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Delta to Victoria Station
When phase one was built the inbound tracks were widely separated to leave space for a bi–directional bus lane. A subsequent rearrangement of bus routes left the bus lanes unused. As part of the refurbishment of Piccadilly Gardens this area has been landscaped.
From the delta junction the route soon turns left into Market Street where a long high island platform was built, on a disused single direction bus lane, between the tram tracks in 1998. This replaced the original Market Street (for Bury) and High Street (inbound) stops, which were profiled platforms on the outside of the tracks.
The route then turns right into and continues along High Street and Nicholas Croft before crossing Shudehill. Tram platforms at Shudehill opened on 31 March 2003, the full interchange opened on 29 January 2006.
After this the route crosses Dantzic Street into Balloon Street which is tram only except for a short length allowing limited local access. Next Corporation Street is crossed to a short reserved way before entering Victoria Station through a new ‘hole’ built into the side wall.
Victoria platform ‘A’, which should be for outbound trams, is along the former ticket barrier line for bay platforms 1 to 6 of the 1904 station. Unfortunately this platform is again out of use for the forseeable future. Part of the roof, which dates from 1904 and was not renewed in 2002, above it is now letting in more rain. Terrazzo tiled floors and water make a slippery combination.
After passing platform ‘A’ and the large brick clad reinforced concrete wall, which British Rail required building to protect the station structure, outbound trams are now stopping at platform ‘B’ the other side of which is platform ‘C’ used by Manchester bound trams.
The Bury line passes under Cheetham Hill Road bridge and joins the former Bury Electric Line Route. A further 1.8 kilometres away will be the Oldham and Rochdale line junction.
Delta to Piccadilly Station
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| The Regional Centre Transport Strategy document, issued in December 2007, indicates two possible core core alignments for a second cross city centre line. One via Chester Road and Deansgate, the other via Mount St, Cross St and Corporation St. More details in the Regional Centre Transport Strategy news item. |
On the diagram light green represents Metrolink route and stops, with red for the proposed Ashton, Oldham and Rochdale lines. Main line railways and stations are shown blue.
Piccadilly Gardens stop is just south of the delta junction and has a full height island platform between the gardens/office block and bus station. From this stop the route crosses Portland Street to a reserved way in western half of Aytoun Street. The eastern half is for two lanes of northbound road traffic. After crossing the bridge over the Rochdale Canal the tram route crosses the road lanes to a reserved section through the Piccadilly Place development and alongside London Road.
The scissors cross–over on the west side of London Road, just before the track crosses into Piccadilly Metrolink station, is out of use. All services are again running into the arrival platform. Without passengers the trams use one of the reversing sidings then emerge to pick up passengers from the departure platform.
British Rail required considerable protective works to prevent the possibility of collision or fire damage to the cast iron supports for the main line platforms, which may have led to the partial collapse of their station. Thus the Metrolink station was built in a large complex concrete box in the undercoft of the main line station. The tracks and platforms are at ground level. There are steps and escalators from platform level to a mezzanine level and further steps and escalators to the main line station concourse.
This mezzanine level was extended in 2001 to give access to steps and escalators down to the new Fairfield Street entrance. This entrance is for passengers arriving and departing by taxi and car.
Metrolink was originally provided with two lifts one from arrival platform to the mezzanine and main line levels and second lift which operates between departure platform and mezzanine level.
There are also two lifts between the Fairfield Street entrance level and main line level. To use them instead of the Metrolink lift from the arrival platorm, walk along the passage to London Road, turn left, cross the tram tracks and continue to a doorway into the new concourse. A short passage leads from the Fairfield Street entrance area to the Metrolink departure platform.
The original entrance ramp is now reserved for pedestrians, Metroshuttle and rail replacement bus services. The free orange and purple Metroshuttle services link to the City Centre, Spinning Fields and Salford Central station. See the GMPTE Metroshuttle page for more details.
The Ashton line, shown red in the diagram, will leave Piccadilly Undercroft station via the present reversing sidings which become passenger lines.
Delta Junction to G–Mex
After leaving the delta junction outbound trams stop at the Mosley Street profiled platform. Inbound trams only pause for the traffic signal. The adjacent inbound bus lane has been modified slightly, buses no longer run over the point machine.
The route continues along Mosley Street where the outbound lane is tram only but the inbound lane is shared with buses and taxies. After passing the City Art Gallery and crossing Princess Street trams reach the parallel profiled platforms at St. Peter’s Square. This stop is finished in Portland Stone to match the surroundings.
Then the tracks cross Oxford Street/Peter Street to run in a reserved route alongside the Midland Hotel. Only buses and taxies are allowed to share use of the inbound lane, the outbound is tram only.
The tracks cross Windmill Street and then run onto the Metrolink viaduct alongside Manchester Central, previously known as G–Mex, and up to the former railway viaduct. This new viaduct was constructed in reinforced concrete and clad with brick covered panels to match the appearance of the exhibition hall.
The Bridgewater Hall, Manchester’s 2,400 seat concert venue, is on the opposite side of Lower Mosley Street to the Metrolink viaduct.
Between the bowstring bridge, over Great Bridgewater Street, and curve into G–Mex stop there is a trailing crossover. This is signalled for reversing trams when short turn back is required.
An enclosed bridge over Whitworth Street West carries a footpath from Network Rail’s Deansgate station to Manchester Central.
G–Mex stop platforms are on opposite sides of the footpath, outbound to the east and inbound to the west. Outbound trams change to segregated mode after leaving the platform. Inbound trams change to street running mode before leaving the platform.
See City South for a description of the segregated line to the south.
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This page was written and illustrated by Tony Williams, Manchester Area Officer, Light Rail Transit Association. Contact manwebm@lrta.org if you have any comments, ideas or suggestions about these pages.