Manchester Metrolink: The Story So Far

MANCHESTER
METROLINK Laing O’Rourke
THE STORY SO FAR

VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
mAnCHESTER
mETRolinK Laing O’Rourke
THE STORY SO FAR

VolkerRail Thales
(2008 – 2016)
Laing O’Rourke
VolkerRail Thales
contents
Foreword – Bryan Diggins 05
Awards 06
Foreword – Bryan Glass 07
A brief history of manchester Trams 09
mPT Phase 3 Scope 19
Key facts 29
45 mediaCityUK
Section break down 43
51 South manchester
maintenance contract 141 59 Trafford Depot
Supply Chain 145 67 oldham and Rochdale
77 East manchester
innovations 147
87 East Didsbury
Environment 155 95 Ashton
Community matters 159 103 oldham Town Centre
111 Rochdale Town Centre
Fund raising 163
117 Airport line
our people 165 133 Deansgate Castlefield
Thanks 170 137 Second City Crossing
Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
foreword
Manchester Metrolink Phase 3 has been an amazing project and I am are touched upon in this book, which i hope will serve as a small reminder
delighted to have worked with a truly world-class and dedicated team. of everyone’s involvement in this landmark scheme.
mPT began discussions with Transport for Great manchester (TfGm) in 2007 We can all reflect with satisfaction on a ‘job well done’ and i am sure we
and, following a period of negotiation, signed an initial contract on 16 June will always feel proud when we see, read about or travel on the manchester
2008. Since that time the project has grown considerably and became one metrolink in the years ahead.
of the largest infrastructure schemes being delivered in the UK. There is no
doubt that this was a vitally important project to the north West economy my best wishes and thanks.
and beyond.
bryan diggins
This book celebrates our achievements on the project, looks back on the MPT project director
sheer scale and quality of the work undertaken over the last seven years,
and looks forward to the challenges ahead of us. We remain focussed
on delivering the current Second City Crossing scheme, and look forward
to possible future extensions on the network. many of our achievements
Manchester Metrolink the story so far 5

awards
British Construction Industry Awards Light Rail Awards
major Civil Engineering Project of the Year over £50m 2015 Project of the Year 2011 (Joint TfGm/mPT/mRDl)
manchester metrolink Airport line - mediaCityUK, South manchester line to Chorlton and the Depot
Supplier of the Year 2011
National Rail Awards (Joint TfGM/MPT)
Project of the Year 2012 (Joint TfGm/mPT/mRDl)
Civil Engineering Achievements of the Year 2015
- oldham & Rochdale line to oldham mumps
metrolink to manchester Airport
UK Project of the Year 2013 (Joint TfGm/mPT/mRDl)
Chartered Institute of Highways & Transport - East manchester line / East Didsbury line / oldham Rochdale line
north West Transportation Project of the Year 2011 Supplier of the Year 2013, over £10m
major Project Award 2015 Project of the Year 2015, over £50m (Joint TfGm/mPT/mRDl)
- Airport line
Considerate Constructors Awards
Project of the Year 2016, under 50m Euros (Joint TfGm/mPT/mRDl)
oldham Rochdale line Silver Award 2012
- Exchange Square
manchester Airport line Silver Award 2012 Significant Safety Award 2016
oldham Rochdale line Bronze Award 2013
RoSPA (Health & Safety)
manchester Airport line Silver Award 2013
2010 Bronze Award 2011 Silver Award
oldham Rochdale line Bronze Award 2014
2012 Gold Award 2013 Gold Award
manchester Airport line Bronze Award 2014
British Precast Association
manchester Airport line Silver Award 2015
2012 Project Award
6 Manchester Metrolink the story so far

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
foreword
I am extremely proud to be able to reflect on the truly exceptional

success that we have collectively achieved whilst delivering the
expansion of Manchester Metrolink over the last seven years.
The number and variety of the accolades and awards that the
project has received is testament to the professionalism, skill and
determination we have shown throughout this staggering story so far,
and will continue to do so as we fulfil our remaining commitments.
i have found reviewing this collection of photographs and narratives to be

a lasting reminder of the tremendous feats of engineering achieved, and the
fantastic people who have worked so well together to deliver a world-class
transportation system for the people of Greater manchester.
it has been an incredible journey.
bryan glass
MPT construction director

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
a brief history of
Manchester traMs
Manchester has a history of trams with origins early in the 19th Century.
Horse-drawn omnibuses were first introduced in Manchester as early as
1824 and ran between Market Street Piccadilly and Pendleton toll gate
in Salford. In the subsequent years other companies joined the rush to
provide services culminating by the 1890s having 5,300 horses, pulling
515 tram cars on almost 90 miles of route. By 1896 outlying areas were
served and included; Ashton-under-Lyne, Audenshaw, Droylsden,
Failsworth, Gorton and Denton, Heaton Norris, Kersal, Levenshulme,
Lower Broughton, Moss Side, Peel Green, Stalybridge, Stockport,
Stretford, Swinton, Waterhead and Withington.
it is claimed that the peak of the system was in 1929 at 292 miles of network,
950 tramcars and 230 million passenger journeys a year.
However, significant investment was required to maintain the service and the tram
companies concerned were swayed by ‘new technology’. By march 1938, 75 miles
of single track tramway had been abandoned and 21 tram routes converted to
motor or trolleybus. As the attraction of trams waned in the years preceding the
war, 4,917 tons of steel were turned over to the war effort by removing abandoned
tram tracks. The last of the old tram cars were stored at Hyde Road depot until
16 march 1949 when they were set ablaze in a huge bonfire, permanently signifying
an end to what was once the third largest tramway system in the country.
10 Manchester Metrolink The story so far
Manchester Metrolink The story so far 11
Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
Manchester Metrolink
phase 1 and 2
The post-war public transport network suffered from poor north– confirmed as forming Phase 2 of metrolink. in April 1997 Altram, a consortium
south connections, exacerbated by the location of Manchester’s of the Serco Group, Ansaldo and John laing was appointed to construct the
main railway stations, Piccadilly and Victoria, lying on the fringe and Eccles line. A key supply chain partner to laing Civil Engineering was Grant Rail
at opposite edges of central Manchester. As part of Manchester’s (now VolkerRail) who laid all the track work including significant sections of
development plan for an integrated and efficient transport system, pre-coated rail. Construction work officially began on 17 July 1997.
a light rail solution was proposed in 1982 and government approval
was granted in 1988 based on a phased implementation approach. The Eccles line was officially opened as far as Broadway metrolink station
on 6 December 1999 by the Prime minister, Tony Blair, who praised metrolink
Construction works of what became known as metrolink Phase 1 commenced as “exactly the type of scheme needed to solve the transport problems of the
in 1990 with the network beginning to operate services between Bury and metropolitan areas of the country”; a service to Eccles interchange commenced
Victoria on 6 April 1992, further expanding beyond Victoria through St Peter’s on 21 July 2000, officially declared open by Princess Anne, the Princess Royal at
Square to G-mex metrolink station (now known as Deansgate-Castlefield) a ceremony on 9 January 2001.
on 27 April 1992, and on to Altrincham on 15 June 1992 at a cost of £145m.
Phase 1 became the country’s first modern street-running tram system and it became evident that the metrolink network was becoming the catalyst
began a ‘new age’ for tramways across the UK. Phase 1 was expected to carry for regeneration as was hoped during the planning stages, and this in turn led
up to 10 million passengers per year but this was quickly surpassed with to more investment within the Greater manchester area as the benefits arising
in excess of 15 million passengers per year recorded as using the system soon from improved transport links took hold.
after opening.
in autumn 1995, a 6.4km metrolink line branching from Cornbrook station

to Eccles, via Salford Quay to capitalise on the regenerated Quayside, was

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
Manchester Metrolink
phase 3
Greater Manchester Passenger Transport Authority developed plans
for further expansion of the network during the late 1980s into the
early 1990s and whilst there was an aspiration to maintain a continuous
period of development, changes in government funding meant that
extensions planned for the early 2000s were shelved.
Consequently, when the Transport Act 2000 required passenger transport

executives to produce local transport plans, GmPTE’s top public transport
priority was a third phase of the metrolink expansion, also referred to as the
‘Big Bang’. Through two key stages, namely Phase 3A and Phase 3B, this would
create four new lines along key transport corridors in Greater manchester:
the oldham and Rochdale line (routed northeast to oldham and Rochdale),
the East manchester line (routed east to East manchester and Ashton-under-
lyne), the South manchester line (routed southeast to Chorlton-cum-Hardy
and East Didsbury), and the Airport line (routed south to Wythenshawe and
manchester Airport). Therefore, manchester continued to lobby Parliament
and as the network continued to increase levels of patronage, reduce traffic
congestion on roads running parallel to its lines and further regeneration
materialised, confidence grew and the foundations were laid for a Phase 3
extension of metrolink.

2008 2015
Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
the forMing of Mpt
A significant factor in the success of Manchester Metrolink has been Whilst delivering this initial phase, mPT worked closely with TfGm and their
the strong relationship formed between the consortium partners. delivery partner WSP/PB to define a scope for future lines that fitted within the
budgetary constraints, by developing engineered solutions and providing further
There is a historic relationship between laing o’Rourke and VolkerRail reaching value for money and continuous improvement. A second phase of extensions was
back as far as the mid-1990s when laing Civil Engineering chose VolkerRail as awarded early in 2010 to extend the South manchester line to East Didsbury, and
a key supply chain partner on the midland metro contract. This association the East manchester line to Ashton together with an increase in capacity to the
was repeated for the manchester metrolink Phase 2 extension. The relationship Trafford Depot. Further extensions were awarded later in 2010 comprising a new
matured further when laing o’Rourke and VolkerRail formed a joint venture for line to manchester Airport and town centre routes for Rochdale and oldham,
the Dublin C1-400 contract delivery. When the opportunity arose to tender the together with further capacity enhancements at the Trafford Depot.
manchester metrolink expansion in 2007 it was an obvious step to continue the
now established relationship of the two organisations maintaining the synergy in 2014, after securing a European Region Development Fund (ERDF) grant, the
and blend of capabilities each brought to the arrangement. contract for the Second City Crossing was awarded, culminating in over 60km
of new tramway alignment being provided by the mPT consortium since the initial
The incorporation of Thales into the consortium brought technical expertise and contract award in 2008.
capability within the E&m system disciplines, system engineering and assurance,
dovetailing well with the capabilities of laing o’Rourke and VolkerRail. Metrolink Now
The system is owned by TfGm and is operated and maintained under contract
Statutory utility diversions by metrolink RATP Dev ltd (mRDl). metrolink has 92 stops along 92km of
in 2008, mPT initially secured a Design, Construct and maintain Contract (DCm) to standard-gauge track making it the largest light rail system in the UK. From 2014
deliver the first phase of the network expansion comprising lines to mediaCityUK, to 2015, 31.2 million passenger journeys were made on the system.
South manchester, East manchester and Rochdale via oldham town centre, and
a new depot facility at Trafford Bar.
“following the approval of funding support, we have
concluded negotiations for the delivery of the
long awaited expansion of the Metrolink network.
this Milestone in Metrolink history will see the
systeM alMost treble coMpared to today’s network.
with the support of our delivery partner, parsons
brinckerhoff, and the experience of Mpt we are
confident of successful delivery of the new lines.”
David Leather
Chief Executive of GmPTE (TfGm)
Mpt
phase 3
scope
planning and consents
Once each Transport & Works Act Order (TWAO) or Parliamentary Act
was in place and planning permission granted, MPT built a strategic
specialist team who were able to work collaboratively with Key
Stakeholders and Statutory Authorities to ensure that all planning
conditions were discharged expeditiously.
The ‘Engineering Excellence’ available within mPT has enabled us to advise

and liaise with stakeholders with confidence, ensuring stakeholder concerns
and conditions were satisfied throughout the development of construction
phases. Working alongside the client, TfGm, mPT have discharged over 1,200
separate conditions.
By positive collaboration with key stakeholders, including over seven local

authorities, utility companies, charities, trusts, government owned companies
such as Highways England, large private investment businesses and national
transport operators, in conjunction with TfGm, mPT have consistently
demonstrated an ability to option engineer transport schemes whilst
maintaining cost certainty and value for money for the client. This has been
achieved while maximising tram network capability, and subsequent revenue
opportunity, whilst realising the benefits of regional regeneration and growth.

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
design
By careful selection and management of design partners and

implementation of a rigorous design development and assurance
process, MPT ensured that the design progressed from feasibility
study through concept development to successful, fully integrated
tram and highway schemes.
our strong knowledge of the design process and in-house design management
capability has enabled mPT to provide programme efficiencies in developing
scheme designs. The design development and assurance process was driven
by key, experienced individuals within mPT to ensure all key stakeholders
were involved and actively engaged at each stage. Periodic reviews were kept
productive, ensuring programmes were maintained and agreed deliverables
achieved, whilst recording all key issues that were raised, subsequently
addressing these issues either within further design development or through
additional consultations. This carefully managed process has proven to
allow safety concerns to be addressed and operational benefits to be realised
with spatial constraints and aesthetic considerations identified efficiently
and constructively.
The new public transportation system constructed across manchester

is a testament to how mPT have successfully delivered this process.

utilities
Prior to the main construction phase, our team engaged with the utility
stakeholders to identify advance works required to avoid delay to the
construction programme.
The mPT Utilities Team coordinated the utilities diversions and monitored and
managed complex programmes of work.
TfGm and mPT worked collaboratively with statutory undertakers encouraging

shared use of traffic management and service trenches and ensuring that
industry leading safety systems and operational best practice was implemented
throughout.
Strong relationships enabled innovative solutions to be adopted which

reduced the scale of utility works and minimised impact on the construction
programme.

highways and structures
MPT consortium partners Laing O’Rourke brought their expert local environment and communities, providing surety and demonstrating
engineering and management knowledge in the delivery of complex competence, building further on a proven track record.
and high profile civil engineering works to the team. This has enabled
MPT to deliver the vast, multiple and varied highway, drainage and in addition mPT delivered significant urban realm improvements throughout
structural elements necessary to introduce an extended tram network the new tram network, bringing about mass urban regeneration extending
into an urban, street environment, on a scale of this size. out from the new tram corridor, improving the metrolink experience of the
general public.
our experienced highways engineering teams have proven they can
successfully phase and construct complex junction remodelling projects;
working with local authorities and stakeholders to ensure a sympathetic yet
efficient construction approach is undertaken. These teams have also delivered
the construction of a variety of innovative track forms in both on-street
and off-street environments to achieve unprecedented tolerances on quality
of installation.
With the consortium embracing laing o’Rourke’s industry leading philosophies

such as Design for manufacture and Assembly (DfmA), mPT have seamlessly
been able to construct major structures over and under existing major
infrastructure along the scheme. Structures ranging from different types
of retaining walls, to steel and concrete bridges and underpasses, have
all been delivered to a rigorous programme, with minimal impact on the

rail
MPT utilised in house rail resource and rail plant specialists from
consortium partner VolkerRail to install over 60km of new, light rail
tramway across Greater Manchester. As well as installing new track
laid over a variety of traditional and innovative track forms, these teams
have faultlessly delivered multiple disruptive possessions across the
live network to install sections of new railway connecting into existing
networks, ranging from simple maintenance renewals to complex full
track replacements and motorised turnouts and crossings.
A major feat was successfully achieved with the installation of a new directly
fixed track form turnout into an existing tram way on top of a Victorian viaduct
in the heart of manchester City centre. This was completed within a 54 hour
disruptive possession using pre-cast track slab techniques and is believed to
be the first time that this has been achieved within the UK. The seven day
blockade to integrate the new oldham Town Centre’s loop track into the
oldham Rochdale line was a huge achievement, and something all involved
will be justifiably proud of. Further capabilities have been demonstrated by
the coordination and installation of all associated rail bonding systems,
rail groove drainage system and rail to earth assurances which have been
delivered seamlessly.

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
electrification
MPT consortium partners Thales, designed, installed and commissioned

new substations along each route to provide the new traction power
supplies and return for each of the new lines. These substations also
formed an integral part of the earthing and bonding system which was
designed and installed within the scope, to the latest guidelines.
Works included the construction of the substation foundation and
ducting routes, installation of cabling and equipment and full testing
and commissioning. Modular substation buildings were developed which
could be tested and commissioned off-site allowing a simple ‘plug and
play’ solution when installed onsite. Close and successful liaison with
statutory undertakers enabled the substation to be electrified in line
with the sequential opening of new tram lines.
The overhead line works were the largest ever undertaken in a UK light rail
environment. The materials used to create the overhead line system for
manchester metrolink Phase 3 included over 200km of copper wire and 2,700
poles. Working collaboratively with a specialist contractor, mPT designed,
installed and commissioned each overhead line system, migrating the new
overhead line equipment with the existing network at each tie-in.
Various enhancements were also made to the existing network to bring
it up to current regulations, standards and guidance.

traM systeM technologies
Electrical and mechanical aspects of the project are truly diverse, ranging
from CCTV cameras to traction sub stations and help points to overhead
lines. Equipment at the new stops, such as public address systems,
passenger information displays, CCTV and help points will enhance
the travel experience of the Greater Manchester public and increase
operational and customer safety. A significant milestone for the project
was the seamless migration of the control centre from Queens Road
to the new purpose built network management centre, which was carried
out over a single weekend. This was the result of excellent planning
and teamwork between all parties.

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
safety – Mission zero
Without compromise, safety is number one within the ethos of MPT. The implementation of ‘Visual Task Sheets’ to improve communication onsite
To provide consistency across the project and help promote this, had a target to achieve 70% of site activities communicated visually by April
Mission Zero was launched in 2013 and successfully integrated across 2014. mPT surpassed this expectation with some lines operating at 100% by
the project such that it became embedded into many of our lives; march of that year.
a belief that every incident can be avoided, and that everyone should
go home safely every day. Elements of the project were delivered outside the normal “9 to 5” shift
pattern in order to minimise disruption to the tram service and local
‘Ask the Question’ workshops focused on explaining the behavioural tendencies stakeholders. As such, a greater focus on managing shift patterns and
of individuals, helping teams to engage more with each other, whilst also working hours was undertaken to ensure mPT operated with negligible
promoting individuals to take responsibility for their own safety and for those shift related risks.
around them.
The latest focus on health and wellbeing led to almost 100% of employees now
The message of mission Zero was further strengthened by the one to one undergoing regular health screening onsite through our wellbeing programme.
process at induction which enabled the senior management team to meet
individuals and reiterate mPT’s safety expectations.
A Supervisors Forum programme was launched to engage and empower

the workforce, with workshops on lessons learnt and collaborative working
sessions held between the teams. The sessions allowed the workforce to
openly discuss views and aspirations on a variety of topics.

keeping connected
“Mpts – coMMitMent to deliver the highest quality

construction in close proxiMity to the coMMunity
is exeMplary. this coMplex and constantly changing
working environMent deManded strong project
ManageMent and detailed prograMMing froM the
contractor. the safety of the general public
as well as site operatives is another core objective
shared by Mpt and tfgM. together we have developed
a safety culture across the prograMMe that
delivered 19 Months without a reportable accident.”
David Bray
Programme director TfGm
key facts
Over YEARS in
the making

61km
new track laid

57
New tram
stops
Over
164,500
cubic metres
concrete laid
gs i n
in d
ce
aw u
dr od
0
pr
00 es
0,
n
li
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ve en i s
15
o er d
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di si
19
de
over
14,000
welds
br
i
Ma
ACROSS dg
e in
st
jo
t h al l r
e n at
e t io n
w
or
k
over 2,800 overhead
line poles installed

More than 2,300 people
involved throughout the project
Over 14.5 million
man hours completed
n t
i o n t e d cid
e e in
e
O v er l
il rs ort
c o
p l
m ab l
m u rep
2 nh ta
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ma thou
wi
stockport Metropolitan borough council greater Manchester police rochdale borough
council canal & river trust Manchester city council taMeside Metropolitan borough
interfaced with
council oldhaM council highways england environMent agency network rail Mediacityuk
7 loCAl PlAnninG
Manchester airports group strafford council salford city council stockport Metropolitan
borough council greater Manchester police rochdale borough council canal & river trust
Manchester city council taMeside Metropolitan borough council oldhaM council highways
AUTHoRiTiES
england environMent agency network rail Mediacityuk Manchester airports group
strafford council salford city council stockport Metropolitan borough council greater
Manchester police rochdale borough council canal & river trust Manchester city council
taMeside Metropolitan borough council oldhaM council highways england environMent
creating
agency network rail Mediacityuk Manchester airports group strafford council salford
1,400 STATUToRY
city council stockport Metropolitan borough council greater Manchester police rochdale
borough council canal & river trust Manchester city council taMeside Metropolitan
borough council oldhaM council highways england environMent agency network rail
Mediacityuk Manchester airports group strafford council salford city council stockport
APPRoVAlS
Metropolitan borough council greater Manchester police rochdale borough council
canal & river trust Manchester city council taMeside Metropolitan borough council
oldhaM council highways england environMent agency network rail Mediacityuk
Manchester airports group strafford council salford city council stockport Metropolitan
borough council greater Manchester police rochdale borough council canal & river trust
Manchester city council taMeside Metropolitan borough council oldhaM council highways
england environMent agency network rail Mediacityuk Manchester airports group
strafford council salford city council stockport Metropolitan borough council greater
Manchester police rochdale borough council canal & river trust Manchester city council
taMeside Metropolitan borough council oldhaM council highways england environMent
agency network rail Mediacityuk Manchester airports group strafford council salford
“our considerable rail expertise
and the application of innovative
construction techniques such
as our award-winning Modular
traM stops, are helping us provide
Massive transport infrastructure
iMproveMents to this great city.”
Bryan Diggins
mPT Project Director
section
break down
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Manchester Metrolink sections
Mediacityuk
This scheme was a 0.4km spur off the existing Phase 2 Eccles line at Tie-in to the existing Metrolink service
Harbour City, to form a new stop within MediaCityUK. Construction To tie the spur into the existing metrolink system mPT constructed two
commenced in March 2009 and was completed in April 2010, with the turnouts off the existing Eccles line. This enabled the development of the single
line opening to passengers in September 2010. line section and formed the delta, providing inter-connectivity. After a short
length of single track the mediaCityUK spur then turned back into twin track with
Interface with MediaCityUK complex a turn-back facility constructed within the platform area. As the section was short
With the mPT construction being implemented simultaneously with the the overhead line had to be installed after the completion of all the track works,
mediaCityUK development works there was specific restrictions on site access and tied into the existing overhead line equipment system.
and additional constraints within the construction programme. The integration
of the urban realm into the main mediaCityUK design was also complex, where Testing and commissioning
high quality granite paving and bespoke architectural shelters were required As the construction phase came to an end the testing and commissioning
for the stop area, all of which were influenced by mediaCityUK’s high profile commenced. With the mediaCityUK line being the first of the Phase 3 sections
planning requirements. to undertake final tram testing and commissioning, the lessons learnt between
the various teams would prove invaluable on subsequent metrolink projects.

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Protecting the environment

south Manchester Having been disused for approximately 30 years, the rail cutting had become
an established wildlife habitat and required a strategic environmental approach.
line The approach detailed the careful clearing of site vegetation, protecting and
monitoring of badgers; prior to and during construction, construction of
alternative off-site environmental habitats; in association with local schools,
replacement fox dens, installation of new bat boxes and tree replacement
With a connection into the existing Metrolink system at Trafford Bar along the route.
the majority of the new 3km route was created through the conversion of
a disused rail line. The route included the construction of three new stops Innovative modular stop construction
and one substation. Construction commenced in April 2009 and the line The South manchester line was the first to utilise innovative DfmA approach
to St Werburgh’s Road was handed over in March 2011. for the tram platforms. modular concrete units formed part of the main platform
design and were subsequently detailed and manufactured off-site at laing
Limited access to site o’Rourke’s state of the art manufacturing facility, Explore industrial Park.
most of the route was along an old rail cutting and as such there were limited The units were delivered to site and assembled into position reducing typical
access points. For the majority of the scheme, access from the new depot was onsite construction associated risks, providing consistent quality and additional
the only feasible access point and so innovative methods of working were devised surety to the construction programme by minimising the risk associated with
to ensure the construction programme was not adversely affected. This included typical in-situ construction.
phased working between excavation works and the permanent way construction,
along with the development of an innovative concrete ducting bank arrangement; Testing and commissioning
which sat above ground eliminating the need to excavate at the toe of the With the construction phase approaching completion the testing and
embankments and widening the effective cutting. The deep cutting also posed commissioning phase began. This included a series of newly devised and structured
a major challenge for the drainage provision where accumulated water needed countdown meetings held jointly between mPT, TfGm and mRDl. This resulted
to be managed throughout the construction. The drainage design was also made in a successful collaborative effort, covering every aspect of preparing to open
sympathetic to the single access point in its alignment by minimising excavations the new line and resulting in the successful grand opening in July 2011.
within the central part of the corridor.
BEFORE After

BEFORE After

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trafford depot
At the same time as the construction of the South Manchester Line the Remediation of the industrial site
construction of Trafford Depot was ongoing. The depot is situated west Following the demolition of the original buildings and extensive ground
of the South Manchester Line and south of the Altrincham Line, between investigation, the former industrial site was remediated. mPT implemented
Trafford Bar stop and Old Trafford stop. a sustainable remediation strategy with over 95% of the material diverted
from landfill. The majority of the materials were utilised within the foundation
During the completion of Phase 3 the new m5000 tram fleet was introduced, layers of the main depot structure.
with the older T68 trams phased out by 2014. The new 120 number m5000
trams are predominantly stabled and maintained at the new state of the art depot Managing change
facility. The depot was constructed on a former industrial site and includes a With the successful securing of funding for the manchester metrolink Phase
stabling area, a new maintenance building, tram wash and sand plant, and 3B programme the depot needed to be further extended to accommodate the
over 6km of ballasted track. additional m5000 fleet and increased maintenance requirements. This was a
huge challenge for the mPT team who, in addition to completing, testing and
commissioning the Phase 3A works, successfully extended the depot building
and stabling areas in line with the original programme, in readiness for the
completion of the Phase 3B works.

depot Migration
(queens road to
trafford depot)
Following the successful completion and handover of Trafford Depot, mPT’s
electrical and mechanical team installed, tested and commissioned TfGm’s new
network management Centre (nmC). This allowed the migration of the Tram
management System (TmS) and monitoring, controlling and communication
systems from the existing, live nmC at Queens Road Depot. The operational
transfer was a great success, with no disruption to the control room staff or
to the operation and management of the network.

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oldhaM and rochdale
The Oldham and Rochdale Line forms part of the Manchester Metrolink Network Rail interface
Phase 3A project, running between the Irk Valley junction at Smedley At Thorpes Bridge the tram line crosses the manchester to normanton heavy rail
viaduct, Rochdale railway station. The Oldham and Rochdale Line is line via an advanced works structure and connects with the previously network
primarily constructed on an existing heavy rail alignment, transferred Rail oldham loop line. Between Thorpes Bridge and mill lane the tram system
from Network Rail ownership to TfGM in October 2009 and was operates as single line, to enable the existing heavy rail service to the Household
constructed in three stages. The full Phase 3A section achieved substantial Waste Recycling Centre to be retained. metrolink continues to operate as double
completion in April 2011, although tram service was not implemented track to newbold stop, where it turns to single line running across and adjacent
until June 2012. to the leeds to manchester railway line; before reverting back to double track at
Rochdale Railway Station. mPT successfully interfaced with network Rail enabling
The three sections comprised of 15 new stops, 10 new substations, refurbishment the construction of the scheme alongside existing heavy rail operations and
of existing structures and approximately 23km of ballasted track, spanning over allowed integration of the metrolink light rail network into the same corridor.
three district councils. However, before any track was laid mPT faced a huge
logistical challenge to remove large sections of disused railway. over 20km
of rail were removed and thousands of tonnes of ballast cleaned ready for re-use.

“This is the biggest infrastructure project ever
undertaken here, and we believe it will act as
a catalyst to create new jobs and opportunities.”
Jim McMahon, Oldham Council leader

structures
restoration of
existing structures
one of the most significant challenges along the route was the restoration of over
100 Victorian bridges, tunnels and retaining structures. These structures required
extensive refurbishment, including completely replacing a number of bridge decks,
improvement in structural integrity and extensive refurbishment of brick, stone
and metalwork.

rochdale east viaduct
Although the majority of this line is the conversion of the previous heavy rail Various constraints led to an oblique crossing at an angle of 70 degrees meaning
track there are two exceptions. The first is where the tram line temporarily crossed delivery of this complex structure had to be planned in fine detail in order to
an extensively remodelled and improved junction at oldham mumps, until the achieve challenging possession timescales and minimise disruption to local
introduction of the oldham Town Centre scheme. The second is at the Rochdale properties. Working closely with network Rail, a bespoke design with a weathered
end of the line where the new Rochdale East viaduct takes the tram over network steel finish was developed for ease of maintenance and to blend in with the
Rail’s Calder Valley route, leading to a short section of street running track up to surroundings. The structure was successfully placed during a 99 hour possession
the new stop outside Rochdale Railway Station. over a Christmas period.

“The arrival of the Metrolink at Rochdale
Railway Station marks a significant point
in the development of this exciting project.
The launch of services from Rochdale Railway
Station will benefit residents and businesses
in the area and presents a major boost to
the local economy.”
Councillor Colin Lambert
Leader of Rochdale Borough Council

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east Manchester
The 6.3km East Manchester Line to Droylsden runs from the existing This included representatives from all the statutory utility companies, manchester
Metrolink stop at Manchester Piccadilly, through the key regeneration and Tameside highway authorities, mPT and TfGm, and is now the standard
areas of Ancoats, New Islington and Beswick; within the heart of East approach for addressing utility diversions on all other lines.
Manchester. The line runs under Great Ancoats Street, through Holt
Town towards Etihad Campus (Manchester City football stadium) Great Ancoats Street underpass
and the Velodrome cycling centre. From here, between Clayton and Within the early phases of the project, Great Ancoats Street underpass structure
Droylsden the line runs for approximately 3km on-street along the was constructed under the manchester inner ring road. in order to complete the
busy Ashton New Road and Manchester Road prior; to terminating in structure, substantial archaeological works were undertaken and approximately
Droylsden town centre. Construction commenced in March 2009 and several million pounds of utilities diverted. The underpass was constructed using
opened for passenger service, up to Droylsden on 11 February 2013. the top down method, whilst maintaining highway flows at all times on what is
one of manchester’s busiest strategic routes. The chosen solution provided the
Statutory utility diversions optimum balance between tram alignment, service diversions and impact on
Prior to the commencement of the construction works mPT had to manage traffic, with its successful completion heralded by manchester City Council
the diversion of over £25m of utility assets, predominantly within the 3km street as a “major feet of civil engineering”.
running corridor. The management of these diversions prompted the development
of a collaborative team known as the Joint Utilities working Group (JUG).

street running traMs
The 3km of street running tracks were constructed through heavily populated The East manchester section was the first of the Phase 3A sections to install the
residential areas along a key arterial commuter route, including through the overhead line equipment within the street running environment. The extensive
main suburban town centre of Droylsden. This phase featured significant utility sections of embedded track form led to the innovative use of slip forming the
diversions, extensive highway and urban realm improvements, innovative track complete with rails, and is understood to be the first time this has been
construction methods, and sensitively planned sequences and sections to achieved in the UK. This, along with the testing and commissioning of the new line
minimise disruption to commuters. required close liaison with the highways authorities of manchester and Tameside
as well as Greater manchester Police and the urban traffic control teams.

“I’ve been eagerly awaiting the launch of services to Droylsden since
funding was confirmed in 2008. A great deal of hard work has gone
into this new line, a great deal of challenges overcome, and we are
now on the cusp of realising the benefits of all that effort.”
Councillor Andrew Fender
Chair of the Transport for Greater Manchester Committee

etihad caMpus stop
A landmark stop was constructed behind the Etihad Campus which included
crowd control facilities, a ‘living’ earth retaining wall, lift, curved concrete
concourse stair approach and fabric canopy structure. This required close liaison
with manchester City FC and the local planning authority during the regeneration
of the former industrial site.

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east didsbury
The East Didsbury Line is a 4.4km extension to the South Manchester Line measures were implemented as part of the scheme. This included the provision
made up of five stops; Withington, Burton Road, West Didsbury, Didsbury of two ponds, a bog pool, four artificial badger setts, two owl boxes and a planting
Village and East Didsbury. Work first began on the extension from scheme, at two local allotment sites. Extensive tree replacement work was also
St Werburgh’s Road in Chorlton to East Didsbury in summer 2010 with undertaken along the route with some 17,000 trees being planted.
the line opening three months ahead of schedule, on the 23 May 2013.
Trans Pennine Trail
The light rail tram extension has been built along a disused heavy railway line mPT temporarily diverted part of the Trans Pennine Trail, which ran along the
which was closed down. Before construction could commence drainage work old railway line between Didsbury village and the line terminus at East Didsbury.
was required to pump out accumulated water along the line, stabilisation work improvements to a 2.2km long section of the Trans Pennine Trail route was
was also undertaken along the embankment and significant earth retention provided alongside the new metrolink line, and was completely resurfaced and
measures were put in place. made fully accessible for wheelchairs and families with buggies and pushchairs.
Protecting the environment

The area was extremely overgrown with a well established wildlife population.
Before works began detailed ecological surveys were carried out to identify
the presence of any protected species and mitigation and habitat replacement

“Having a well-connected city where people can easily access
employment, social and leisure opportunities is absolutely
fundamental to Manchester’s future success. This new line
is another important step towards delivering that vision.”
Councillor Nigel Murphy
Executive Member for Environment for Manchester City Council

burton road stop
one signification construction challenge for this line was the introduction
of the pedestrian access ramp at the Burton Road stop. Due to the height
difference between the adjacent highway and the platform the ramp needed
to achieve a gradient that was suitable for wheelchair and mobility impaired
users. Combined with spatial constraints, the ramp infrastructure had to be
installed in close proximity to residential properties that abutted the corridor.
Considerable care was taken when carrying out the works including exploration
trial holes to determine property foundation depths and subsequent careful
vibration monitoring at each property.

BEFORE After

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ashton
The Ashton Line is a 4.4km extension to the East Manchester Line picking This section featured significant utility diversions, extensive highway and urban
up from Droylsden and running to Ashton-under-Lyne adding a further realm improvements, use of innovative construction to minimise disruption and
four new stops and two additional substations. The section between detailed phased construction sequences to keep traffic moving throughout.
Droylsden and Audenshaw comprises a 0.8km extension of the embedded
‘street-running’ track where the trams share the highway with the traffic. During the construction of the street running sections extensive deep excavations
At Audenshaw the tram corridor leaves the highway where it follows were required to remove peat formations, that were encountered under the
either alongside or within the central reserve of Lord Sheldon Way, over existing carriageway. This section also incorporated a novel street running
the M60 motorway and subsequently terminating in Ashton Town Centre. arrangement which became known as the ‘flush reserved tram lane’. This operates
The final stop on the line also forms an interchange with Ashton bus as a dedicated tram lane, in the middle of the carriageway, for inbound trams to
station and is in close proximity to Ashton rail station. benefit from a reserved lane providing traffic free passage along the busy corridor.
Construction commenced in February 2011, overlapping with the adjoining Park and ride
East manchester section which opened to passenger service in october 2013. A new park and ride facility was built along this route consisting of a dedicated
200 space facility at Ashton moss stop.
Street running trams
The street running tracks were constructed through heavily populated residential
areas along the busy arterial commuter route from Droylsden to Audenshaw.

alternative trackforM

“These are exciting times for our borough
with the Metrolink line to Ashton providing
another piece in the public transport jigsaw
for Tameside. We have already seen the positive
impact the tram service to Droylsden has
had on that town, and this will be equally
positive for Ashton.”
Councillor Peter Robinson
Tameside Council’s Executive Member for Transport and Land Use

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oldhaM town centre
The Oldham Town Centre project comprised of 2.4km of new tramway of driver training and the critical connection works to tie the new oldham town
infrastructure constructed right through the centre of Oldham and centre tramway into the oldham and Rochdale line, several months earlier than
now forms part of the main route of the Oldham and Rochdale line. stakeholders’ expectations.
The advanced works started in 2010 and required major infrastructure
changes local to Oldham Mumps station with the removal of the Mumps Co-op funeral parlour
Viaduct, as part of the OTC works, eventually replacing this with an Within the route of the proposed alignment there was an existing Co-op funeral
at-grade roundabout / tram crossing in 2012. The route takes a loop via parlour. To overcome this mPT constructed a new funeral parlour in a nearby
Oldham town centre and incorporates a substantial element of street location allowing the business to move to the new facility and further enabled
running track, where the tram shares the highway with the traffic through mPT to demolish the vacated building. The new tramway alignment into oldham
the town centre. town centre could then be constructed. The new building, very different from
anything else constructed on the metrolink scheme so far, was successfully
The main construction work commenced in February 2011 following an extensive completed and handed over to Co-op/TfGm achieving practical completion
statutory utility diversions programme that had to be completed within this on 13 June 2012, allowing the construction of the main tram scheme to progress
urban environment to pave the way for the new tramway to be built. The works on programme.
including mechanical and electrical installations and associated testing and
commissioning were completed within the following 2 ½ year period. The line
successfully opened to passenger service on 27 January 2014 following a period

oldhaM MuMps
When funding was approved for the oldham town centre section, mPT worked increased traffic flow capacity catering for current and future traffic volumes.
with TfGm and oldham Council to derive the most effective way to deliver This also included a new link road into oldham town centre to facilitate
metrolink through the oldham area; whilst also achieving long-term benefits the delivery of the final metrolink alignment and to provide access to the
in town centre regeneration and highway improvements. This led to a dramatic new park & ride.
scheme which has genuinely transformed the oldham mumps area. An old stone
viaduct was demolished opening up the entire area. A roundabout was removed
and replaced with a much more effective signalised junction with substantially

otc blockade
As the oldham Town Centre section was a new alignment to the recently
commissioned oldham Rochdale line, it had to be connected into the existing
infrastructure with minimal disruption to the metrolink network. Therefore
the oldham Rochdale line infrastructure was reconfigured at both mumps and
Werneth during an intensive seven day blockade in January 2014. This included
partial decommissioning of the oldham Rochdale line with subsequent
reconfiguration and full testing and commissioning of the new track alignment,
overhead line cabling and various communications equipment, enabling trams
to travel through oldham town centre on the 27 January 2014.

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rochdale town centre
The Rochdale Town Centre section is a 0.9km extension to the Oldham

Rochdale Line from the Phase 3A terminus at Rochdale railway station
right into the town centre of Rochdale. The route is solely a street running
track with extensive statutory utility diversions which started in late 2010
enabling construction activities to commence in earnest, early 2012.
This was followed by an 18 month period of tram-way construction,
including all mechanical and electrical installations, with the line opening
for passengers in March 2014.
Rochdale Town Centre stop

The terminus stop in Rochdale town centre was constructed on top the River
Roch bridge, one of the widest span bridges in the world, previously formed
by the joining of seven separate bridges and refurbished. Prior to the construction
of the metrolink stop the mPT team had to first remove the existing surface
and carefully expose the structural bridge deck before installing a waterproof
membrane and then constructing the platform.

drake street
Whilst Drake Street was closed to vehicular traffic, fundamental to this scheme
was phasing the construction in order to maintain pedestrian access to the
multiple businesses and traders which operate there. This was successfully
achieved by mPT who by working in conjunction with the TfGm stakeholder team,
was able to keep businesses and traders advised on all future developments and
provide regular updates on project progress.

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airport line
The Airport Line extends for a total distance of 14.5km from the Phase Baguley rail bridge
3A St Werburgh’s Road stop, through Chorlton-cum-Hardy, Sale Moor, A grade separated structure crossing the new metrolink over the network Rail
Northern Moor, Baguley and Wythenshawe, terminating at Manchester Glazebrook and Godley line was constructed alongside the existing Southmoor
Airport. The route has a total of 15 stops. Road Bridge.
The route is a combination of integrated and segregated on-street tramway Hilton hotel retaining wall
sharing a highway corridor. A new viaduct carries the new tram route over the A 115m long retaining wall built alongside the hotel was constructed to retain
River mersey, to Sale Water Park stop where a park and ride facility has been the car park from the reduced level tram way, consisting of contiguous bored
constructed. A section of ballasted track then takes the route alongside the piles with concrete capping beam.
m60 where a new, 52m clear span concrete and steel structure was constructed
over the m60. The route travels south through to Wythenshawe Park and
Baguley where a further structure was constructed over a network Rail line
before heading over a new m56 bridge structure and towards Wythenshawe
town centre stop and future transport interchange, before terminating at
manchester Airport.

“It’s great to see work progressing so well on
the Airport line. The Mersey Valley viaduct is
a major piece of infrastructure on the route.”

Mersey valley
This new structure is an eleven span concrete pier and composite deck viaduct
constructed to take the new tram route over the River mersey and its associated
flood plain, from Barlow moor Road stop to Sale Water Park; crossing the River
mersey. The southern approach consisted of a reinforced concrete ‘U’-trough
and ‘l’-shaped retaining structure. The structure was a mix of in-situ concrete
and pre-cast concrete to make best use of the benefits associated with off-site
manufacture and minimise the construction duration onsite.

M60 bridge
The structure comprises of skewed, single span bridge with longitudinal steel
outer girders, transverse girders and a composite reinforced concrete deck.
The substructure comprises of a full height reinforced concrete abutments with
inspection galleries, founded on 60cm diameter CFA piles reducing the long term
settlement of the structure. The main bridge superstructure was constructed
alongside the m60 motorway at an elevated level and was installed using specialist
transport equipment during a highway possession.

M56 bridge
This square, single span bridge structure passes over the m56 motorway
approximately 30m south of the existing Hollyhedge Road bridge.
With main steel girders and cross members supporting a composite
reinforced concrete deck, the bridge superstructure is supported on
in-situ reinforced concrete cantilevered abutments on spread type
foundations. The approaches are formed by reinforced concrete ‘U’-trough
retaining structures.

ringway road underpass
on the approach to manchester Airport a 1km long dual carriageway was
constructed and the new tram alignment passed under this through a contiguous
concrete piled underpass. The main reinforced concrete bridge deck under the
carriageway was constructed integral to the contiguously piled retaining walls,
with the wall also extending to form the approaches where the piles were
finished with a concrete capping beam. A 30m long reinforced concrete surface
water attenuation tank constructed beneath the tracks, to the west side of the
underpass, was designed to also act as a prop to the concrete wall piles.

Manchester airport 4th platforM
As part of network Rail’s northern Hub improvement programme, mPT were Working in close proximity to live road and rail infrastructure and the UK’s third
approached to deliver the 4th platform at manchester Airport train station, largest airport created a number of challenges. manchester Airport station
with works to be incorporated into the manchester metrolink Airport line project. receives almost 10,000 passengers a day, and approximately six times that number
in order to accommodate the construction of the new 4th Platform, mPT were pass through the airport itself. Throughout the possession public access had
required to demolish an existing span of outwood lane bridge, excavate out the to be maintained at both the station and the airport, to minimise disruption.
existing abutment and, using a 750 tonne crane, lift in 28 new precast beams each This resulted in the original 37 day program being condensed to 16 days.
weighing 35 tonnes. Works commenced Saturday 15 march. mPT successfully delivered the works
10 hours early, allowing roads to re-open to traffic ahead of schedule on Sunday
30 march 2014.

“Seeing our trams reach Manchester Airport more than a year
ahead of schedule is a truly amazing achievement – and a game-
changer for the communities set to benefit from its 15 new stops
and frequent, fully accessible services.”

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deansgate castlefield
Deansgate Castlefield tram stop was an existing Metrolink tram stop increased flexibility to the operational network was gained by the creation
originally opened in April 1992 under the Metrolink Phase 1 works and of a ‘loop track’ and bi-directional track with additional platform.
is situated on a Victorian brick viaduct to the south western edge This facilitates multiple tram movements within the stop, aiding the public
of Manchester city centre, within the area known as Castlefield. flow in and out of the city centre.
The scheme at Deansgate Castlefield was to create a green urban oasis
within the city centre with TfGM employing Ian Simpson Architects Further construction difficulties were overcome with regards to the stop
to help create the visualisation. MPT worked closely with the client location situated over Deansgate locks consisting of tenanted arches of bars
and architect to replicate those visualisations through sympathetic and restaurants, with only a single vehicular access to the high level. Adjacent
design and a great attention to detail. The intent was also achieved to this is the Rochdale Canal and a mix of residential and commercial use
by the production of multiple innovative new features such as ‘sedum high rise buildings, including the Hilton hotel, part of the 47-story residential
track’, an illuminated balustrade, CorTen steel clad buildings, a planted Beetham Tower.
‘living wall’ and platforms laid in slate stone.
Delivered in under 2 years, successfully completing 16 disruptive possessions
improved public access routes to the tram stop were achieved by the design of the tram network and by careful management of shift working, mPT were
and construction of a new glazed through lift and stair access, a new stair able to maintain full operational use of the tram stop throughout to deliver
bridge spanning over the Rochdale canal and the refurbishment of an existing a practical and unique green space legacy that thousands of people will enjoy
link bridge to the Deansgate heavy rail station. All of these extended the each and every day.
metrolink identity into the surrounding public areas, advertising the presence
of the reformed metrolink stop.
“The new stop is looking really impressive and it’s clear just what a great
new facility passengers will enjoy when the transformation is completed.
This is a fast expanding area of the city and Metrolink will be ready to
cater for the extra demand we will no doubt see for travel at this stop.”

“seeing the traMs running into the new
landMark stop at exchange square in
the heart of the city’s retail district,
is a Magnificent sight. the striking
architecture and surface finishes
enhance the urban realM whilst
providing a key transportation link
for the people of greater Manchester.”
Jim Goldsby
mPT project leader

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second city crossing –

the story continues...
To provide essential network flexibility and additional capacity, The new Exchange Square platform builds upon the successful off-site
TfGM awarded MPT the design and construction of a second tram manufacturing system developed by mPT and was substantially pre-clad
route through the busy streets of Manchester city centre. The Second off-site with a mix of black and white granite paving. The platform also holds
City Crossing project sits within the heart of Manchester’s retail a series of four bespoke shelters to provide its own distinct statement, whilst
and commercial districts to provide an additional link between the managing to retain the metrolink identity.
existing St Peter’s Square tram stop and the recently upgraded Victoria
tram stop, connecting to heavy rail lines. St Peter’s Square tram stop Sitting directly on the doorstep of the manchester Arndale shopping centre
will be extensively remodelled to accommodate the new route and within manchester’s main shopping precinct, this new addition to the metrolink
complement Manchester city councils existing flagship redevelopment network met TfGm’s aspiration to be open just in time for Christmas. With
of the square. On Cross Street the exhumation of over 250 bodies works starting in late 2014 this section of track has been constructed, tested
from a burial site dating back to the early eighteen hundreds had and commissioned within 14 months and is a testament to how mature and
to be sensitively managed during the early stages of the scheme. accomplished the mPT and TfGm team have become.
Exchange Square
Section 1 of the new city crossing was successfully opened for passenger
service on 6 December 2015 as an interim, phased opening of the full Second
City Crossing scheme. The new section of tram way runs through to a newly
constructed Exchange Square stop and facilitates tram movements on the
oldham and Rochdale line right into the heart of the city.
second city crossing

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
Maintenance contract
MPT as part of the DCM contract with TfGM, are delivering The mPT maintenance key objectives are to provide overall management
infrastructure maintenance services across Phase 3 of the Manchester of the assets in accordance with the contract and associated documents to
Metrolink. Key deliverables include the provision of a 24/7 service achieve the annual maintenance and service plan deliverables on a year on year
centre that handles around 500 reactive and planned maintenance basis. This has been made successful by establishing a positive and constructive
tasks per period. Services are delivered by a dedicated round the working relationship with the metrolink operation Control Centre, TfGm
clock team of technicians, across approximately 60km and 60 stops. and all suppliers and sub contractors. The maintenance team has consistently
Maintaining assets that include: all stop passenger information demonstrated to TfGm and mRDl their ongoing capability and competence
equipment, overhead lines, track, fibre and copper cables, traction to successfully deliver the overall maintenance service, contributing
power substations and structures. The maintenance contract significantly to the overall running of an efficient metrolink system and
commenced in 2010 and runs through until 2017 initially for the a positive passenger experience. This in return delivers best performance
MediaCityUK section but then progressively extending as sections of assets and the best return on client investment.
have achieved Infrastructure Maintenance Services Commencement
Certificate (IMSCC) and moved into maintenance.

supply chain
Without the support of a dedicated, knowledgeable and expert supply

chain it would have been impossible to successfully deliver Phase 3 of the
Manchester Metrolink. Mutual relationships with suppliers have allowed
traditional supply agreements to be challenged, with many of the new
innovations being a result of meaningful collaborations with the supply
chain. To this end, MPT chose to positively recognise at least some of the
contributions made through a Suppliers Award scheme.
Annual Suppliers Award dinners have been held regularly, ensuring that time
is taken to sit back, reflect and reward some of the exceptional support that
has been offered by our partners both as organisations and individuals.

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
innovations
Throughout the project MPT have demonstrated a culture M56 and M60 bridges
of innovation by encouraging, embracing and supporting ideas A key factor in the success of the major tram bridges over the m56 and m60
from across the team. It is essential that any business demonstrates motorways was the assembly of the main bridge span structures in advance
continual learning and an ability to streamline processes and onsite, adjacent to the abutments, before being eased into position in a precise
procedures throughout its’ life. MPT have been able to demonstrate and controlled operation. The operation briefly involved the closure of the
this through the life cycle of the project and an exemplar continuous motorway, the removal of the verge and central refuge, the transportation
delivery track record. This then provided the confidence on which of the structure and supports from its assembled location across the motorway
additional funding was secured. and into the correct alignment, the accurate placing of the bridge span
structure and fixing into position, the reinstatement of the central refuge
mPT are proud of the innovative solutions developed over a wide range and verge prior to the reopening of the motorway. This innovative approach
of disciplines and from all parts of the team. From advancing our Bim enabled each bridge to be installed during a thirty hour closure of the
capabilities to integration of the latest software into our everyday working associated highway, with both bridge installations being installed ahead
lives, building unique and collaborative relationships with stakeholders, of schedule and roads opened eight hours early.
challenging traditional construction methods and further investing in, and
working with suppliers to adapt, develop and modify products, from small
tools and equipment to permanent works.

pre-cast Manufacturing
one of the major challenges posed by this project was to see how tram stops The use of digital engineering to design these structural segments in a virtual
could be built more safely, economically and to an award-winning standard. The world enabled significant savings and efficiencies to be achieved on the project.
answer? Build the platform in a factory. mPT has used laing o’Rourke’s unique it also allowed operational performance to be predicted with greater certainty,
off-site manufacturing capability to construct modular concrete units, which were and by using the latest prototyping techniques, allowed multifaceted models
then brought to site and assembled to form the tram stop platforms. in total there to be created with integrated data about each element’s design, construction and
were over 2,900 pre-cast units required to deliver the 57 new tram stops to date. performance once installed onsite. off site manufacturing also supports greater
So successful was this approach that it achieved the 2012 Project Award from the production efficiency, promotes safety by utilising a controlled environment and
British Precast Association. enables consistently higher quality components to be constructed. For many of

the tram stops, complete lift assemblies, steps, access ramps and retaining walls natural stone. This was made possible by an innovative bonding system developed
also realised benefits from being manufactured off-site. in conjunction with our suppliers (Explore), to facilitate the differential expansion
between the concrete and natural slate materials.
At Deansgate Castlefield a heavy architectural influence led to the platform
being paved in a natural slate stone sourced from various quarries within the Lake
District. This, as well as the need to install the new platform right alongside a live
operational tram line, led to the development of a ‘flat packed’ pre-cast, pre-clad
solution. Substantial sections of the platform arrived onsite already clad with the

seduM ‘green track’
Architectural and local authority aspirations to create a green urban oasis in the leaves. The flowers usually have five petals, seldom four or six.”
city centre led to innovative thinking on the new Deansgate Castlefield tram stop
remodelling project. Through several iterations, product trials and joint party The Polysafe panels were developed to be post fitted into an existing rail line
reviews a standard, network Rail approved Polysafe rail crossing product was and yet facilitate typical track maintenance such as rail clip inspection and
developed to hold trays of Sedum shrubs. replacement. Whilst the sedum itself requires minimal maintenance, it encourages
nature into the space and helps to manage rainfall as part of a Sustainable
“Sedum is a large genus of flowering plants in the family Crassulaceae. Up to 600 Drainage System (SuDS). Such was the success of the final appearance the public
species of leaf succulents can be found throughout the Northern Hemisphere, regularly comment on how wonderful the tram stop looks.
varying from annual and creeping herbs to shrubs. The plants have water-storing

ppe – then & now
mPT recognise that it is vital to look after and continuously invest in our people.
not only does the latest PPE offer much greater protection when out onsite
carrying out duties, it also sends a clear, professional and consistent message
about our business and the industry within which we work, to those looking in.
our people have recognised these benefits and genuinely feel proud to be part
of a unified team.

disability design reference group
The mPT project team, together with Transport for Greater manchester, The work was not just confined to accessing the trams at the stops. The DDRG
has worked closely with the Greater manchester Disability Design Reference also gave practical advice on a host of accessibility issues from the design
Group (DDRG), established by TfGm, to ensure that the designs for the new and layout of the stops and car parks to the seating arrangements on the new
trams stops not only met the relevant standards of access for potential users trams. Test visits while the new lines were in shadow running operation were
with impaired mobility, but through early involvement in the planning and undertaken to ensure that no details had been overlooked and that the newly
design stages, ensured that the new stops provided a genuinely welcoming extended network would offer a better journey for disabled travellers from day
environment for anyone with disabilities. one. The success of this approach by TfGm and mPT working together with the
DDRG has been widely applauded, led to several awards, and is now recognised
as a model of best practice by the Equality and Human Rights Commission.

‘flat pack’ stop equipMent rooM
and other innovations
An immediately successful innovation was the precast ‘flat pack’ Stop Equipment Further innovations
Room (SER) buildings which has been utilised extensively across the new metrolink Significant lengths of the new tram way were situated in an on-street environment.
network. The system is able to be transported and unloaded efficiently using Typical ballasted track here was not desirable and the inherent costs associated
current transport frames which provide safe access to the integrated lifting points. with embedded track led to the development of an alternative ‘embedded
The concrete wall units are connected together with a simple bracket system sleeper’ track form. The track system is based upon a simple reinforced concrete
fitted into pre-set fixing channels, eliminating onsite drilling, and requiring minimal ‘stage 1’ foundation slab, and utilises twin block sleepers to level the rail off the
temporary propping to stabilise the walls during erection. The innovative building ‘stage 1’ using integrated screw jacks, in order to cast a ‘stage 2’ concrete around
can be assembled in a few hours and minimise onsite construction considerably, the sleepers.
whilst offering a consistently high level of quality.

world environMent day
To coincide with World Environment Day, VolkerRail alongside Laing macmillan Cancer Research’s volunteer centre at Wythenshawe hospital,
O’Rourke and partners working on the MPT Manchester Metrolink The Dandelion Community – a gardening group ran at a local church and
project teamed up with local landscapers, Ground Control and The Crossacres Cultivators - a gardening group at a local Age Concern
Wythenshawe Community Housing Group to help create a ‘sweet’ community centre for over 60s.
legacy in the local community.
Twenty-five fruit trees have been donated and planted in the gardens
of community groups within the area, including the offices of Wythenshawe
Community Housing Group, The Young People’s Support Foundation,

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
environMent
Over the course of the scheme many environmental initiatives were

introduced. These included recycling large volumes and whole areas
of materials; tree replacement schemes; encouraging local wildlife
and wildlife education; habitat replacement schemes; monitoring
and reducing carbon outputs; careful management of sensitive areas
and operations; and strategic management of noise and vibration
throughout construction.
An allotment challenge was engaged across the entire scheme in 2013 with
the various project teams competing against each other to cultivate the best
produce. With a multitude of innovative plots being constructed, judges from
the local communities around manchester were impressed with all the sites
and the engagement from the site teams.

“Mpt have been absolutely
fantastic. it has been a pleasure
to work with such a professional
group of people and the
coMMunity groups have been
blown away by the kindness and
generosity.”
Jacqueline Naraynsingh
Real Food programme manager for Wythenshawe Community Housing Group
Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
coMMunity Matters
Throughout the course of construction MPT have committed By effective communication the project teams have been able to consistently
to engage in local community projects within the Greater Manchester develop a good rapport with local residents and businesses which is shown by
area through which the new tram alignment passes. A significant our excellent quarterly scores on the Considerate Constructors Scheme, with
number of people have volunteered time to help build school and local their mascot ivor Goodsite making a guest appearance on some of our sites.
community gardens, enhance children’s playgrounds and mentor local
students. Many teams have also contributed to improving the local St Edmund’s wildlife garden
environment through a number of initiatives such as planting fruit Pupils at St Edmund’s Primary School in monsall are still enjoying their new
trees, improving the quality of landscaping to community areas wildlife garden which was built by mPT in 2010.
and creating wildlife habitats along the routes.
The wildlife garden, which was designed by the children themselves (with a
Recognition of the short term impact that construction has on the local little help from the mPT consortium), was built with hedgehog house, rabbit
community has led to the mPT teams raising internal awareness of often hutch, logs for mini-beasts, an amphibian bog and raised flower beds.
simple but effective measures that mitigate such impact, looking for new mPT contacted St Edmunds to suggest the donation of materials and time
and innovative solutions along the way. External awareness of the dangers to construct the new wildlife garden at the school.
of construction sites, and in particular the risks associated with operational
tramways, has also been spread through schools and local communities
by the dedicated people working on the projects.

st edMund’s wildlife garden
“the garden gives the children an area
to relax as well as a great opportunity
to learn More about wildlife.”
Mrs Beteny
St Edmund’s Primary School Teacher

schools

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
fund raising
Both local and national charities have benefitted from the dedication and
commitment of our people who have undertaken sponsored or fund raising
events. Each year our teams have been sponsored to run the manchester 10k,
a run along the new tram route from Rochdale to the Airport with press-ups
at every stop along the route, and a climb of the 3 Peaks of Britain to name
but a few. Raffles have been drawn regularly to support some of the smaller
charities, and a secret Santa was organised in 2012 and 2013 for the Children’s
ward at Wythenshawe Hospital with Christmas gifts handed out to over a
hundred children. more recently food and clothing collections have been
generously gathered and donated to help those closer to the project within
the city centre, along with a sponsored dragon boat race where the finish line
was warmly welcomed.
Through these activities and our corporate events such as the mPT golf day
and the Annual may Ball, the metrolink Team can be very proud to have raised
over £75,000 for charity.

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales
our people
A huge thank you goes out to the thousands of people who have dedicated
their time to deliver what is truly a world class transport and regeneration
scheme. Amazing individual achievements have seen careers blossom and the
way that every single person has worked collaboratively towards achieving
the same vision has been inspirational. Without this level of commitment,
challenging undertakings like the metrolink would not be possible, especially
when you account for the sheer magnitude of what has been achieved.
This runs from the workforce managing the front lines, right through
to the councillors and directors who have helped to make this happen.
Fantastic individuals.
Great teams.

Many thanks Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales

Laing O’Rourke
VolkerRail Thales
Laing O’Rourke
VolkerRail Thales

Manchester Metrolink: The Story So Far

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Manchester Metrolink: The Story So Far

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MANCHESTER

METROLINK Laing O’Rourke

THE STORY SO FAR

THE STORY SO FAR

Foreword – Bryan Diggins 05

Foreword – Bryan Glass 07

A brief history of manchester Trams 09

mPT Phase 3 Scope 19

Manchester Metrolink the story so far 5

6 Manchester Metrolink the story so far

I am extremely proud to be able to reﬂect on the truly exceptional

i have found reviewing this collection of photographs and narratives to be

it has been an incredible journey.

Manchester Metrolink the story so far 7

in autumn 1995, a 6.4km metrolink line branching from Cornbrook station

Manchester Metrolink the story so far 13

Consequently, when the Transport Act 2000 required passenger transport

Manchester Metrolink the story so far 15

the forMing of Mpt

The ‘Engineering Excellence’ available within mPT has enabled us to advise

By positive collaboration with key stakeholders, including over seven local

20 Manchester Metrolink the story so far

By careful selection and management of design partners and

The new public transportation system constructed across manchester

Manchester Metrolink the story so far 21

TfGm and mPT worked collaboratively with statutory undertakers encouraging

Strong relationships enabled innovative solutions to be adopted which

22 Manchester Metrolink the story so far

With the consortium embracing laing o’Rourke’s industry leading philosophies

Manchester Metrolink the story so far 23

24 Manchester Metrolink the story so far

MPT consortium partners Thales, designed, installed and commissioned

Manchester Metrolink the story so far 25

26 Manchester Metrolink the story so far

safety – Mission zero

A Supervisors Forum programme was launched to engage and empower

Manchester Metrolink the story so far 27

“Mpts – coMMitMent to deliver the highest quality

30 Manchester Metrolink The story so far

Manchester Metrolink The story so far 31

line poles installed

Manchester Metrolink the story so far 45

Protecting the environment

52 Manchester Metrolink The story so far

Manchester Metrolink The story so far 53

Manchester Metrolink the story so far 59

62 Manchester Metrolink the story so far

oldhaM and rochdale

Manchester Metrolink the story so far 67

Manchester Metrolink The story so far 69

70 Manchester Metrolink the story so far

72 Manchester Metrolink the story so far

Manchester Metrolink The story so far 75

Manchester Metrolink the story so far 77

80 Manchester Metrolink the story so far

Manchester Metrolink The story so far 83

84 Manchester Metrolink the story so far

Protecting the environment

Manchester Metrolink the story so far 87