Bombardier M5000
| Company type | Light rail vehicle |
|---|---|
| Industry | Rail transport |
| Predecessor | Bombardier T-68/T-68A |
| Founded | 2007 |
| Founder | Bombardier Transportation |
| Fate | Continued production under Alstom management since 2021 |
| Headquarters | Bautzen and Vienna , Germany and Austria |
Area served | Manchester Metrolink, England, UK |
Key people | Transport for Greater Manchester (client) |
| Products | M5000 trams (articulated light rail vehicles) |
| Owner | Transport for Greater Manchester |
| Parent | Bombardier Transportation (until 2021), Alstom (since 2021) |
The Bombardier M5000 is an articulated, high-floor, bi-directional light rail vehicle belonging to the Flexity Swift series, designed exclusively for operation on the Manchester Metrolink network in England. It stands out within the UK for its ability to run both as individual units and in coupled pairs, allowing adaptable service arrangements across the system.
From 2007 through to 2018, a total of 147 M5000 trams were commissioned, with the inaugural unit commencing service on 16 December 2009. After the final withdrawal of the Firema T-68 fleet in May 2014, the M5000 became the sole tram type serving all routes on Metrolink, playing a central role in modernizing and expanding network capacity.
History
In April 2007, the Greater Manchester Passenger Transport Executive placed an order for eight Bombardier Flexity Swift vehicles to augment the existing T-68/T-68A fleet and enhance capacity along the Bury–Altrincham corridor. These units, derived from the K5000 model utilized in Cologne and Bonn, were designated as M5000s. The first tram (fleet number 3001) was delivered to Manchester on 13 July 2009.
Manufacturing of the M5000 trams was carried out by Bombardier Transportation at facilities located in Bautzen, Germany and Vienna, Austria. The electrical components were provided by Vossloh Kiepe from Werdohl, Germany. Unlike their T-68/T-68A predecessors, M5000 vehicles do not feature retractable steps; this necessitated modifications at several central Manchester stops to establish a fully high-floor tram network.
An additional four trams (numbers 3009 to 3012) were ordered in November 2007 to facilitate a dedicated twelve-minute frequency service between Cornbrook and the MediaCityUK extension in Salford Quays. This was followed by a further batch of twenty-eight units (3013–3040) procured for the Phase 3A expansion of the network. After securing funding for Phase 3B, twenty-two more M5000s (3041–3062) were acquired.
The newer M5000 fleet proved substantially more reliable than the aging T-68/T-68A trams, which demanded expensive refurbishments. Consequently, in 2011 Transport for Greater Manchester (TfGM) decided to replace all thirty-two remaining T-68/T-68A vehicles with additional M5000s, ordering thirty-two more trams in two separate consignments (3063–3094).
Ahead of the Trafford Park Line opening, ten further trams were ordered in 2013 to extend service capacity before production initially ended. In September 2014 TfGM commissioned sixteen additional units, bringing total orders to one hundred and twenty; deliveries concluded by October 2016.
To combat overcrowding issues, TfGM placed an order for twenty-seven extra trams in July 2018 at a cost of £72 million. The first of these arrived in November 2020. Following Alstom’s acquisition of Bombardier Transportation in January 2021, tram production continued under Alstom’s management. The final vehicle, numbered 3147, was delivered on 24 September 2022, expanding the fleet to a total of one hundred forty-seven units.
| Batch | Quantity | Purpose |
|---|---|---|
| April 2007 | 8 | Capacity increase |
| November 2007 | 4 | MediaCityUK spur line service |
| 2008 | 28 | Phase 3A expansions: Oldham, Rochdale, Droylsden, Chorlton routes |
| March 2010 | 8 | Extensions to Ashton and Didsbury lines |
| August 2010 | 14 | Manchester Airport extension services |
| 2011 | 12 | Replacement of T68 fleet units |
| 2012 | 20 | Further replacement of T68 vehicles |
| 2013 | 10 | 'Early introduction' for Trafford Park Line services enhancement |
| 2014 | 16 | 'Capacity enhancement' |
| 2018 | 27 | 'Capacity increase and Trafford Park Line support' |
Description
Each M5000 tram measures 28.4 m in length and is equipped with three bogies, where the two outer bogies are powered, and the central bogie supports the articulation gangway. Units numbered 3001 through 3074 are fitted with 52 regular seats alongside eight "perch" seats, whereas from unit 3075 onward, the configuration changes to 60 regular seats and six perch seats. The number of wheelchair spaces has increased from two in earlier models to four in later versions. With a standing passenger density of four individuals per square metre, each tram can carry up to 146 standing riders, resulting in a maximum capacity of 206 passengers.
M5000 trams operate either individually or coupled as pairs, with double units capable of transporting over 400 passengers. They feature a passenger information system utilizing the Lawo Lumintator Europa 'IBIS' (Integrated Board Information System), which determines destination displays based on wheel rotation data combined with driver input.
In service
M5000 vehicles serve all routes within the Metrolink network and typically run as single units or doubles, the latter indicated as dbl on onboard displays. Although they can be linked into triple or quadruple sets, this practice is reserved exclusively for emergency situations such as service disruptions.
The initial batch of 60 units (3001–3060) arrived equipped with, or were retrofitted to include, automatic tram stop (ATS) and vehicle recognition system (VRS) technologies, enabling them to operate across the entire system. In contrast, units 3061–3147 lack these systems and are therefore restricted from running on the section between Timperley and Altrincham, which is managed by Network Rail. During service interruptions, non-ATS/VRS trams occasionally terminate at Timperley. Some early vehicles have had ATS/VRS equipment removed due to malfunctions, reflecting a decreased reliance on ATS signaling. By January 2022, VRS was completely phased out following the conversion of the final segment to line-of-sight operation.
Continuing the design approach of their T-68 predecessors, M5000s are fitted with two electronic warning devices: a street whistle and a separate horn. These replace the older air-chime whistle and airhorn systems found on previous models. Both sound devices are installed beneath the cab floor using loudspeakers and are activated via foot pedals. The unique street whistle tone remains a recognizable element throughout Manchester’s city centre.