Altrincham (tram-train operation on the existing route)
The Altrincham route would involve tram-train operation of the existing
Manchester – Altrincham Metrolink service on the section of route
through Navigation Road Station, where heavy-rail and Metrolink services
currently run on parallel single-line routes, causing a bottleneck on the
Metrolink network.
The cost-benefit case for tram-train operation through this section of
double track is only moderate. However, there could be as yet
unquantified benefits in the form of increased flexibility of operation for
the Metrolink network as a whole through unblocking the present
bottleneck at Navigation Road (see “Metrolink network opportunities
created” in Appendix 2).
The case for this route depends on whether and to what extent the
benefits that can be expected to be delivered by the TMS signalling
system allow for an increase in frequency that otherwise could be
achieved through Tram Train operation.
Glossop
This route could form part of Phase 2 of a tram-train strategy. To achieve
that would require working with Network Rail to preserve the four-track
rail alignment between Ashburys and Guide Bridge and to preserve the
possibility of tram-train access to the alignment following track
remodelling in the Ashburys area. The rationale for not proposing
inclusion of Glossop in Phase 1 of the tram-train strategy is:
there is insufficient city-centre capacity to accommodate both Marple
and Glossop routes at 10tph (although it may well be feasible in the
long term to accommodate both routes either through terminating
certain services at Piccadilly Station or through operating each route
at a 6tph frequency); and
Marple outperforms Glossop both in terms of social cost-benefit
analysis and whole-life financial cost to the public sector.
Hale and Knutsford
Extending an Altrincham tram-train service to Hale leads to reduced
value for money. Therefore no further development work is
recommended for an extension to Hale.
The capital and operating costs of an extension to Knutsford appear too
high for a worthwhile business case to be made in the foreseeable future.
It is recommended that the appraisal of the route be reviewed to confirm
that its conclusions are robust, but subject to that, it is recommended that
no further tram-train development work be carried out for the Mid-Cheshire
line south of Altrincham. Heavy rail based options may need to
be investigated to make better use of the Mid-Cheshire line.
Hazel Grove
This route could form part of Phase 2 of a tram-train strategy as such it
could form the first stage in development of a tram-train network serving
Stockport, Altrincham, and the Manchester Airport area. This would
require working with local authorities (mainly Stockport but also
Manchester City Council) to protect the alignment between East Didsbury
and the Adswood freight line. Although the stand alone cost benefit case
for Hazel Grove tram-train is only moderate, there are opportunities for
generating network benefits not counted in the appraisal.
Marple
In view of its strong performance, develop further as a potential first full
tram-train line in Greater Manchester, subject to:
confirming that an acceptable route between Piccadilly Station and
Ashburys looks to be achievable (several options are currently under
consideration); and
confirming that the longer tram-train vehicles can be introduced into
the city centre without creating substantial delays to existing Metrolink
users.
It is recommended that Marple be developed as a potential Phase 1 of a
Greater Manchester tram-train strategy, comprising the best-performing
routes. For a six-minute headway service in which Marple services
operated alternately to Altrincham and Bury, it is estimated that
approximately 24 new tram-train vehicles would be needed, although
many other service patterns would be possible, and so vehicle
requirements at this stage are uncertain.
The early implementation of the tram-train route with the strongest
business case is expected to improve the case for implementing the other
routes in the proposed network, which will benefit from shared
infrastructure.
Stockport -Altrincham
In view of its poor performance as a stand-alone scheme, but its potential
as a component of a rapid-transit network serving the rapidly-expanding
Manchester Airport area, it is recommended that this route be considered
as part of a possible future separate study of transport to the Manchester
Airport area, which would take into account (among other things) the
transport requirements of the Airport City Enterprise Zone and the
proposed Manchester Airport HS2 Station. An interchange at Baguley
could be a key element in such a network, together with the Western
Loop section of the Metrolink Airport Extension not included in the current
Phase 3 Programme.
Wigan via Atherton
This scheme would create a network of tram-train-based Metrolink
extensions that would be more balanced between the north and south of
the county. Of the routes considered in this report, it also presents the
greatest scope to refine the alignment proposals and to better capture
appraisal benefits. There are also opportunities (yet to be explored) to
exploit synergies with the existing and planned Metrolink network in the
city centre.
It is recommended that the existing appraisal be reviewed and alternative
routes and service-options considered.
