91-472: 125 mph (201 km/h) ( Manchester Piccadilly to Stockport ) The Hope Valley line is a trans-Pennine railway line in Northern England , linking Manchester with Sheffield . It was completed in 1894. Passenger services on the line are operated by Northern Trains , East Midlands Railway and TransPennine Express , while the quarries around Hope, producing stone and cement, provide
182-416: A mezzanine level, designed by BDP , replaced the 1960s structure, which had become insufficient for the number of passengers regularly using the station. A moving walkway was installed to take passengers from the concourse to platforms 13 and 14 on the far south side of the station, which had previously necessitated a long walk. Another entrance was also created on Fairfield Street, which provides access to
273-446: A prestressed concrete slab bridge with cantilevered sides for the tracks. The layout in the trainshed was reconfigured to add several platforms. A new concourse and entrance were built, alongside which was a ten-storey office block which housed British Rail staff. On 11 May 1966, work was completed for the introduction of electric expresses to London. The approach to the station was also redeveloped. The LNWR goods warehouse alongside
364-402: A departure lounge. There are vending machines, waiting areas and snack bars on platforms 13 and 14. Manchester Piccadilly is accessible for disabled people and has escalators and lifts to all levels, wide-access doors and gates, braille signs, hearing loops and disabled toilet facilities. Cycle racks are available on Fairfield Street and the long-stay car park and next to the tower block at
455-519: A different route), continuing onwards to Huddersfield. The section from Deepcar to Sheffield is currently used for goods. The line opened in 1845. It was built by the Sheffield, Ashton-under-Lyne and Manchester Railway with Joseph Locke as its engineer. In 1847, the railway merged with the Sheffield and Lincolnshire Junction Railway , the Great Grimsby and Sheffield Junction Railway and
546-511: A downturn in coal traffic across the Pennines, along with a need to eventually expensively upgrade or replace the non-standard electrical supply systems and Class 76 locomotives, resulted in the line's closure east of Hadfield. The last train operated on 18 July 1981 and the line was mothballed. The tracks were lifted in the mid-1980s, ending any short-term hopes of reopening. Almost the entire line east of Hadfield has now been lifted, apart from
637-612: A few short sections shared with other lines, notably at Penistone. The trackbed between Hadfield and the Woodhead Tunnel has currently been adapted as the Longdendale Trail for hikers and cyclists. In 2007, National Grid, the present owners of all three of the tunnels, proposed to move electricity cables from the Victorian to the 1953 tunnel. This work started in 2008 and was completed in 2012. This has meant it
728-458: A footbridge. Mayfield station closed to passengers in 1960 and to all traffic in 1986. The derelict station has remained in situ despite proposed redevelopment schemes including reopening it to relieve demand. In October 2013 the station's roof/canopies were demolished due to safety concerns. Following the 1923 railway grouping , the LNWR amalgamated with several other railway companies to create
819-476: A four-platform underground station beneath Manchester Piccadilly High Speed station. Provision for a second stop at ground-level to the east of the high speed station called Piccadilly Central is also proposed to provide for future expansions of the Metrolink network. As of 2024, Piccadilly tram stop is the terminus for Metrolink services to Bury , and Altrincham at most operating times (see table below), and
910-545: A girder bridge over Fairfield Street and linked to the main station by a footbridge. In May 1882, the improvements were opened. In 1897, the MS&;LR changed its name to the Great Central Railway (GCR); it opened its own direct route from the station to London in 1899. In 1910, the adjacent Mayfield station opened with four platforms to alleviate overcrowding at London Road. The stations were linked by
1001-478: A lower-cost option. This resulted eventually in the Manchester Metrolink system which opened in the early 1990s linking the two stations by a street-level tramway and linking two converted rail lines to Altrincham and Bury . The tram stop in the station's undercroft opened in 1992. Between 1988 and 1989, Piccadilly's through platforms 13 and 14 were further lengthened, in conjunction with
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#17327725192721092-427: A major stop on the through services to Eccles , MediaCityUK , Etihad Campus , and Ashton-under-Lyne . Services run every twelve minutes on each route at most operating times. Woodhead Line The Woodhead line was a railway line linking Sheffield , Penistone and Manchester in the north of England. A key feature of the route is the passage under the high moorlands of the northern Peak District through
1183-508: A museum to celebrate the Manchester to Sheffield rail link. The museum is to be housed in a former signalling and telecommunications building at Guide Bridge railway station. Network Rail has been carrying out renovation work on the building since 2020. ITV 's Coronation Street character Roy Cropper is building a 00 gauge 1960s-era model layout of the line in the flat above his "Roy's Rolls" Cafe. Although mentioned previously,
1274-401: A new approach. The main entrance leads to a concourse with ground floor, and since the 2000s, mezzanine levels. The Fairfield Street entrance leads to the Metrolink station in the undercroft and is linked to the rail platforms by escalators. Between 1997 and 2002, a redevelopment programme revised the station's layout and a glass partition wall with ticket barriers separating the concourse from
1365-486: A new taxi rank along with a drop-off point for private cars. The station is unusual in having seen two different systems of overhead railway electrification : The first electrified line into London Road was the MSJA&;R line to Altrincham , a busy commuter route. It was electrified with overhead lines, energised at 1,500 V DC in 1931. London Road was the terminus of the electrification scheme which ran through to
1456-580: A second track and platform at Dore and Totley station. This will allow passenger trains to pass slower-moving freight and allow three fast trains per hour between Manchester and Sheffield. There will also be improvements to the Jaggers Lane Bridge in Hathersage. Work started on 29 May 2022 and is expected to be complete by spring 2024. Around 66% of the works output (1,000,000 tonnes (1,100,000 tons) per year) of cement from Hope Cement Works
1547-734: A source of freight traffic. From Sheffield , the line follows the Midland Main Line through the south-west of the city to Dore & Totley , where the Hope Valley line branches off to run through the Totley Tunnel , the fourth-longest tunnel in England. It emerges in the Hope Valley area of Derbyshire , where it passes through the stations of Grindleford , Hathersage , Bamford , Hope and Edale before entering
1638-543: A year is taken away by rail from the seven-road Earle's Sidings at Hope. When G & T Earle opened Earle's Cement works in 1929, it was linked to the Hope Valley Line by a 1 mi 52 chains (2.7 km) single track railway, which was worked by steam until 1963. Most of the cement now travels over it in trains hauled by Class 20 locomotives to Earle's Sidings, where it is taken over by Freightliner . Manchester Piccadilly Manchester Piccadilly
1729-476: Is 105 metres (344 ft) wide between platforms 1 and 12, comprises four spans; two of the spans, 185 metres (607 ft) in length, were built over the eastern part of the station during the 1860s while the other two, at the western side measuring 150 metres (490 ft), were constructed in the early 1880s. The roof is supported by masonry walls at the outer edges, which have round-headed windows alongside platforms 1 and 12, and rows of cast iron columns along
1820-430: Is currently served by six train operating companies : TransPennine Express operate services on three routes. North TransPennine South TransPennine Anglo-Scottish Route Piccadilly Metrolink tram stop is located at ground level in the undercroft underneath the main line station; an area of the station which was historically used for warehousing , it is one of nine stops serving Manchester city centre , within
1911-721: Is favoured by some groups opposing the construction of the Longdendale Bypass , a controversial £180m bypass for Mottram in Longdendale , Hollingworth and Tintwistle (which is officially known as the A57/A628 Mottram-in-Longdendale, Hollingworth & Tintwistle Bypass ). There are also plans to restore the route from Deepcar to Sheffield , as a double-tracked heritage line called the Don Valley Railway , to link up with
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#17327725192722002-541: Is now not possible to use the newer tunnel for railway traffic. In 2007, the Peak District National Park and other relevant local bodies provided many reasons why the tunnel should remain available for potential re-opening but, in September 2007, the government declined to intervene in the matter. The suburban passenger service between Manchester, Glossop and Hadfield remains in service, but
2093-421: Is on the north side of the station and the through platforms 13 and 14 are on the south side. Of the terminus platforms, The main entrance and concourse are to the front of the terminal platforms and the taxi and car drop-off entrance is on the southern side on Fairfield Street. The Metrolink tram line passes under the station through the undercroft. Its platforms are under the concourse and railway platforms. To
2184-641: Is one of 19 major stations managed by Network Rail . The station has 14 platforms: 12 terminal and two through platforms (numbers 13 and 14). Piccadilly is also a major interchange with the Metrolink light rail system with two tram platforms in its undercroft . Piccadilly is the busiest station in the Manchester station group with over 30 million passenger entries and exits between April 2019 and March 2020 (the other major stations in Manchester are Oxford Road and Victoria ). As of December 2023, it
2275-730: Is the main railway station of the city of Manchester , in the metropolitan county of Greater Manchester , England. Opened originally as Store Street in 1842, it was renamed Manchester London Road in 1847 and became Manchester Piccadilly in 1960. Located to the south-east of the city centre , it hosts long-distance intercity and cross-country services to national destinations including London , Birmingham , Nottingham , Glasgow , Edinburgh , Cardiff , Bristol , Exeter , Plymouth , Reading , Southampton and Bournemouth ; regional services to destinations in Northern England including Liverpool , Leeds , Sheffield , Newcastle and York ; and local commuter services around Greater Manchester . It
2366-518: Is the third-busiest station in the United Kingdom outside of London (after Birmingham New Street and Leeds ), and is also one of the busiest interchange stations outside London, with over 2 million passengers changing trains annually. The station hosts services from six train operating companies. Between the late 1990s and early 2000s, Piccadilly station was refurbished, taking five years and costing £100 million (in 2002); it
2457-472: The Castlefield corridor through Manchester 'congested' in September 2019. In June 1840, the Manchester and Birmingham Railway (M&BR) opened a temporary terminus on its line to Stockport on Travis Street. A large site, 1,700 ft (518 m) long by 500 ft (152 m) wide, was cleared of terraced houses and industrial premises to make way for the permanent station Store Street which
2548-533: The EM1/Class 76 , for freight trains and some passenger duties, and EM2/Class 77 locomotives for express passenger trains. Given the steep gradients on the line, the locomotives were able to use regenerative braking on their descent from Woodhead. Rheostatic braking was also later added. Additionally, Class 506 electric multiple units were built for suburban services between Manchester, Glossop and Hadfield . A new depot, Reddish Electric Depot , situated on
2639-714: The Fallowfield Loop line , was built in 1954 to maintain the new locomotives and EMUs. Having seen major investment in the 1950s, the line was controversially closed to passenger traffic on 5 January 1970. This was despite the Beeching Report earmarking the Hope Valley line for closure to passenger services instead. It was soon clear that the Hope Valley route through Edale would be required to remain open for social and network reasons and could handle all Manchester–Sheffield passenger traffic. The Class 77 locomotives, used to haul passenger trains, were sold to
2730-624: The London, Midland and Scottish Railway (LMS), and the GCR amalgamated with other railways to create the London and North Eastern Railway (LNER). The division of the station was maintained and it continued to be operated as two separate stations even after the nationalisation of the railways in 1948: One side was used by the London Midland Region of British Railways and the other by Eastern Region . Between 1958 and 1966, London Road
2821-522: The Netherlands Railways , where 1500 V DC electrification was (and still is) the standard. By the late 1970s, a large part of the remaining freight traffic consisted of coal trains from Yorkshire to Fiddlers Ferry power station near Widnes , which required a change to diesel haulage for the final part of the journey. By the early 1980s, the combination of alternative available routes, an absence of passenger traffic since 1970 and
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2912-478: The Sheffield Supertram at Nunnery Junction called "Sheffield Don Valley". In 2010, Don Valley Railway Ltd, Sheffield City Council and South Yorkshire Passenger Transport Executive proposed reopening the line to passenger services between Sheffield and Stocksbridge. Stations would be constructed at Stocksbridge, Deepcar, Wharncliffe Side and Oughtibridge with a Sheffield city centre terminus near to
3003-474: The Sheffield and Midland Railway Companies' Committee as part of the Midland Railway 's drive to reach Manchester with its line from London via Ambergate and Millers Dale . Initially, in 1867, it joined the Manchester, Sheffield and Lincolnshire Railway at Hyde Junction , running into Manchester London Road , but in 1875 a more direct route was built through Bredbury . When Manchester Central
3094-572: The Trans-Pennine Trail and National Cycle Route 62 . The route from Manchester to Sheffield was 41 + 1 ⁄ 2 miles (66.8 km) with stops at Gorton, Guide Bridge, Newton, Godley Junction, Broadbottom, Glossop and Dinting, Glossop Central, Hadfield, Crowden, Woodhead, Dunford Bridge, Hazlehead Bridge, Penistone, Wortley, Deepcar, Oughtibridge, Wadsley Bridge and Neepsend. Services still run from Manchester to Glossop and Hadfield; trains also run from Sheffield to Penistone (via
3185-581: The Vale of Edale was easy enough by Midland standards, but at each end there were formidable obstacles, negotiated by means of the Totley and Cowburn Tunnels . At the time of the Beeching review , the line was running in competition with the recently modernised and faster Woodhead Line and its closure was suggested. On appeal, British Rail was required to keep the Hope Valley line open to passenger traffic; it
3276-584: The Woodhead Tunnels . The line was electrified in 1953 and closed between Hadfield and Penistone in 1981. The Manchester to Glossop/Hadfield section is still in operation; east of the Pennines , the vicinity of Penistone and the Sheffield to Deepcar section are still open, although the latter is goods-only. The track has been lifted on other sections and much of the trackbed now forms part of
3367-568: The "Dore and Chinley Railway" was floated independently in 1872 and, unsuccessfully, until the Midland took an interest, since it would provide a more direct route, connecting through Chinley into Manchester. The line was authorised in 1884 and work began in 1888. The 21-mile (34 km) line took five years to build, opening to goods traffic in November 1893, with passenger traffic being carried from June 1894. The terrain through Hope Valley and
3458-553: The Grimsby Docks Company to form the Manchester, Sheffield and Lincolnshire Railway ; it changed its name to the Great Central Railway (GCR) in 1897. Ownership passed to the LNER in 1923 and, finally, to British Railways Eastern Region in 1948. The original eastern terminus of the line was at Bridgehouses railway station . By the time of the creation of the Manchester, Sheffield and Lincolnshire Railway in 1847,
3549-570: The Hope Valley line was not included in the system which was completed in 1992. When in 2000, proposals for a large-scale extension of Metrolink were announced by the government, these still did not include conversion of the Hope Valley line; but, subsequently, planning documents from Network Rail and from the Greater Manchester Passenger Transport Authority have suggested that this route might be appropriate for tram-train operation, and, as such, it
3640-454: The LNWR platforms and the other the MS&LR platforms. On 20 January 1866, a fatal accident occurred during the roof's construction, when part of it collapsed killing two workmen and injuring 30 others. The enquiry determined that the collapse was caused by strong winds and heavy snowfall. At the same time, the viaduct south of the station to Ardwick was widened to carry four tracks, and both companies built goods stations and warehouses to
3731-748: The M60, to Tinsley , near the M1. In March 2020, a bid was made to the Restoring Your Railway fund to get funds for a feasibility study into reinstating the line between Stocksbridge and Sheffield for passengers. This bid was unsuccessful. However a resubmitted bid was successful and was awarded funding in October 2021. In August 2023 it was revealed that the Woodhead Railway Heritage Group has submitted plans to create
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3822-442: The Metrolink station, its tracks, sidings , and car parking. Before it was reused for the Metrolink, the cast-iron columns throughout the undercroft were encased in concrete as a protective measure against collision. George W. Buck designed the original skew arch bridge over Fairfield Street; it had ten cast iron arch ribs, which formed one part of the brick arch viaduct, and was topped with open stonework parapets . The bridge
3913-808: The Northern Way and the North West Rail Campaign. In 2003, the Greater Manchester Branch of the Institute of Logistics and Transport presented evidence to a Parliamentary Select committee mentioning Arriva 's interest in opening the Woodhead line and Tunnel as part of their bid for the Transpennine rail franchise. In 2006, Translink proposed opening the tunnel and the route for rail freight. This proposal
4004-608: The Nunnery Square Supertram stop. The project could cost £4.3 million at a minimum. On 18 January 2012, during a debate on the proposed Northern Hub (formerly known as the Manchester Rail Hub), Theresa Villiers , the Minister for Rail and Aviation, said "The hon. Member for Penistone and Stocksbridge has again called for the reopening of the Woodhead route. I have to say that was not one that
4095-745: The Trans-Pennine Rail Group, a broadly based group of County Councils, Unitary Authorities, Passenger Transport Executives and the Peak District National Park Authority, provided evidence to the Transport Select Committee which identified interest from bidders for the Transpennine rail franchise in reopening the Woodhead route. In 2007, the Transpennine Rail Group was wound up as its work was now being done by
4186-436: The cast iron supports for the main line platforms from the possibility of collision or fire damage. As Piccadilly originally served as a terminus of the system, early operations saw one platform being used for arrivals from Altrincham, Bury and later Eccles, with the other platform used for departures. Empty trams ran from the arrival platform into a nearby reversing siding in a tunnel, where they would reverse and then enter
4277-526: The departure platform. From the onset, the stop had been designed with future extension in mind; as such, since the opening of the extension towards Ashton in 2013, the former arrivals platform has also been used for departures towards Ashton as well as terminating trams, while the former departures platform also handles arrivals from Ashton. Terminating trams use a reversing siding on the Ashton line between Piccadilly and New Islington tram stops. During 2008,
4368-646: The difficulties of operating heavy steam-hauled coal trains on the Penistone–Wath section (the Worsborough branch); a line with steep gradients and several tunnels. Definitive plans were drawn up by the LNER in 1936; many of the gantries for the catenary were erected before the Second World War. The Second World War prevented progress on electrification, but the plans were restarted immediately after
4459-489: The early 1970s, an underground station, Piccadilly Low Level , was proposed as part of the Picc-Vic tunnel project. This scheme proposed creating a direct rail link between Piccadilly and Manchester Victoria , by building a tunnel and several underground stations under Manchester city centre . The project was cancelled in the late 1970s, because of the high cost, and transport planners turned instead towards light rail as
4550-586: The electricity supply was converted to standard 25 kV AC overhead in December 1984. The Class 506 EMUs were then withdrawn and replaced by Class 303 EMUs from the Glasgow area. The service is now operated (as of 2013) by Class 323 EMUs. The Huddersfield line platforms at Penistone railway station remain open, used by the Huddersfield - Sheffield diesel-operated local trains, which traverse
4641-539: The electrification work was Bruce Peebles & Co. Ltd. , Edinburgh. Following technological developments, especially in France , 1.5 kV DC was soon superseded by the later network standard of 25 kV AC. This left the Woodhead line as the only main line in the UK with 1.5 kV DC electrification. New electric locomotives for the line were constructed at Gorton locomotive works , Manchester. These were
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#17327725192724732-581: The line the short distance between the former Huddersfield Junction and Barnsley Junction. One other part of the line remained open to traffic, albeit goods, and that is the single line from Woodburn Junction, on the Sheffield–Lincoln line , to Deepcar to serve the Liberty Speciality steel works at Stocksbridge . Freight trains carrying steel products continued using this line between Aldwarke and Stocksbridge until 29 September 2024 when
4823-599: The line was mothballed . In 1967, it was proposed that parts of the route and the Woodhead Tunnel be used as part of a new Manchester to Sheffield motorway. Only a short section of this motorway within Greater Manchester, now known as the M67 , was ever built. In 1999, Central Railway proposed using the Woodhead tunnel as part of an ambitious scheme to connect Liverpool to the Channel Tunnel. In 2002,
4914-589: The main entrance feeds, housing ticket offices, information points, seating, timetables, toilets, shops, and food and drink outlets. Above the concourse is a second level of food outlets and bars, and the Avanti West Coast First Class Lounge. On the main concourse, doorways in a large glass partition wall access platforms 1 to 12. A travelator leads to the upper concourse linked by a footbridge, steps and lift to platforms 13 and 14. The island lounge contains retail outlets, toilets and
5005-425: The main line station's concourse. There are also multiple entrances present at ground level from the surrounding streets. The tram station was first opened on 20 July 1992, originally being known as Piccadilly Undercroft . As the stop was located directly underneath the main line station platforms, the then station operator British Rail required that it be built inside a protective concrete box, in order to protect
5096-533: The national standard by British Railways, was brought to London Road/Piccadilly in the West Coast Main Line electrification scheme starting in the late-1950s. The main line was electrified to Crewe by 1960 and London by 1966. At the same time, the 1,500 V electrification on the Altrincham line was cut back to Oxford Road to where the new system was extended from the south. The Altrincham line
5187-495: The northern side of the passenger station. Within ten years, the station was again over-crowded as traffic continued to increase and expansion was again required. Between 1880 and 1883, the LNWR widened its side of the station and built more platforms, which were covered by two more 69 ft (21 m) wide arched spans to the trainshed. At the same time, the MSJ&;AR platform was taken out and rebuilt as an island platform on
5278-561: The opening of the Windsor Link chord in Salford , which allowed trains from places to the north of Manchester, such as Bolton , Preston , Blackpool and Scotland, to run directly into Piccadilly via the through platforms and continue south to destinations such as Stockport , Buxton and (from 1993 onwards) Manchester Airport . Once completed, it allowed for many services from the north to be diverted from Manchester Victoria , which
5369-420: The platforms in its interior space. The roof spans have an arrangement of wrought iron trusses with supporting cast iron struts on girders , which are evenly spaced between the columns. As built, the roof was largely covered with slates with some areas of glazing ; over time, the slates were replaced with boarded felt. Between 1997 and 1999, the station roof was refurbished and the traditional cladding
5460-411: The platforms was constructed. The station's approach leading to the end of Piccadilly was constructed in 1969 along with the "wavy" fronted Gateway House designed by the architect Richard Seifert . Gateway House was modernised during 2003. The Fairfield Street entrance, at basement level, serves the car park, the taxi rank, and the Metrolink station. Above it at track level is a concourse into which
5551-527: The possibility of adding another service that does not call at Sheffield in order to improve the journey time between Nottingham and Manchester. Stopping (and changing direction) in Sheffield, the fastest journey is 110 minutes (in 2019), but the council has estimated bypassing Sheffield would cut the time to 85 minutes. Suggested improvements on a 2 + 1 ⁄ 2 -mile (4 km) stretch near Stockport may reduce journey times by 2–3 minutes. Network Rail, in partnership with South Yorkshire ITA , will redouble
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#17327725192725642-549: The railway station at Bridgehouses had been outgrown. A 0.6-mile (1 km) extension including the Wicker Arches viaduct, engineered by John Fowler , was constructed to the new Sheffield Victoria station , which opened in 1851. Both goods and passenger traffic were very heavy; therefore, some sections of the line were quadrupled. Electrification was first mooted by the Great Central Railway, owing to
5733-661: The south of Piccadilly, on the opposite side of Fairfield Street, is the derelict Manchester Mayfield station, which was closed for railway use in 1986. The station has 12 terminus platforms, for services terminating from locations to the south of Manchester, and two through platforms 13 and 14. The platforms are split into A and B sections to allow more than one train to stand. The through platforms 13 and 14 are used by through services via Manchester Oxford Road to North Wales , Liverpool , North West England, Yorkshire , North East England , Glasgow and Edinburgh , and through services from Manchester Airport . Manchester Piccadilly
5824-478: The station and formed a through route to the LNWR's line to Liverpool . By the 1850s, London Road was overcrowded and the relationship between the LNWR and MS&LR had deteriorated, due to the latter's decision to cooperate with the Great Northern Railway in providing a rival service to London from the station, in direct competition with the LNWR. Netherless, the two cooperated on rebuilding
5915-429: The station approach closed in 1965 and a curved office block, Gateway House , was opened in its place in 1969. Piccadilly remained open throughout the reconstruction, but there was disruption, and many trains were diverted to Manchester Mayfield or Manchester Central stations. When the work was completed, those stations were no longer required; they were closed and their services were diverted into Piccadilly. In
6006-693: The station front. During March 2010, Manchester City Council and Network Rail unveiled plans for a 'Cycle Centre' to provide secure facilities and on-site maintenance and hire services. The station has a taxi rank, drop-off/pick-up point, and short- and long-stay car parks. accessible from Fairfield Street. The long-stay multi-storey car park is at the rear of the station. Ticket barriers were installed in Autumn 2016 between platforms 3 and 7, following an application by Virgin Trains . Ticket barriers were fitted on platforms 1–3 by TransPennine Express. Platform 1
6097-479: The station to expand it. The rebuild which started in 1862, allowed the station to be divided; the MS&LR occupying the north-eastern side and the LNWR the south-western side. The station was given a new entrance building and concourse with each company having separate booking offices and passenger facilities. A 656 ft (200 m) long iron and glass trainshed was built over the terminal platforms; it had two 95 ft (29 m) wide arched spans, one covering
6188-428: The station was rebuilt, except for the Victorian trainsheds which remained mostly unaltered, although the two 1880s spans were shortened towards the concourse end. The station was reconstructed in two phases, 1958–1960 and 1963–1966; the break was the result of a national credit squeeze restricting funding for railway modernisation. The former MSJA&R through platforms and bridges over Fairfield Street were rebuilt on
6279-418: The station was renamed London Road . In 1849 the Manchester, South Junction and Altrincham Railway (MSJA&R) began using the station after its line from Manchester Oxford Road was extended. Its single platform which opened on 1 August 1849 to the south of, and adjacent to the main part of station, was the predecessor of through platforms 13 and 14. The MSJA&R's line connected to the main line south of
6370-431: The system's Zone 1 . Trams enter the stop from the streets in each direction via short tunnels. There are two platforms: one for eastbound trams towards Etihad Campus and Ashton-under-Lyne , and one for north and westbound trams towards Bury , Eccles and Altrincham . There are steps, lifts and escalators between the platform level and a mezzanine level, along with further steps, lifts and escalators that connect with
6461-518: The through platforms. The second line to be electrified using 1,500 V DC was the LNER's Woodhead Route from Manchester to Sheffield. Work on the scheme commenced in the late 1930s, but was stopped due to the Second World War , before being restarted in the early 1950s. Electrification was completed in September 1954. The two electric 1,500 V DC lines ran into different parts of the station. 25 kV AC overhead electrification, adopted as
6552-758: The track between Dore Station Junction and Dore West Junction, at an estimated cost of £15 million. This costing is based on four additional vehicles in traffic to deliver the option, however, this will depend on vehicle allocation through the DfT rolling stock plan. This work will be programmed, subject to funding, in conjunction with signalling renewals in the Dore/Totley Tunnel area. In 2018, proposals were published for works in order to fit in an all-day (07:00–19:00) hourly Manchester–Sheffield via New Mills Central stopping service, by extending an existing Manchester–New Mills Central service. Planning permission for
6643-495: The tram station was refurbished, after which it became the first station to display the new Metrolink corporate identity. Station signage bears the yellow and silver livery as applied to the new generation of trams since 2009. According to TfGM, the Piccadilly tram station is one of the most frequented stops on the Metrolink network. It has been proposed by High Speed Two Limited that the existing Piccadilly stop be moved to
6734-519: The two-mile-long Cowburn Tunnel . From the western portal of the tunnel, the line runs through Chinley , then splits. The northern branch runs via New Mills Central towards Manchester Piccadilly . The southern branch passes through the Disley Tunnel before merging with the Buxton line and then heading to Stockport to join the West Coast Main Line to Manchester. This section was built by
6825-598: The upgrade was granted in February 2018, but delays mean that this will now not be completed until 2023. The TWAO was also published in 2018. These changes to allow three fast trains, a stopping train and freight trains each hour were also supported in a Transport for the North investment report in 2019, together with “further interventions” for the Northern Powerhouse Rail programme. In March 2021, it
6916-417: The war; however, this time with plans for a new double-track Woodhead Tunnel . This third Woodhead Tunnel was constructed to replace the twin single-bore Victorian tunnels, which had been damaged by years of smoke from steam engines. A second Thurgoland Tunnel was also required, as the existing tunnel had inadequate clearance for twin electrified lines. The Manchester–Sheffield–Wath electrification project
7007-453: Was announced by Minister of State for Transport, Andrew Stephenson , that £137 million would be used to upgrade the line. The local MP Robert Largan claimed he had campaigned hard for this upgrade. A joint venture between Volker Rail and Story Contracting was awarded an £80 million contract for the delayed Hope Valley upgrade. The work includes creating a 3,600 feet (1,100 m) passing loop between Bamford and Hathersage, and adding
7098-488: Was built on top of a viaduct, 30 ft (9 m) above ground level. The station was opened adjacent to London Road on 8 May 1842. It had two platforms, offices and passenger amenities and by then the line had been extended to Crewe . Store Street was designed by M&BR's chief engineer, George W. Buck , who designed many of the line's structures including the Stockport Viaduct . Charles Hutton Gregory
7189-562: Was converted to 25 kV in 1971. The two systems co-existed for a number of years. The Woodhead Route was closed as a through line in 1981, but local services to Glossop and Hadfield continued to be operated by 1,500 V trains until the line was converted to 25 kV during 1984. During the 2010s, the Northern Hub scheme saw electrification extended from Manchester to Liverpool in 2015, and Manchester to Preston and through to Blackpool in 2019. The listed train shed roof which
7280-585: Was decided that the Woodhead route would be closed to passenger traffic instead and then subsequently to all traffic in 1981, due to the high cost of further upgrading the line to modern standards. In the early 1980s, proposals were put forward to convert the Piccadilly–Belle Vue–Rose Hill/Marple section of the Hope Valley line to light rail operation for the proposed Manchester Metrolink system. While construction of Metrolink went ahead,
7371-525: Was finally completed in 1955, using overhead wires energised at 1,500 volts DC. Whilst this was tried and tested technology (and is still standard in the Netherlands ), the comparatively low voltage meant that a large number of electricity substations and heavy cabling would be required. It also made regenerative braking by transfer of power from descending to ascending trains in the same section of line comparatively straightforward. The main contractor for
7462-628: Was opened by the Cheshire Lines Committee , a new line was built through Heaton Mersey . This third route was closed along with Manchester Central, apart from the section through Disley Tunnel to Hazel Grove , where it now joins the old LNWR line into Stockport . In 1872, the Midland Railway's only route from Sheffield to Manchester was via Ambergate. It had originally proposed a line to run from Dore to Hassop , meeting its extension from Rowsley to Buxton . However,
7553-551: Was prioritised as part of the Northern Hub because of the capacity that is still available on the Hope Valley line." In 2017, a newly formed company, Grand Northern Group, announced plans to reopen the line to freight traffic as part of a plan for a 'rolling highway' which would carry lorries on freight trains and relieve congestion on the Woodhead Bypass . The plans would see trains running from Bredbury , by J25 of
7644-533: Was re-opened on 7 August 2019. The following passenger services traverse all or part of the Hope Valley Line: In 2005 planning applications for various parts of a capacity and modernisation scheme were submitted. In 2015, a consultation pack on the capacity enhancement of the line was released by Network Rail. Nottinghamshire County Council and the Department for Transport have investigated
7735-425: Was rebuilt in the West Coast Main Line modernisation programme undertaken by British Railways . It was renamed "Manchester Piccadilly" on 12 September 1960. Piccadilly is the name of a road and Piccadilly Gardens nearby. The London Midland Region rebuilt the station at a cost of £1.75 million (equivalent to £51.64 million at 2024 prices ) in preparation for electric train services to London. Most of
7826-459: Was reduced in size. This enhanced Piccadilly's status as Manchester's main station. The link was opened in 1988; it was declared to be fully operational the following year. Between 1998 and 2002, in preparation for the 2002 Commonwealth Games , the station underwent a £100 million redevelopment. The glass roof of the trainshed, which is a Grade II listed structure , was reglazed and repainted. A new main entrance and enlarged concourse with
7917-417: Was replaced with around 10,000 panes of toughened glass that 'float' above the wrought iron trusses. Layers of nets have been installed, to catch falling glass in the event of any of the panes were to break. Below the train shed is the undercroft that was used as a goods station. Cast iron columns and brick arches support the terminal platforms directly above. Since the early 1990s, the undercroft accommodates
8008-406: Was subsequently widened and wrought iron plate girders and transverse girders were added to support longitudinal joists with iron arch plates. In the 1960s, in the reconstruction programme, the cast iron arches and spandrels were encased in concrete. Platforms 13 and 14 are situated on top of this bridge. Many of the original station buildings were demolished during the 1960s to clear the way for
8099-457: Was suggested to the Department for Transport as a possible location for a national tram-train pilot. On 1 August 2019, the line was closed between Marple and Sheffield amid fears that the dam at Toddbrook Reservoir would collapse, following heavy rain, which would flood the town of Whaley Bridge . The Buxton line , between Hazel Grove and Buxton, was also closed because of this. The line
8190-450: Was the assistant engineer. The station was shared from the beginning with the Sheffield, Ashton-under-Lyne and Manchester Railway (SA&MR) following an agreement made by the promoters in 1837. The M&BR amalgamated with other railway companies to create the London and North Western Railway (LNWR) in 1846. The SA&MR changed its name to the Manchester, Sheffield and Lincolnshire Railway (MS&LR) three years later. In 1847,
8281-517: Was the most expensive improvement on the UK rail network at the time. Further improvements and expansion plans have been proposed. In December 2014, a Transport and Works Act application was submitted for the construction of two through platforms as part of the Manchester Piccadilly and Manchester Oxford Road Capacity Scheme . As of 2023, this application has not been approved by the incumbent government although Network Rail declared
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