So why have none of these got off the ground? Simply lack of density of population and employment for sufficient critical mass for a financially viable route? Few examples of success without the advantage of a former rail corridor into a city centre to deliver reliable attractive journey time benefits without impacting road traffic.
Recent talk regarding trams or a monorail for Bournemouth.Portsmouth/Solent
Bristol
Merseytram
In Manchester, a Wythenshawe to Middleton Monorail
Plus bits of existing networks that never happened:
Tramlink to Crystal Palace
There were also John Prescott's East London regeneration plans which included at least two tram lines: eventually they morphed into two bus routes, though one was effectively only a 'short' version of the other. If they'd gone for trolleybus with assisted battery for a section off-line, there'd never have been an easier place in London to trial this imo.Only ever vaguely down Oxford Street. The Cross River Tram would have run from St Pancras down Kingsway to Elephant and Castle and then split to Peckham and Brixton. It got to fairly detailed design and consultation before being abandoned by the wonderful new mayor in 2008
TfL also abandoned the Uxbridge Road project which would have run from Shepherds Bush all the way to Uxbridge. That would have led to far too many car parking spaces being lost so couldn't possibly be delivered
From memory, the Sheffield system largely avoids old alignments, although I imagine Edinburgh is probably the winner in percentage terms.Have any of the new tram systems been built exclusively on "new" routes that were not in part at least heavy rail lines previously? The only one that occurs to me is Edinburgh which coincidentally went hugely over budget.
Part of the route out to Meadowhall shares the alignment of the freight route from Woodburn Junction and Tinsley yard to Rotherham, and the depot is built on former carriage sidings. The Tram Train route from Tinsley South is on heavy rail shared with BR traffic as far as Parkgate.From memory, the Sheffield system largely avoids old alignments, although I imagine Edinburgh is probably the winner in percentage terms.
I believe the good people of Peckham put up a spirited resistance to the idea of a tram depot in their back yard for the wider benefit of London and there was talk at the time of a certain arrogance at TfL which managed to antagonise residents and local authorities especially on the Uxbridge Rd scheme whose support was pretty crucial to getting things through.Only ever vaguely down Oxford Street. The Cross River Tram would have run from St Pancras down Kingsway to Elephant and Castle and then split to Peckham and Brixton. It got to fairly detailed design and consultation before being abandoned by the wonderful new mayor in 2008
TfL also abandoned the Uxbridge Road project which would have run from Shepherds Bush all the way to Uxbridge. That would have led to far too many car parking spaces being lost so couldn't possibly be delivered
I don't recall anything properly proposed in Kingston, although I may have missed an announcement. There have been vague ideas mooted, but nothing more than that.Looking at the "Today's railways" reviews of 1987-1990 -- the following were mentioned as "proposed" (first mention only)...
1990: Kingston-upon-Thames
Not quite the same as Manchester/Croydon where trams took over entire routes, nor Nottingham where a relatively new (albeit reopened) railway line was singled to make room.Part of the route out to Meadowhall shares the alignment of the freight route from Woodburn Junction and Tinsley yard to Rotherham, and the depot is built on former carriage sidings. The Tram Train route from Tinsley South is on heavy rail shared with BR traffic as far as Parkgate.
Nigel L
What about the Stocksbridge line from Sheffield? I always thought that warrented a Supertram extension.Not quite the same as Manchester/Croydon where trams took over entire routes, nor Nottingham where a relatively new (albeit reopened) railway line was singled to make room.
South Yorkshire admittedly didn't really have any suitable branches to convert, hence some of the utterly crackpot ideas of the 2000s such as diesel tram-trains all the way to Huddersfield.
It keeps being suggested, but there are a few issues. The railway itself isn't particularly close to the population centres for one thing, and the requirement for Tram-train vehicles rather than just trams is another thing that pushes up costs. Then there's the poor location of the former Victoria station.What about the Stocksbridge line from Sheffield? I always thought that warrented a Supertram extension.
Glasgow - Maryhill to Easterhouse in 1994. The main objector was First Bus and I've never forgiven them!
It runs quite closely to the current tram-train stop at Nunnery Square though, couldn't a chord be built from that line after separate platforms at Nunnery Square the other side of the depot through some derelict buildings to Woodbourn Rd and use the same rolling stock to extend up to Stocksbridge?It keeps being suggested, but there are a few issues. The railway itself isn't particularly close to the population centres for one thing, and the requirement for Tram-train vehicles rather than just trams is another thing that pushes up costs. Then there's the poor location of the former Victoria station.
Doesn't help with the situation at the other end of the line, with people having to walk up the hillsides to their homes from the tram stop at the valley bottom. The weather in that part of the world can be very unforgiving and can change rapidly. Buses by comparison can take them within five minutes of their front doors.It runs quite closely to the current tram-train stop at Nunnery Square though, couldn't a chord be built from that line after separate platforms at Nunnery Square the other side of the depot through some derelict buildings to Woodbourn Rd and use the same rolling stock to extend up to Stocksbridge?
Would also be able to provide extra capacity up to Hillsborough on a matchday if a station was built 2 mins away at Herries Rd.
Isn't there a Supertram feeder bus system at the Halfway/Crystal Peaks end to perform a similar function connecting people to the tram though?Doesn't help with the situation at the other end of the line, with people having to walk up the hillsides to their homes from the tram stop at the valley bottom. The weather in that part of the world can be very unforgiving and can change rapidly. Buses by comparison can take them within five minutes of their front doors.
A better way of providing extra capacity for Hillsborough would be a reserve fleet of trams (perhaps a dozen modified Tatra T3s second-hand from Europe?) along the existing tram route that runs right past the stadium. If using Wadsley Bridge is the best answer then you've asked the wrong question in my opinion.
Prague and Dortmund (among others) manage to have a reserve fleet of older trams to use for major events, but everything we do in this country is priced down to the pence.