Pre-metro for Manchester

Trams are pretty great. The resurgence of tram construction in the past three decades has been a great success. Trams can go almost anywhere, do not require reserved rights of way, are easy to access and relatively cheap to build.

They can also be slow and cumbersome. They can congest busy intersections in city centres, get snarled up in vehicular traffic, and to some, with their pantographs and power lines, are something of an eyesore. In some cases, the urban geography simply prohibits tram routes.

This is why many cities across Europe have reached the conclusion that to remove efficiency bottlenecks, eventually the trams have to go underground. Stadtbahn networks in many German cities have begun as trams (strassenbahn) and have been upgraded by plunging central sections into tunnel under city centres and busy neighbourhoods. This way the trams are no longer held up by street traffic, do not inconvenience vehicles on the road and no longer impinge on the visual real estate of historic townscapes.

"...to remove efficiency bottlenecks, eventually the trams have to go underground."

Often the intention is to develop into a fully-fledged mass transit metro, but often this is either not necessary or too costly. Elsewhere the network can continue as normal, operating on-street, or on segregated rights of way. It is a hybrid multi-modal solution for medium-sized cities with grand aspirations but limited funds.

And so to Manchester. Although the UK's record on urban transit outside London is  just woeful (as we all know), the Metrolink network has been a prominent success story. It has been growing rapidly over the last 28 years, on-street and on existing disused railway lines and viaducts. A truly versatile light rail system.

It is far from complete, however. Large areas of the city centre and inner city do not yet benefit from the network (although many towns and neighbourhoods far out from the centre do). 

"Large areas of the city centre and inner city do not yet benefit from the network."

Added to this, Manchester is a conurbation of quite some size, just shy of three million. This is no small provincial town. Manchester is a developing metropolis, which needs and deserves proper mass transit.

The tram network, as it stands will never fulfil this function. At some point Manchester must go underground. In the current climate, the idea of a full metro being built in a British provincial city seems hopelessly optimistic. The money always seems to go to London, as we all know. 

"Manchester is a developing metropolis which needs and deserves proper mass transit."

But pre-metro - light rail which goes underground where it needs to - could fit the bill for Manchester and need not cost the earth (ask Madrid Metro how to do it). Once tunnels are dug  (with the right forethought), they can be upgraded at any point in the future to full metro, if this is desired.

This scheme envisages two new tunnel sections, running roughly north-south under prime real estate in central Manchester and the inner city, and connecting to existing Metrolink tracks at either end. 

The western route would go from Prestwich (where it could potentially share existing track as far as Bury), down to Withington, for interchange with existing routes to Chorlton, Stockport and the airport.

The southern portion would follow the axis of Princess Road, where the width of the road allows a segregated right of way in between vehicular traffic. At some point in Hulme, the line would drop into tunnel and eventually cross the existing route at Deansgate, for a low-level interchange. Continuing via an underground station at Quay street, it would then provide mainline interchange at Salford Central. 

Further underground stations are envisaged at Victoria/AO Arena and Strangeways, before the line emerges onto Bury New Road at some convenient parkland site. On-street running takes it to Prestwich.

Not related to this new line, it is also recommended that a new station be built at Dawson Street, on the existing line between Deansgate and Cranbrook. 

The eastern route would run from Newton Heath (again with trams potentially running as far as Rochdale), south to an unused section of the Fallowfield Loop, between Withington and Hyde Road. As the route is broken at Fallowfield, a new underground station is envisaged there.

The route shares a section of track along Princess Road, before diverting east, to eventually turn north again at Whitworth Park, through a new station at the Whitworth museum and an important new underground station in the heart of Manchester University. 

The tunnel would continue to Princess Street (not to be confused with Princess Road) and then Piccadilly, for interchange with mainline and surface Metrolink services. It would then continue to the busy neighbourhood of Ancoats, thereafter emerging from tunnel to a new surface stop at Miles Platting. 

It would then rejoin the existing Rochdale line, as mentioned before.

In all, this scheme proposes 25+ new stations, of which 11 would be underground, with around nine Km of new tunnel. 

New pre-metro routes for Manchester Metrolink with underground stations marked solid red. (Click to expand map)

"...25+ new stations, of which 11 would be underground."

The key benefits of this scheme are:

• Faster services between north-central-south Manchester due to unhindered tunnel routing.
• Metrolink services delivered to important sites, such as Manchester University, Ancoats and Salford Central station.
• Brings services to 'forgotten' inner city areas, such as Hulme, Moss Side, Rusholme, Strangeways and Levenshulme, giving a boost to local economies.
• Convenient interchanges at Deansgate, Salford, Piccadilly and Victoria.
• Massive Relief for the congested existing city centre bottleneck routes.
• System can be upgraded to more pre-metro in-tunnel operations or full metro as required, and as budget allows.
• Makes use of existing trackbed on Fallowfield Loop.
• Services can run through to Rochdale, Bury and Stockport.
• Brings Metrolink a step closer to being 'complete', i.e. a system that can take you 'anywhere', which is highly attractive to passengers.

Jubilee Line at Wood Wharf

Wood Wharf is a major new 7 hectare development to the east of the Canary Wharf site in London's Docklands. Given the go-ahead by Tower Hamlets council late in 2008 the site will comprise several new towers, of residential (around 1,500 new homes) and commercial nature, generating employment for around 20,000 people.

Proposals to serve public transport requirements include a subway with 'travelator' connecting the site to the Jubilee Line station at Canary Wharf. But Canary Wharf station is already at saturation. Seeing as the Jubilee line passes directly under the Wood Wharf site would it not make a lot more sense to attach a new station to the line?

Wood Wharf development in the context of The Isle of Dogs.

Neither Tower Hamlets nor the developers seem to think so. The philosophy is that once a line has been built new stations are a no-go. Furthermore, Crossrail is destined to serve the area, although at a point some way north of the Jubilee Line station and quite a bit further from Wood Wharf. Recent trends on London Underground are for larger inter-station spacing rather more than the 450m inter-station distance between Canary Wharf and a possible Wood Wharf station.

Canary Wharf station (grey) and potential Wood Wharf station (red). Station separation (centre to centre) would be approx. 450m. The Wood Wharf development is bound by the black line.

Some will argue that it will increase journey times on the line. The Jubilee Line has relatively few stations for its length, with notable gaps in Bermondsey and East Rotherhithe. Crucially, the Wood Wharf station would sit outside the central stretch of the line, between Baker Street and Canary Wharf, so it would have no impact on journeys between the West End and Docklands. The only journeys it would impact are on the short stretch between Canary Wharf and Stratford.

For comparison, station distribution in the City of London at the same scale.

But how to construct such a station on a functioning line? This could be achieved by in fact open digging into the basin of Wood Wharf to construct platforms, adjacent to the existing Jubilee Line. Spur tunnels could then be bored to connect the new platforms to the existing line, at the very end of the process, when ticket halls, escalators etc are already in place and ready to work. The switch of route could be almost overnight. Since the whole site is to be cleared, there are no surface buildings to constrain construction. This presents a wonderful opportunity. The existing through tunnels need not fall inoperative but can remain as alternative through routes or sidings/turnbacks. See diagram.

Construction of new platforms can be done with the line still open, either to one side, or either side of the line.

The Mindroutes team believe the Wood Wharf station could be constructed for as little as £30m. With such a large commercial project being undertaken much of the cost could be contributed by developers.

It would make operational sense because:

1. Canary Wharf station is already as big as it can be and is close to saturation - 50m journeys/year approx. Extra works to increase capacity will be expensive.
2. Plans to provide an underground walkway to Canary Wharf will require much more extensive tunneling and be very expensive anyway.
3. The Jubilee Line tunnels are already there under the site - minimal tunneling is necessary.
4. The catchment for the station is substantial. Ridership could easily exceed 10m journeys/ year and provide relief to overstretched Canary Wharf.
5. Increase in journey times on the line will be negligible compared to time savings for passengers at surface. 

Prudently the Canary Wharf team do not want construction at Wood Wharf to start until their existing office space is let. The potential for building this station exists before the building of the surface development. Once the ground is covered in expensive real estate this simple project becomes a major undertaking, much more expensive and much less feasible. Wood Wharf station is an opportunity to be realised now.