland Europe, and a pilot project in Sheffield was commissioned by the Department of Transport to consider the potential of adopting this approach in the United Kingdom. The pilot project is considering the technical issues but the actual running of a tram on a rail way has been delayed several times. The most recent timescale is to start running sometime in 2016.
The Greater Manchester Metrolink vehicles are of a different design to the Sheffield trams as they were designed to operate on converted heavy rail lines. As such, it is anticipated there may be fewer technical issues associated with tram-train operation in Greater Manchester. The outcome of the pilot is expected to influence the prospects for tram-train elsewhere in the UK.
I would hope that the Manchester Metrolink and the Sheffield Supertram, both decide to use the same tram-trains, as this would enable tram-trains to start in the centre of Sheffield and then run on the Hope Valley Line to Srockport and Manchester City Centre.
Conclusion
In my view, if the use of tram-trains happens in around Stockport, it would be a good thing for the area.
I would hope that the Manchester Metrolink and the Sheffield Supertram, both decide to use the same tram-train, as this would enable tram-trains to start in the centre of Sheffield and then run on the Hope Valley Line to Srockport and Manchester City Centre.
If the concept works and the tram-train tril is successful, Sheffield, Manchester and a lot of other places in the UK, are going to have tremendous fun with tram-trains.
T
Tram-Trains Hit The National Papers
Unless you live in Sheffield, the saga of the tram-train to Rotherham, will probably be unknown to you.
But today there is a balanced news item in The Times, which is entitled Tram-train plan to put commuters on track.
This is the first time, I’ve seen an item about tram-trains in the national media.
Perhaps, journalists are at last realising that the revolution is coming here!
Will The Canny Glaswegians Back Tram-Trains?
This article on Global Rail News is entitled Glasgow Planning Airport Tram-Train. This is said.
A tram-train, which would operate between Glasgow Central Station and Paisley Gilmour Street before moving onto a new light rail line to the airport, is the preferred option.
This Google Map shows the relationship between Paisley Gilmour Street station and the airport.
Glasgow Airport Tram-Train Link
Paisley Gilmour Street station is in the bottom right corner of the map and the Inverclyde Line runs past the Airport alongside the M8 Motorway, after passing through Paisley St. James station.
The article gives some interesting figures on the costs of the .link between Glasgow Central station and the Airport.
- A conventional rail link would cost £317million.
- A tram-train link would cost £144million
- A light rail rapid transit, which would need a change of vehicle at Paisley Gilmour Street would cost £102million.
These costs probably explain, why the Germans are building as many tram-train systems as they are!
Having seen tram-trains working in a number of German cities, I would choose a tram-train tomorrow.
These points should be noted.
- The tram-train trial between Sheffield and Rotherham should highlight the changes that would need to be made to existing stations, signalling and operation.
- The Class 399 tram-train, would probably be used. It is a standard German tram-train modified to run on our overhead line electrical voltage. Surprisingly, it is the Germans, who are non-standard.
- When running as trams, tram-trains have all of the tram’s agility to go round tight curves and sneak into cramped sites.
- When running as trains the performance of the Class 399 tram-trains is only marginally slower than the Class 314 trains, that current work the Inverclyde Line. So they would be able to mix it on the train line.
- Passengers will probably think that they’re on a train, that is perhaps a bit different.
- Liverpool are seriously thinking of using tram-trains to connect to Liverpool Airport.
The only unusual thing in the proposed Glasgow and Liverpool tram-train systems, is that tram-trains are running as trains for most of their routes, except for the branch into the airport.
Normally tram-trains run as trains outside of the City Centre and as trams inside it. But then both Liverpool and Glsasgow don’t have any other tram system.
Two Bits Of Progress For Sheffield’s Tram-Train
There were two positive articles on the web about Sheffield’s delayed tram-trains.
This article in the Construction Index is entitled Green Light For Sheffield’s Tinsley Chord.
It describes how the papers have been signed and work can start on creating the Tinsley Chord to connect Sheffield’s Supertram to Rotherham. The article says that the track will be ready by the end of 2016.
There is also this article in Railway Gazete International entitled First tram-train heads for Sheffield.
The Class 399 tram-train is expected to arrive in Sheffield at the beginning of December.
So at last something seems to be happening, which in my view is one of the most important rail projects in the country.
Wikipedia has this of places in the UK, who are looking at tram-trains.
Eighteen places are mentioned.
The Anonymous Widower 