The Firema T-68 was a model of light rail passenger vehicle first operated on the Manchester Metrolink network in England in 1992. Constructed by Firema specifically as a high-floor, articulated bi-directional tram to operate solely on the Manchester Metrolink system. Twenty-six T-68s were manufactured by Firema at their factories in Italy. Six modified variants (known as the T-68A) were produced in 1999 in a joint project by Firema and Ansaldo. All 32 were replaced by Bombardier M5000s between 2012 and 2014. T-68 The first 26 T68's were built in 1991 by Firema with bodyshells constructed at various plants in Casaralta (8), Casertane (7), Cittadella (4) and Fiore (7). Bogies and the central articulation sections were constructed at Firema's Padova plant (which was later responsible for the construction of the T68A vehicles). The first T68 to be delivered to Manchester was 1001, arriving August 29 1991, this was the only T68 to be delivered as a complete unit with the others arriving in separate consigments with each bodyshell and bogies and being assembled at Queens Road Depot. The T-68s entered service on 6 April 1992. Because low-floor tram technology was in its infancy at the time Metrolink was in its planning stages, and in order to be compatible with standard height railway platforms, used by Metrolink; the vehicles were high-floor, using the same platform height as British Rail trains. In the beginning, several stops in the city centre (, , and ) had dual height platforms, with one high part and one lower part, because of this, the T-68s were equipped with retractable steps to allow passengers to use the lower section of the platform. The dual height platforms have since been either rebuilt as high level platforms or removed. The T-68s could operate either as single units, or coupled together in pairs. The fleet later received various modifications, including electronic destination displays instead of destination blinds, retractable couplers, covered bogies, internal electronic displays, CCTV in place of mirrors and several other electronic modifications. Fifteen were later fitted with air-conditioning. Vehicle 1022 underwent a interior modification layout trial in 1995 that saw non standard seating fitted with higher backs and more rounded grab handles. The seats were set in a longitudinal layout to provide for more standing passengers and increase the overall capacity. The trial was unpopular with passengers and the tram was later refitted with standard seats in the original