The new Manchester Metrolink map is both prettier and easier to use

The trams in action. Image: Getty.

In September 2016, in these pages, I asked a hugely important question: is it time to rethink the Manchester Metrolink map?

Back then, the official map was entirely in grey, making it both horribly ugly and remarkably difficult to follow. I argued that a new version, with actual colours, would be bother prettier and more useful.

Click to expand. Image: TfGM.

Six months later, I breathlessly reported that someone out there in the wilds of the internet had been smart enough to take my advice – and in the process, had made the map “much, much better”.

Click to expand. Image: Project Mapping.

And now, a mere 16 months after my initial thundering, Transport for Greater Manchester (TfGM) has finally redesigned its map – and it, too, has made it much, much better. Look upon my works, ye mighty:

Click to expand. Image: TfGM.

This is, to be fair, not quite the redesign I’d suggested. That would have seen routes colour-coded by the path they took through the city centre, mostly out of concern that showing them individually would have made the Cornbrook-St Peter’s Square section about eight lines thick.

As it turns out, that’s less of a problem than I’d feared – the service pattern has been simplified somewhat since the Second City Crossing via Exchange Square opened, which helps.

The new map instead gives each route its own colour – and it is significantly better looking. What’s more, a coloured-route map will be vastly easier to follow than one where all routes are in the same, dull grey, for almost everyone. The only exception I can think of is those who are colour-blind, but I can’t, off the top of my head, think why the new map would be any harder for them to read. 

My only slight objection is the choice of colours. Including two yellows and two greens on the map before colouring a line red makes it feel oddly unbalanced. My first thought was that perhaps the designer simply hates Manchester United, but on reflection this might also be an attempt to ensure usability for those colour-blind passengers I mentioned a mere one paragraph earlier.

There are other changes. The new map has replaced the letters labelling the routes on the last version of the map with numbers. It’s also tinkered with some of the routes slightly. Here, best I can tell, are the changes:

  • Route A – Altrincham to Bury – now route 1, unchanged
  • Route B – Altrincham to Etihad Campus – now route 2, Altrincham-Piccadilly
  • Route C – Bury to Piccadilly – now route 4, unchanged
  • Route D – MediaCityUK to Piccadilly – now route 7, MediaCity-UK-Etihad Campus
  • Route E – Eccles to Ashton-under-Lyme – now route 3, unchanged.
  • Route F – Manchester Airport to Deansgate-Castlefield – now route 6, extended across the city centre to Victoria via Shudehill
  • Route G – East Didsbury to Rochdale Town Centre – now route 5, unchanged
  • Route H – East Disbury to Shaw & Crompton – missing in action; but since this was a truncated version of route G, one assumes it’s effectively been subsumed into route 5.

So, to sum up: routes 2 & 7 have swapped eastern termini; route 6 has extended northwards to Victoria; and H has disappeared altogether.

I think that’s everything.


You see, this is what happens when people write in to complain I write too much about the tube map: lengthy, nerdy commentary about slight changes to the Manchester Metrolink map. Are you happy now, “not everyone lives in London” brigade? Are you happy?

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites

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Barcelona’s car-free “superblocks” could extend lives. So will they catch on elsewhere?

Barcelona. Image: Getty.

The world’s biggest cities have larger populations and higher economic outputs than some countries. But as they grow in size and complexity, cities are also facing thorny challenges that threaten the health and happiness of residents. Congestion, pollution and a lack of community spaces have become major drags on people’s aspirations and experiences of urban living.

In response, cities must manage their resources and priorities to create sustainable places for visitors and residents, and foster innovation and growth. Enter Barcelona – the capital of Catalonia, in Spain – where a bold stroke of urban planning first introduced “superblocks” in 2016.

Image: ISGlobal/FAL.

Superblocks are neighbourhoods of nine blocks, where traffic is restricted to major roads around the outside, opening up entire groups of streets to pedestrians and cyclists. The aim is to reduce pollution from vehicles, and give residents much-needed relief from noise pollution. They are designed to create more open space for citizens to meet, talk and do activities.


Health and well-being boost

There are currently only six superblocks in operation, including the first, most prominent one in Eixample. Reports suggest that – despite some early push back – the change has been broadly welcomed by residents, and the long-term benefits could be considerable.

A recent study carried out by the Barcelona Institute for Global Health estimates that if, as planned, 503 potential superblocks are realised across the city, journeys by private vehicle would fall by 230,000 a week, as people switch to public transport, walking or cycling.

The research suggests this would significantly improve air quality and noise levels on the car-free streets: ambient levels of nitrogen dioxide (NO₂) would be reduced by a quarter, bringing levels in line with recommendations from the World Health Organisation (WHO).

The plan is also expected to generate significant health benefits for residents. The study estimates that as many as 667 premature deaths from air pollution, noise and heat could be prevented each year. More green spaces will encourage people to get outdoors and lead a more active lifestyle.

This, in turn, helps to reduce obesity and diabetes and ease pressure on health services. The researchers claim that residents of Barcelona could expect to live an extra 200 days thanks to the cumulative health benefits, if the idea is rolled out across the city.

Space to play. Imag: Mosa Moseneke/Unsplash.

There are expected to be benefits to mental health, as well as physical health. Having access to such spaces can stave off loneliness and isolation – especially among elderly residents – as communities form stronger bonds and become more resilient.

Stumbling blocks

It was Salvador Rueda, director of the Urban Ecology Agency of Barcelona, who first championed the introduction of superblocks – and he argues that the idea could be used in any city. Even so, authorities looking to expand the concept in Barcelona or beyond will need to be mindful of some concerns.

Changes like these require capital investment. Even as the car-free streets are transformed with urban furniture and greenery, the remaining major roads will likely have to accommodate heavier traffic.

Nothing comes for free. Image: Zvileve/Flickr/creative commons.

Further investments in local infrastructure – such as improving surrounding roads to deal with more traffic, or installing smart traffic management system – could be required to prevent serious congestion. Then the question remains, how to finance such investments – a higher tax rate is unlikely to be popular.


What’s more, whenever a location becomes more desirable, it leads to an increase in property demand. Higher prices and rent could create pockets of unaffordable neighbourhoods. This may lead to use of properties for investment purposes and possibly, displacement of local residents.

It’s also worth noting that Barcelona is an old and relatively well-planned European city. Different challenges exist in emerging global cities across Asia, Africa and Latin America – and in younger cities in the US and Australia. There is a great deal of variation in scale, population density, urban shape and form, development patterns and institutional frameworks across the cities. Several large cities in the developing world are heavily congested with uncontrolled, unregulated developments and weak regulatory frameworks.

Replicating what’s been done in Barcelona may prove difficult in such places, and will require much greater transformations. But it’s true that the basic principles of superblocks – that value pedestrians, cyclists and high quality public spaces over motor vehicles – can be applied in any city, with some adjustments.

Leading the way

Over the history of human civilisation, great cities have been at the forefront of innovation and social progress. But cities need a robust structure of governance, which is transparent and accountable, to ensure a fair and efficient use of resources. Imposing innovation from the top down, without consultations and buy-in, can go squarely against the idea of free market capitalism, which has been a predominant force for modern economies and can lead push-back from citizens and local businesses.

Citizens must also be willing to change their perspectives and behaviour, to make such initiatives work. This means that “solutions” to urban living like superblocks need to have buy-in from citizens, through continuous engagement with local government officials.

A man speaks at a public consultation on the Eixample superblock in Barcelona. Image: Ajuntament Barcelona/Flickr/creative commons.

Successful urban planning also needs strong leadership with a clear and consistent vision of the future, and a roadmap of how that vision can be delivered. The vision should be co-developed with the citizens and all other stakeholders such as local businesses, private and public organisations. This can ensure that everybody shares ownership and takes responsibility for the success of local initiatives.

There is little doubt that the principles and objectives of superblocks are sound. The idea has the potential to catch on around the world – though it will likely take a unique and specific form in every city.

The Conversation

Anupam Nanda, Professor of Urban Economics and Real Estate, University of Reading.

This article is republished from The Conversation under a Creative Commons license. Read the original article.