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West Midlands Metro

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Midland Metro
File:Midland Metro logo.PNG
Overview
Statusactive
OwnerCentro
LocaleWest Midlands
Stations23
Service
TypeTram/light rail
Services1
Operator(s)Travel Midland Metro
Depot(s)Wednesbury
Rolling stockAnsaldobreda T69
History
Opened30 May 1999
Technical
Line length20.2 km (13 mi)
Track gaugeStandard gauge
Operating speedtop 70 km/h (43 mph), average 35 km/h (22 mph)

The Midland Metro is a light-rail or tram line in the West Midlands of England between the cities of Birmingham and Wolverhampton via West Bromwich and Wednesbury. It is owned and promoted by Centro, and operated by a subsidiary of the National Express Group (NEG) under the brand name Travel Midland Metro (TMM). The line averages about five million passengers annually and this number appears to have reached a plateau,[1] about one third of that predicted by Centro in the planning stage.[2]

Route

Line One

Template:Midland-Metro-Line-One Line 1, the 12.5-mile (20.1 km) Birmingham to Wolverhampton route, was opened on 31 May 1999, and runs mostly along the trackbed of the former Great Western Railway line between the two cities (which was severed in 1972), thus stopping any return of the former mainline.

At the southern end, the terminus is Birmingham Snow Hill station in Birmingham city centre. Platform 4 at the station was taken out of use to allow provision of the tram terminal and access track. The trams will move to their own dedicated area and platform 4 will return to rail usage [3]

At the northern end, trams move off the former railway formation to run along Bilston Road to a terminus in Bilston Street, called St Georges in Wolverhampton city centre. The original proposal had been to run into the former Wolverhampton Low Level station but this was abandoned [4]. St Georges does not have interchange with other public transport, but the bus and railway stations can be reached on foot in a few minutes.

The control room and depot, called Metro Centre, near Wednesbury, Great Western Street tram stop, occupies land once used as railway sidings.

Vehicles and services

Midland Metro tram 05 approaching West Bromwich tram stop
File:Jewellry Quarter railway station train and tram - Birmingham - 2005-10-14.jpg
A Midland Metro tram at Jewellery Quarter station next to a former Central Trains train
Tram 13 on former railway section.

Metro operates 16 T69 articulated two-section trams, which were built by Ansaldobreda in Italy. Numbered 01-16, they have a top speed of 43 miles per hour (69 km/h). The short intersection in the centre is a vestige of the three-section design, abandoned as Line 1 costs increased. Each tram has three entrances on each side, and 56 seats. Only the centre portion is wheelchair accessible. An on-board loudspeaker system can deliver recorded announcements, and messages from the driver and Metro Centre. Safety equipment includes a dead man's handle.

Each tram has three braking systems. Using the hazard brake, 15m is needed to stop from 30km/h.[5]

The trams are driven manually under a mix of line of sight, and signals. Turnback loops along the line, including the street section, have points indicators. A set of loops located on the entirety of the line show the control room the location of all trams. The track bed section (Birmingham to Priestfield) is sparse for signalling. Signals are located at:

  • Birmingham Snow Hill / St Pauls – to protect the single line
  • Black Lake – for the level crossing
  • Wednesbury Parkway and the Metro Centre

The street section has signals at every set of traffic lights, which are tied into the road signals to allow tram priority.

Weekday services run at eight-minute intervals, with a longer weekend and evening spacing. There is no service in the small hours of the morning.

The service operates to an 8-minute peak frequency, rather than the 6-minute all-day frequency promised by Centro in the planning stage. On the 8-minute frequency, the reliability in July 2009 figures, was described as 99.8% in a report on the Wolverhampton council website.[6] Writing in May 1999, Robert J Tarr stated, "The 6 minute frequency service required under Altram's concession is due to be implemented within a couple of months".[7].

The fare scale was originally intended to be broadly comparable with buses, but this proved to be unfinanceable [8]. In July 2008, the adult single fare from Birmingham to Wolverhampton was £1.50 by bus, £2.50 by tram.

In 2002 Andrew Steele, general manager of Midland Metro, said the Ansaldo trams were "crap", and had wiring like "plates of spaghetti".[9]

Centro are planning a £44.2 million replacement of the entire tram fleet after less than 12 years of use [10] (This cost includes moving from 150 to 200 capacity per tram and additional vehicles to reach a 6 minute service pattern on the original and extended route). Vehicles on other urban rail systems generally have a life of 30 to 50 years, with Milan using carriages over 80 years old, and Buenos Aires running trains over 95 years old.

List of trams

Tram 06 in Wolverhampton city centre.
Newly refurbished tram 09 at Wednesbury Depot after an incident in December 06
Fleet Number Tram Name Tram Type Livery
01 Sir Frank Whittle T69 Midland Metro
02 T69 Midland Metro
03 Ray Lewis T69 Midland Metro
04 T69 Midland Metro
05 Sister Dora T69 Network West Midlands
06 Alan Garner T69 Midland Metro
07 Billy Wright T69 Network West Midlands
08 Joseph Chamberlain T69 Midland Metro
09 Jeff Astle T69 Network West Midlands
10 John Stanley Webb T69 Network West Midlands
11 Theresa Stewart T69 Midland Metro
12 T69 Midland Metro
13 Anthony Nolan T69 Midland Metro
14 James Eames T69 Midland Metro
15 Agenoria T69 Midland Metro
16 Gerwyn John T69 Midland Metro

History

In the mid 1980s, around the same time as a brief experiment with guided buses, the West Midlands Passenger Transport Executive (Centro) planned a tram line between Five Ways, just west of Birmingham city centre, and the Clock Garage, in the eastern suburbs. It would have involved large scale property demolition[11], and was to have been the first of a series of tramways known as the 'Light Rail Transit' system.

Following the establishment of a new Passenger Transport Authority in 1986, the project was revived under the name 'Midland Metro'. It would be the "largest infrastructure project in the West Midlands to the end of the century and beyond", and 200 km of tram lines would "transform public transport". The first of up to fifteen lines would be operating by the end of 1993, and a substantive network by 2000.[12]

Unlike the Clock Garage line, Midland Metro Line 1 would not require large scale demolition, as it would link Birmingham and Wolverhampton using a former railway trackbed for most of its length. The Clock Garage line was subsequently revived in modified form, still requiring extensive demolition,[13] as Midland Metro Line 2, with a new eastern terminus in Chelmsley Wood[13].

WMPTE's efforts to secure Parliamentary approval included providing free trips to Grenoble for MPs through the lobbying firm Ian Greer Associates [14]. In September 1991, proposals were published to extend Line 1 to the Bullring shopping centre and build Line 2. Following complaints about public communication, Terry Davis, then MP for Hodge Hill, recounted that the PTE Director General, Robert J Tarr, had promised there would be "full consultation", but the promise had not been kept.[15] Mr Davis added that, against the advice of local MPs, the Executive decided to use obscure Parliamentary procedure to try to stop people objecting.[15]

Neither Line 2 nor Line 3 (Wolverhampton, Walsall, Dudley and Merry Hill) were built.

Centro's consultants have included WS Atkins, Kennedy Henderson, and Faber Maunsell.[16]

A contract covering construction and operation of Midland Metro Line One was awarded to a consortium known as Altram in August 1995. Construction began three months later, with a targeted completion date of August 1998. This was missed by ten months, which should have led to compensation being paid by Altram. Altram was reported to owe £5.5million and be paying £24,500 a day in liquidated damages to Centro [17].

The outturn cost of Line 1 is also not known. In 1990 David Gilroy Bevan, a prominent supporter of Midland Metro, told Parliament that it would cost £60 million.[18].

At the time of Line 1's opening, Altram was a for-profit company owned by John Laing, Ansaldo, and West Midlands Travel. Claudio Artusi, vice president of Ansaldo Trasporti, had stated that his company was "fully committed to successfully implementing Line 1", and Martin Laing, chairman of Laing, had stated, "we will deliver a high quality light rail system".[19]

Soon after opening, it became evident to all three partners that Metro operating revenues would not cover costs. In 2001 Ansaldo decided it was "not prepared to invest further monies in a loss-making venture which showed no prospect of ever becoming profitable".[20] Laing "felt there was no economic future in Altram and that to contribute further funds would only increase its loss in what it believed to be a failing project".[20] In February 2003, it was reported that the Metro's auditors refused to sign off its accounts as a going concern.[21]

Ansaldo and Laing had ceased practical involvement as early as 2003, but their official exit took place in 2006.[20] Day-to-day operation of Metro is in the hands of TMM, with losses largely covered by cross subsidies from other parts of National Express's business.[20]

National Express Group is responsible for Midland Metro losses until 2019. However, Centro intends to re-franchise the operation well before that date, as part of the 'Phase One' expansion. At a result, responsibility for future losses would transfer from NEG to the public purse. [citation needed]

Proposed Extensions

Phase One Expansion

Although patronage is much lower than was anticipated by Centro, Metro expansion has remained central to its strategy. In 2006 Councillor Gary Clarke, chairman of 'Centro-PTA', stated that Metro would "make a real impact on our campaign to cut congestion for everyone".[22] Fifteen percent of journeys were previously made by car, representing an estimated 1.2 million car journeys.[23]. Trams account for fewer than 2% of journeys made by public transport in the West Midlands.[24]

Centro has been seeking government funding for its Phase One expansion, comprising the 2.8-kilometre (1.7 mi) Birmingham City Centre Extension (through Birmingham city centre linking Snow Hill, Birmingham New Street Station, and Five Ways), and the 11-kilometre (6.8 mi) Brierley Hill Extension (a branch off Line 1, from Wednesbury to Brierley Hill town centre). An order authorising the City Centre Extension was made in July 2005.[25]

Recruitment of a director to look for ways of funding Midland Metro expansion was abandoned in January 2009. The job holder would have been paid £100,000 per annum by Wolverhampton, Walsall, Sandwell, and Dudley councils, and Centro.[26]

In January 2009, Birmingham councillor Len Gregory said he would be prepared to "look seriously" at a proposal for an elevated monorail between New Street station and the Airport, instead of a Midland Metro line. Birmingham City Council's lead member on Centro, Councillor Len Clark, said he was "excited" by the Metrail AG monorail put forward by 'Birmingham Business Focus' (BBF). He thought that it would not take up as much space as a tramway, and would be less expensive.[27] BBF director Neil Maybury envisaged monorails running along most of Birmingham's arterial roads.[28]. The study cautioned that “The potential loss of traffic turning lanes, particularly in the city centre, could require significant traffic management measures to mitigate the effects."

Centro continued lobbying for government support for Midland Metro, and in July 2009 the Department for Transport declared, if newly prepared business cases were 'acceptable', it would pay £25 million towards the diminished Birmingham City Centre Extension, and £53 million towards the Wolverhampton loop, and 'up to' 25 replacement trams.[29]

Centro's 2009 draft Integrated Public Transport Prospectus claimed that light rail typically cost between £10-20 million per kilometre,[30] which did not accord with the 2009 estimates for the Phase One Extensions. For example, the "11 km" Brierley Hill tram-train was costed at £341 million[31] (£31 million/km).

Line One (Birmingham City Centre) Extension

Template:Midland-Metro-Line-One-Ext

The Midland Metro line one Birmingham City Centre Extension (BCCE) is an extension to the existing line one that continues into the city and provides a link between Birmingham New Street Station and Birmingham Snow Hill Station. It is a shortened version of an original larger proposal which was to run as far as Hagley Road in Edgbaston[32]. It is estimated the BCCE will remove around 420,000 car journeys per year from the roads [33]

The BCCE would diverge from the existing line between Snow Hill and St Paul's stops. As part of the 'Snowhill' land redevelopment adjacent to Snow Hill station, part of a viaduct has been constructed to carry the line from the current alignment into the streets.[34] The viaduct would allow the fourth platform at Snow Hill to be reinstated for railway use.

In 2005, Centro claimed that the Birmingham City Centre Extension would cost £72 million,[35] but a more recent estimate for the original full route is £180 million.[36]

Birmingham City Council's support has been less than consistent. At times it has favoured building Midland Metro in tunnel in the city centre[37] and there has been uncertainty about the route itself.[38]

Centro's public position remained supportive of a street tramway to Edgbaston Shopping Centre, Five Ways, 13 minutes from Snow Hill. At points such as Suffolk Queensway, trams would go over the road on a bridge.

In March 2009, the much-shortened version of the BCCE, terminating in Stephenson Street, adjacent to New Street station, was estimated to cost £60 million.[39]. This will not directly serve Birmingham Moor Street, which is set to replace Snow Hill as the terminus for many local services as part of the Evergreen 3 upgrade. [40][41]

The BCCE would improve tram users' access to the shopping district around Corporation Street, but at the cost of worsened access for bus users, with up to ten stops[42] having to be relocated away from the street. Over 30 bus routes, including those using Upper Bull Street as a terminus, would have to be re-routed.

Re-routing bus services for the BCCE has been a source of friction between Centro and National Express West Midlands[43], with an earlier attempt to redirect vehicles to a new 'bus mall'[44] adjacent to Moor Street railway station having ended in disaster.[45] Following a spate of accidents, the mall was closed down after two months, and before it had fully opened, and all evidence of its existence erased.[46]

By January 2010, reference to the Stephenson Street to Five Ways section had been removed from the project page on the Centro website.[47]

The revised business case claimed[48] that the existing trams could not be used in central Birmingham streets, despite their having been custom designed for the Midland Metro project (which included Birmingham street running from its inception). The 'requirement' for new trams further inflated the BCCE cost estimate,[49] to £120 million.

Various reasons were given by Centro for needing new trams, including the safety of braking performance of the existing vehicles if used on the City Centre Extension.[48] However, the BCCE would be problematic in safety for any type of tram, as it includes heavy and complex pedestrian cross-traffic, narrow streets,[50][51], difficult gradients,[48] and abrupt turns[50].

After consideration by the Department for Transport[52], in March 2010 junior minister Chris Mole announced "initial approval" of a government contribution of £81m to the project, now costed at £127m, including 20 new trams.[53]

Wolverhampton city centre loop

A tramway serving Wolverhampton's bus and rail stations, part of the Phase Two Extensions, was made a separate project following stagnation of the project to build a line to Walsall.

It would take the form of a mainly single track loop-and-spur extension to Line 1, with an estimated cost of £30 million.[54] By July 2009, it appeared that the loop had gained funding preference over the Brierley Hill route, with the distribution of a public leaflet giving basic details of the proposal.[55] Centro hope to complete this scheme by 2014 [56].

Wednesbury - Brierley Hill Extension

West Midlands Metro
Wednesbury to Brierley Hill extension
Legend
 Line One
at Wednesbury
 Tame Valley Canal
Golds Hill
Walsall Canal
Great Bridge
Horseley Road
Dudley Port National Rail Parking
Birmingham New Main Line canal
(under aqueduct)
 Sedgley Road East
Birmingham Old Main Line canal
 Birmingham New Road
Tipton Road
Dudley Castle
Dudley Town Centre
Flood Street
New Road
Cinder Bank
Parkhead Viaduct
over Dudley Canal
 Pedmore Road
Canal Street
Waterfront
Merry Hill
Brierley Hill Parking

From Line One in Wednesbury, the Brierley Hill Extension (WBHE) would follow the disused South Staffordshire Line, through Sandwell to the vicinity of the former Dudley Town station, then run on-street into Dudley town centre. It would leave Dudley using a route alongside the Southern Bypass to again access the existing railway corridor, leaving it once more for the approach to the Waterfront/Merry Hill area and Brierley Hill[57].

Centro have stated that the WBHE would offer 10 trams per hour, alternately serving Wolverhampton and Birmingham. Journey time from Brierley Hill to West Bromwich was stated as 31 minutes.

In December 2000, the capital cost of the Brierley Hill Extension was stated as £114.1 million, in 1999 prices.[58] A Centro news release in March 2005 gave the cost as £139 million,[59] but the following year the estimate had nearly doubled, to £268 million.[60]

In early 2005, the project had no start or completion data assessed, and parts of it still requirement approval of Parliament.[61] Some preliminary work was done in 2005-2006, with the reconstruction of the 50-year-old Tipton Road overbridge in Dudley.

In October 2008, to avoid a "a reputational risk for Centro", Director General Geoff Inskip proposed spending nearly £2 million on land for a car park at Dudley Port.[62] The land for each parking space would cost about £30,000. As well as the compulsory purchase at Dudley Port, another £10 million would be used to fund purchase of other land required.[63]

In 2008 Centro began repositioning the WBHE as a passenger and cargo tram-train project linking Wednesbury and Stourbridge, linked to the re-opening of the South Staffordshire railway from Bescot. It claimed, "Running freight trains on the proposed tram tracks will remove the need to build a separate track for freight alongside the Metro rails, cutting overall construction costs by around 20 per cent"[64]. The report giving this figure assumes that track sharing issues could be resolved.[65] The "20 per cent saving" estimate preceded a 27% increase in project cost, to £341 million.[31]

In the construction of Line 1, Centro took a contrary view of track sharing, having a flyover built at Handsworth to ensure segregation of trams from occasional freight trains.[66]

Phase Two Expansion

Other Metro proposals have been made by Centro at various times, including the following.

Birmingham city centre to Great Barr

A 10 kilometres (6.2 mi), 17-stop route planned from the city centre through Lancaster Circus and along the A34 corridor to the Birmingham/Walsall boundary area, terminating near the M6 motorway junction 7. The route was called "Varsity North" by Centro, and a "white elephant" by Khalid Mahmood.[67]

Birmingham city centre to Quinton

A 7.5 kilometres (4.7 mi) route planned to run from the Birmingham City Centre Extension terminus at Five Ways along the Hagley Road to Quinton.

Birmingham city centre to Birmingham Airport

A 14 kilometres (8.7 mi) route from Birmingham Airport/ NEC and serving suburbs along the A45 road. Journey time from central Birmingham (Bull Street) to 'the Airport' was estimated at 29 minutes[68] but the route map shows a terminus about 600 metres away, adjacent to Birmingham International railway station.[69] Journey time by tram from the city centre to the Airport check-in would be similar to existing bus services, but not competitive with the rail service, as Birmingham International is only 10 minutes by train from central Birmingham.

Wolverhampton city centre to Wednesfield, Willenhall, Walsall and Wednesbury

This 20.4 kilometres (12.7 mi) route, called "5Ws" by Centro, would connect Wolverhampton city centre to Wednesfield, Willenhall, Walsall and Wednesbury, as well as providing direct access to New Cross and Manor Hospitals, partially using the trackbed of the former Wolverhampton and Walsall Railway.

Environment

Emissions

By 2008 Travel Midland Metro was claiming its tramway was 'green', and the first British light rail line to be powered from 'renewable' sources.[70] However, the sources were not identified. The parent company (National Express Group) website made a somewhat different claim. It stated that Midland Metro was "the first light rail system to use 'green tariff' electricity, making it effectively emissions free".[71] The claim 'effectively emissions free' was not explained. The campaign group 'Friends of the Earth in the West Midlands' said it was greenwash, with the electricity produced in part from the burning of rubbish.[72]

In the foreword to its five year Environmental Strategy, Centro chairman Councillor Gary Clarke and chief executive Geoff Inskip stated that Midland Metro's emissions were "practically zero".[73] However, Centro later stated that it did not know how much energy Midland Metro consumed, or what its emissions were,[74] and it publishes virtually no information about the environmental impact of the system. Although its stated objectives include monitoring environmental performance and "raising public awareness of environmental impacts of transport", the only statistic it gave was for carbon dioxide, implying that Midland Metro produces 65 grammes of CO2 per passenger kilometre.[75]

The 65 gramme figure does not concern Midland Metro at all, but originates from[76] 2007 central government DEFRA data which estimated carbon from Tyne and Wear Metro, Manchester Metrolink, Tramlink, and the Docklands Light Railway (DLR) in 2003.[77] These systems are much more heavily used than Midland Metro,[78] for example, the DLR carries eight times as many passengers per route kilometre.

Noise

The original Midland Metro predates the Noise Insulation For Railways regulations (1996).

In a February 2010 response to a Freedom of Information Act request, Centro stated that it held "no information" on Metro noise monitoring and measurement.[79]

A 2007 report to the Department for Transport by DeltaRail Group Limited,[80] provides some details on Centro's noise targets and policies. On the existing network measurements are performed according to ISO3095 and the wayside noise levels of an LRV at 65km/h shall not exceed 75dbA at 7.5 metres. Noise levels are tested internally on a monthly basis on at least two vehicles and externally monthly on one LRV, unless no complaints are received in which case testing is on a six monthly basis. Each tram is itself tested on a 2 monthly cycle, intiially subjectively by an inspector and then if felt to be noisy is examined and re-tested with a meter. The report also states that Sandwell metropolitan borough council served noise abatement notices on the PA system for the tram stop at Black Lake in 2001, which, along with St Paul's stop had the volume turned down.

People living near Line 1 were promised compensation for noise, vibration, and antisocial behaviour,[81] but according to a 2007 report in the Express and Star, had received nothing.[82] DeltaRail states that the concessionaire has paid off a small number of complainants. The settlement is linked to a confidentiality agreement so the exact numbers are unknown.[83]

Noise was a significant factor in the opposition to earlier Midland Metro projects. For example, residents in Chelmsley Wood objected to the removal of landscaping to allow space for tram lines. The landscaping had been put in place to reduce people's exposure to noise from the M6 motorway. [84]

For the Birmingham City Centre Extension, new noise standards were specified, but Centro has denied public access to them.[85] None of over 20 appendices of the business case[86] were made available from Centro's project webpage.

Green space

Loss of green space has also featured in objections to Midland Metro expansion. The proposed Brierley Hill Extension would involve permanent loss of public open space,[87] which would not be offset by creation of equivalent space elsewhere. David Jamison the enquiry inspector concluded that this was justified; "We believe that the loss of some public open space as part of the scheme is justified by the wider benefits".

Visual impact

Visual impact of infrastructure was one of many issues mentioned in abortive consultation on tramway expansion carried out in 2003-2004.[88]

According to the West Midlands Local Transport Plan 2, Midland Metro is a "fundamental element" of the "demand management and modal shift thrust" of the area's transport strategy.[89] This reflects Centro's view that Midland Metro expansion could reduce private car usage, congestion, and emissions. The modal shift sought by Centro is therefore from private to public transport.

In a Parliamentary debate on extending Midland Metro towards her constituency, Lynda Waltho, Labour MP for Stourbridge, stated that 17% of passengers had moved from car to Midland Metro in the first year of operation, and 37% in 2006,[90] but gave no source for the figures. She added that the Brierley Hill route would cost £384 million to build - well above Centro's figure - and that the Metro was a good option where there was insufficient demand to justify a bus service, such as in the evenings.[90]. For comparison modal shifts to bus are typically in the 5-6% range [91]

However, evidence from Line 1 showed potential for only a modest shift from car to tram, with the shift from existing-bus-and-rail to tram being about three times as large.[92] In effect, for a large part of its traffic, Midland Metro cannibalised the existing public transport user base. A 2003 government report reached a similar conclusion that light rail had a limited impact on road congestion, pollution and road accidents. [93].

The substitutionality of car journeys by tram depends on numerous factors, such as whether the trip origin and/or destination is on a tram route, and the trip length. Centro's draft Integrated Public Transport Prospectus gives 45 minutes as a limit for acceptable journey duration[94] (this appears to be exclusive of waiting time). By this measure, journeys between points such as Stourbridge and Walsall using an expanded Midland Metro system would not be competitive, as they would take too long.

A report dated December 2003, and available on the website of the Passenger Transport Executive Group, presented data about capital costs and ridership for various tram systems. This suggested that the cost of converting a car journey to a journey involving Midland Metro (not necessarily car-free) was in excess of £45,000 per passenger (£90,000 per round trip).[95] This may be an underestimate, for example, it is not clear whether park and ride infrastructure is included in the capital cost (much of this was added after the 1999 opening).

Walking and cycling

Unlike local rail services, bicycles are not permitted on Midland Metro with the exception of foldable bikes that have been fully folded. [96]

Technical data

Accidents and incidents

There have been several instances of trams colliding with road vehicles at crossings, and on the Wolverhampton street section. There has also been at least one collision between trams [97]. Technical and maintenance failures, and vandalism, have led to some service disruptions. One of the most notable incidents took place in the summer of 2001, when electrocution risks due to drooping cables forced closure of the Wolverhampton section.[98]

Criminal activity was not effectively planned for during Metro construction, with vandalism and theft being a problem even before the line opened.[99]

In March 2009, fly-tipping and littering led campaigners in West Bromwich to call for action on cleaning up the system.[100]

Policing is the responsibility of the British Transport Police in Wednesbury.

Publications and information

Travel information is available from the Traveline West Midlands website and call centre. A leaflet giving timetables and fares is usually available from local travel information offices. Until October 2008, Midland Metro had a monthly customer publication called Tram Lines.[101]

The Midland Metro website has been marred by poor accessibility, and inaccurate information. As of 10 January 2010, it was showing ticket prices correct "as of 2nd January 2008"[102] (fares were increased in January 2009 and on 2 January 2010), and claiming trams could carry up to 208 passengers[103] (actual capacity is around 150)[48].

Metro pub crawl

The publication of a Good Pubs Guide by Midland Metro[104] has led to some people (notably students) using the tram for a pub crawl starting at one end and winding their way down the line to the other, stopping off at pubs along the way, in a similar fashion to the Sub-crawl in Glasgow (using the Glasgow Subway) or London's Circle line crawl[105].

See also

Wikimedia Commons has media related to Midland Metro.

References

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  47. ^ "Birmingham City Centre Extension and Fleet Replacement". Centro. Accessed 2010-01-16. {{cite web}}: Check date values in: |date= (help)
  48. ^ a b c d Extension and Fleet Replacement Executive Summary. Centro. January 2010.
  49. ^ "Government urged to make swift decision over Birmingham Metro". Birmingham Post. 2010-01-14.
  50. ^ a b Stacey Harris. "The Pallasades Shopping Centre, Stephenson Street". geograph dot org dot uk.
  51. ^ mattingham. "Stephenson Street".
  52. ^ "Railways: Transport: Written answers and statements, 14 December 2009".
  53. ^ "Midland Metro extension and new trams to be funded". Railway Gazette International. 2010-03-18.
  54. ^ "Tram bid prioritises New St and Wolverhampton links". Transport Briefing. 2009-03-17.
  55. ^ Wolverhampton Loop - Extending Metro through the City Centre. Centro.
  56. ^ "Wolverhamptop Loop Consultation".
  57. ^ "The Route".
  58. ^ "Midland Metro (Wednesbury to Brierley Hill and miscellaneous amendments) Order". Department for Transport.
  59. ^ "Merry Hill tram route on display". Centro. 2005-03-02.
  60. ^ Midland Metro report vfinal 21 April 2006. West Midlands PTA.
  61. ^ "Hansard: Written Answers and Statements, 13 Jan 2005".
  62. ^ "Transport chiefs aim to buy land for Metro". Express and Star. 2008-10-22.
  63. ^ "Land grab looms on new Metro route". Express and Star. 2009-03-03.
  64. ^ "Midland Metro track-share proposals gather pace". Centro. 2008-08-22.
  65. ^ "Rail Business Intelligence" (325). 9th April 2008: 7. {{cite journal}}: Check date values in: |date= (help); Cite journal requires |journal= (help)
  66. ^ "midland metro" (PDF). Reinforced Earth.
  67. ^ "Walsall Road tram plan laid to rest". Birmingham Mail. 2009-04-09.
  68. ^ "Airport Route". Centro.
  69. ^ "Airport Route map". Centro.
  70. ^ "Metro is Green!" (PDF). Travel Midland Metro. April 2008.
  71. ^ "Our 2020 vision in-a-city". National Express Group. Accessed 2010-01-10. {{cite web}}: Check date values in: |date= (help)
  72. ^ "Midland Metro to be an emission-free first". Birmingham Post. 2007-10-02.
  73. ^ "Environmental Strategy 2009-2014. Centro.
  74. ^ "Information on Midland Metro". whatdotheyknow.
  75. ^ "Environmental Strategy 2009-2014". Centro.
  76. ^ Environmental Strategy 2009- 2014. Centro. January 2009.
  77. ^ "Guidelines to Defra's GHG conversion factors for company reporting" (PDF). DEFRA. June 2007.
  78. ^ "Comparative performance data from French tramway systems" (PDF). South Yorkshire PTE. December 2003.
  79. ^ "Information on Midland Metro". whatdotheyknow.
  80. ^ "Operational Noise and Vibration: Phase 1A: Appendix 1" (PDF).
  81. ^ "Metro campaigners set for payout". BBC News. 2004-08-18.
  82. ^ "Families lose Metro money". Express and Star. {{cite web}}: Text "2007-05-25" ignored (help)
  83. ^ "Operational Noise and Vibration: Phase 1A - Section 8" (PDF).
  84. ^ "Midland Metro Bill (By Order): Opposition Day: House of Commons debates, 21 February 1991, 6:47 pm".
  85. ^ "Operational Noise and Vibration: Phase 1A: Appendix 1" (PDF).
  86. ^ "Metro Executive Summary". Centro. October 2009.
  87. ^ "LiRa-2 newsletter". International network of Light Rail Cities.
  88. ^ "Midland Metro Phase II Network Development Consultation Process – November 2003/February 2004".
  89. ^ "52297 Program 13". West Midlands Local transport Plan.
  90. ^ a b "Hansard Record of Parliamentary Debate".
  91. ^ Integrated Transport: The Future of Light Rail and Modern Trams in the United Kingdom: Tenth Report of Session 2004-5 Volume II. Her Majesty's Stationery Office.
  92. ^ John Bird and Richard Harper. "Midland Metro - Monitoring the Impacts. Oscar Faber/Centro.
  93. ^ Improving Public Transport in England through Light Rail, Report by the Comptroller and Auditor General, Session 2003-2004. Her Majesty's Stationery Office.
  94. ^ Consultation Draft Integrated Transport Prospectus. Centro. 2009.
  95. ^ "Comparitive performance data from French tramway systems" (PDF). South Yorkshire PTE. December 2003.
  96. ^ "Bike/Rail UK Bike Restrictions".
  97. ^ "Report released into a tram collision at Soho Benson Road on Midland Metro".
  98. ^ "Electrocution risk closes tram line". BBC News. 2001-07-04.
  99. ^ "Midland Metro Light Rail Network, United Kingdom". railway-technology dot com.
  100. ^ "Metro line is given its own police team". Express and Star. 2009-03- 07. {{cite web}}: Check date values in: |date= (help)
  101. ^ "tramlines". Midland Metro. 2007-02-01.
  102. ^ ":::::THE METRO:::::Fares". Travel Midland Metro. Accessed 2010-01-10. {{cite web}}: Check date values in: |date= (help)
  103. ^ "Tram facts". Travel Midland Metro. Accessed 2010-01-10. {{cite web}}: Check date values in: |date= (help)
  104. ^ "Good Pubs Guide by Metro". Midland Metro. 2007-04-01.
  105. ^ "The Circle Line Pub Crawl".
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