Sheffield Supertram’s logical progression

“It’s a cherished part of Sheffield, people regard it as their tram system,” says Sheffield Supertram Deputy Managing Director Tim Bilby. 

“We start early in the morning with 23 out of 25 trams running, it’s up to a ten-minute frequency over three routes, and it runs through to around midnight. The challenges are usually traffic in places where we run in conjunction with lorries and cars. We can’t drive round obstructions… most of the time it’s a very punctual service.”

Previously, there have been plans to extend the network. In the first years of the millennium, proposals were outlined to reach the Royal Hallamshire Hospital, the affluent southwest suburb of Dore, and also Rotherham, but they failed to qualify for funding. 

Finally, though, it is set to expand and break out of its Sheffield stronghold, truly earning its original ‘South Yorkshire’ epithet. Tram-train is finally (well, almost) upon the UK. 

But while it has been in use for some time on the continent, having initially been developed in the German town of Karlsruhe, it is untested technology here. The notion is simple enough. Combine the best of on-street city centre commuting with the advantage of higher-speed, longer-distance travel found on inter-urban lines. 

In 2008, it was suggested South Yorkshire could lead a pilot scheme on the Penistone line, although as this would not have had a physical connection to the tram network it would have merely been a test of the vehicles. That changed in 2013, with a more integrated and funded scheme on the table, and a contract was signed to build seven new tram-trains. The first of these, built at Vossloh’s Valencia plant (RAIL 788), arrived in the UK at the end of November.

As Steve Davenport, principal secretary and solicitor of the South Yorkshire Passenger Transport Executive, says: “Tram-train takes existing technology and adapts it. It is exciting nationally and locally. This is the first trial... hopefully it will allow the system to be used elsewhere in the UK. It is a multi million-pound investment in South Yorkshire, creating 35 new jobs with Stagecoach as conductors and drivers, and local construction jobs while infrastructure work is under way. 

Just before the Meadowhall terminus of Supertram’s Yellow Line, the track runs close to a heavy rail line that currently carries occasional freight services. A connection between the two networks will be made here, and the freight line electrified to 750V DC (the pilot will use future-proofed dual-voltage vehicles capable of running at 750V DC and ‘main line standard’ 25KV AC). Improvements are also required at Woodburn signalbox, which will control the connection. Once the tram-trains are on the freight line they’ll run east under the Tinsley motorway viaduct towards Rotherham Central station, where the traditional heavy rail platforms will need a low-level extension for the tram-train vehicles. From here the service will continue, now mixing with local stopping heavy rail trains. Again, this line needs to be electrified. 

After a couple of kilometres it will reach Parkgate, a popular out-of-town retail district that is not currently served by either trams or trains. Here, a new short spur will run to a dedicated low-level platform where the tram-train service will terminate and reverse - thus any standing will be done off the main line. 

So in future, you’ll be able to board at Parkgate or Rotherham and travel into the heart of Sheffield. At the cathedral, a change onto existing tram services will take you out to the suburbs. New opportunities for easier commuting for work or leisure will be established. To pluck one example - Rotherham playing Sheffield Wednesday will be almost stadium door to stadium door. 

Seven vehicles are being built in Spain. Three will run the new tram-train service with a broadly 20-minute headway, three will provide extra services on the existing Supertram network, and one will be spare. The existing Supertram vehicles will not be modified to travel onto the heavy rail network, and will remain confined to current duties.

At least, that’s the plan. But while the Spanish are on time with their programme for the vehicles, the main infrastructure work in the UK has yet to start. 

During the design phase a revised layout was settled on for the connection between Network Rail and Supertram, removing the need for additional platforms at Tinsley. However, this means a Transport and Works Act Order was required, with a judgement on that still pending! 

With serious work yet to start, the scheme is now running around 12 months late, with services expected to start in early 2017. Nevertheless, the partners remain upbeat, with Network Rail commenting: “The combination of the complexity of the project, added to the need to apply for powers to build the link between the two networks, means that the full tram-train service will not be introduced until 2017. 

“We apologise for this delay, but remain positive that the introduction of tram-train will not only benefit passengers in south Yorkshire, but also lead the way for many other similar schemes to benefit passengers around the country.” 

Even the SYPTE is not frustrated. “It’s an experimental project. We knew it would be difficult - there are lots of challenges. It’s not as simple as driving a tram onto the heavy rail system, there’s a lot of design and engineering,” says Davenport. 

“There have also been other heavy rail enhancements in the area, like signalling, which have had an impact on the project. However, the work to the tramway, the tramway depot and the vehicles has been completed on programme.” 

Supertram also has work to do. “We need to go through a process of testing and commission, which will take time,” says Bilby. 

“We’ll then have training on the vehicle for all existing drivers, and also drivers who will specifically operate on the tram-train section. They’ll learn the rules for operating on Network Rail as well as the new vehicle. We need to recruit new staff and get them trained ready for the tram-train service in 2017.”