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Old February 21st, 2010, 04:19 PM   #121
XCH
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I will definitely include the ped link at Wigan, and the Ordsall Curve.

Just been looking at the Manchester Hub info and realised that my interpretation of the lines around Salford is incorrect, as services from Victoria to Eccles cant stop at Salford Central, even after the improvements. Will have to figure out a way to show this and the new curve.
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Old February 21st, 2010, 04:35 PM   #122
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Great work XCH and a nice first attempt.
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Old February 21st, 2010, 05:12 PM   #123
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Quote:
Originally Posted by XCH View Post
Just been looking at the Manchester Hub info and realised that my interpretation of the lines around Salford is incorrect, as services from Victoria to Eccles cant stop at Salford Central, even after the improvements. Will have to figure out a way to show this and the new curve.
Ahh the confusing Salford crossover.

you may want to use the traditional rail crossing symbology which is something like -]l[-
Most rail maps use it for example where Wigan Wallgate line crosses over the WCML to show that theirs no services connecting. Probably a few other spots on this map you could use it. Others just have a small gap either side, e.g.
http://www.northernrail.org/pdfs/net...p_jan_2010.pdf
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Old February 21st, 2010, 06:05 PM   #124
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Thats excellant XCH.

Mark O will be flapping with joy!!!
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Old February 21st, 2010, 09:35 PM   #125
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Johnny’s Big Bang

EAST MANCHESTER LINE PART 11

Audenshaw

Train don’t stop, train don’t stop any more . . . so take the tram!

<> Moss Tavern <> Droylsden Road <> Kershaw Lane <> Lumb Lane <> Audenshaw Gyratory <> Ryecroft Hall <> Audenshaw Station <> London and North Western Railway <> Manchester Road Audenshaw <> Snipe Retail Park <> Windsor Drive <> Gainsboro Road <> Milton Road <> The Snipe Inn <>

http://www.skyscrapercity.com/showth...297&page=7#125

119 images, updated to February 2015

The first tram arrives at Audenshaw in 1902 :-


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

And in 1904 another one has arrived on Route 31 from Piccadilly :-


Jill Cronin, Images of Droylsden & Audenshaw, Tempus ISBN 0 7524 0168 7

Railways also abounded 100 years ago around Audenshaw. Lumb Lane level crossing in 1910 :-


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

But despite the proliferation of railways around Audenshaw, the 1923 O/S Map shows no local passenger facility, and this was to remain the case until Metrolink came along 90 years later. The reason was that Audenshaw railway station, on the LNWR Manchester<>Droylsden<>Denton<>Stockport line, had closed as early as 1905. On the map it was situated by the overbridge (just below the word ‘Droylsden’) at the major road intersections marking the coming together of the Old and New Roads towards Ashton, in an area known as ‘The Snipe’ (just above the ‘Snipe’ Colliery, which itself is now The Snipe Retail Park). One day Metrolink will pass the same point and run across Ashton Moss just South of Rayner Lane, which cuts through the ‘N’ of Ashton :-



The ‘Snipe Colliery’, properly Ashton Moss Colliery in about 1900 :-


Thanks Freel07 copyright Steve Hyde

In this more recent shot, the building on the left used to be the booking hall of Audenshaw station, surmounted by a viaduct overbridge, and the neat little detached house on the right belonged to the station-master. Despite losing their intended purpose over a century ago, both buildings survive to-day, as we shall see later :-


Gordon Suggitt, Lost Railways of Merseyside and Greater Manchester, Countryside Books ISBN1 85306 869 1

Train Guard informs us: “Amazing that the station building lasted so long. It was on a line operated by the LNWR from a junction at the vanished Droylsden station to Denton. (The line outlasted the station!). The train service recorded in my 1895 Bradshaw was only six trains each way between Manchester (Victoria or Exchange) and Stockport. In contrast, Hooley Hill, the other station for Audenshaw (on the LNWR Stalybridge branch) saw ten trains each way between Stalybridge and Stockport. Hooley Hill changed its name to Audenshaw in 1924, but obviously business had declined, for it closed in 1950.”

Further to the East, beyond the railway line, The Snipe Inn stands alone and proud at this major nexus, which was to increase in prominence as a transport hub over the years, especially in trolleybus days, 1938-66. Here it is in the tramway heyday of the 1920s :-


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

The original trams were converted to trolleybus in 1938, and as always the two major routes heading due East from Manchester came together at the Snipe and merged for the final two miles into Ashton. This early diagram also shows the meandering Urban District boundaries which will cross the future Metrolink line. Each section on to-day’s system will have different coloured overhead line poles according to their District, i.e. from left to right Manchester silver, Droylsden red, Audenshaw black and Ashton (off to the right) blue :-


Bob Rowe, Ashton & Manchester’s Trolleybuses, Super Prestige, Venture ISBN 978 1905 304 13 7

The 1950s were the heyday of the trolleybuses at Audenshaw. Here a blue Ashton Corporation vehicle speeds over the Moss and past the Snipe, on Route 218 to Manchester Piccadilly via the Old Road and Openshaw :-


Stephen Lockwood, Manchester & Ashton Trolleybuses, Classics, Middleton Press ISBN 9781 906008 73 4

Prior to April 1959, the Audenshaw terminus for trolleybuses turning back to Manchester was in Gainsboro Road near the Snipe Inn, as indicated by this destination suffix. Note also the white ‘O’ for ‘overhead’ offside, warning drivers of following trolleys not to overtake; the end of the bamboo rewiring pole underside; and the clips for the post box attachment just above the letter N of the logo. Letters could be posted up to about 2030, for the first of two deliveries the next day – one letter price, one class of delivery only! :-


Eyre & Heaps, The Manchester Bus, Transport Publishing Company 1989 ISBN 086317 151 6

At the Snipe, trolleybuses used a triangular reversing formation in the overhead at Gainsboro Road, the only one on the Manchester system. After pausing beyond the triangle, in front of the Snipe, drivers would back up into Gainsboro Road then pull forward towards the camera and the through wiring for Manchester, top. A series of trailing frogs caused the trolleys to default to the correct alignment without interference from the crew. There is a similar, single wire Reverser at Crich Tramway Museum :-



Stephen Lockwood, Manchester & Ashton Trolleybuses, Classics, Middleton Press ISBN 9781 906008 73 4

Later in the same month, April 1959, the terminal point for short workings was moved to Ryecroft Hall, an elegant building often used for ‘weddings’ and so on by Coronation Street :-


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

At this time the road system at Audenshaw had been altered to create a gyratory flow incorporating Lumb Lane, together with two more convenient passing and layover double loops for trolleybuses terminating at Ryecroft Hall. Here a red Manchester Corporation trolley is turning short on the new system on peak hour Route 212x, having come from Manchester Aytoun Street via the New Road, and heading for the new layover loop, behind the camera. Manchester Corporation used the number suffix ‘x’ to denote short workings. The destination suffix ‘The Snipe’ has disappeared, but the railway overbridge is still extant, through which the Snipe Inn can be seen in the distance (accompanying text below) :-



Stephen Lockwood, Manchester & Ashton Trolleybuses, Classics, Middleton Press ISBN 9781 906008 73 4

The new gyratory arrangement also contained a preliminary ‘sorting’ loop, allowing vehicles to pass each other should they arrive in the wrong order for departure :-



Heading for the layover point prior to departure for Stevenson Square :-


Eyre & Heaps, ‘The Manchester Trolleybus’, Ian Allen ISBN (10) 0 7110 3245 9

The gyratory system was not normally used for turnbacks towards Ashton, one exceptional occasion being during a Manchester bus strike on a foggy 28 November 1965. Here on that day a blue Ashton Corporation trolley facing Manchester, has had to operate the frog for the abnormal manoeuvre. 37 years later, the semi-detached properties on the right will have to be demolished for Metrolink :-


Stephen Lockwood, Manchester & Ashton Trolleybuses, Classics, Middleton Press ISBN 9781 906008 73 4

Passing at Ryecroft Hall, perhaps this Ashton driver thought the strike was still on? No, he’s heading for Piccadilly and has forgotten to change his blind to ‘Manchester via Openshaw’ :-


Howard Piltz, The Heyday of the Trolleybus, Ian Allan ISBN 0 7110 2271 2

More manoeuvres looking towards Ashton along Manchester Road, Audenshaw in the 1960s :-


C Taylor, ‘Trolleybuses in Gt Mcr’, Transport Museum Socy ISBN 0 900857 24 2

But all too soon the trolleybuses would be gone if not forgotten. A blue day for Ashton Corporation at the Snipe on 30 December 1966 :-


Bob Rowe, Ashton & Manchester’s Trolleybuses, Super Prestige, Venture ISBN 978 1905 304 13 7

The final departure from Stevenson Square at 2300 the same day, a somewhat dismal farewell :-


Thanks Peter Thompson: Eyre & Heaps, ‘The Manchester Trolleybus’, Ian Allen ISBN (10) 0 7110 3245 9

Then two buses came together after the last one had gone! On the following day, 31 December 1966 an enthusiasts’ tour pretends to use the old Reverser at Gainsboro Road, which had been removed seven years previously! 1344 is now preserved at the National Trolleybus Museum, Sandtoft near Doncaster. Well worth a visit for a silent ride on the top deck . . .


Thanks J Newton

A stranger in paradise as part of the same tour, was this 3-axle Rotherham vehicle on the ‘sorting’ loop near Ryecroft :-


Bob Rowe, Ashton & Manchester’s Trolleybuses, Super Prestige, Venture ISBN 978 1905 304 13 7

A quiet period followed. In 1971 apart from bus stops the only remaining former transport infrastructure is the old Stationmaster’s house, and the viaduct, now in its last years, the railway having closed in 1968 :-


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

But as we know, it was not to be the end of the fixed-link story . . . one day these shops on the opposite side will be skirted by black poles, silver rails and something bright yellow . . .


Tameside Image Archive http://www.tameside.gov.uk/history/archive.php3

A couple of decades later, GMPTE released their future vision of Droylsden Road, Audenshaw, looking East from Droylsden. A few colour changes were to occur before this view would eventually come into reality :-



The original 1993 plan showed a very sharp turn to the North East on leaving Audenshaw for Ashton – it appears that this would have involved further demolition of a fair number of residential properties :-



The earlier proposal would have used part of the old railway alignment, and continued via North Road and Katherine Street. However, this was evidently rejected by the 1994 consultation, and by this 1996 plan the alignment as finally built would hug Manchester Road more closely, involving the demolition of only a single row of properties on the main road and on the Southern side of Windsor Drive :-



The boundary of Audenshaw starts at the Moss Tavern, opposite Williamson Lane :-



GMPTE 1996

These 1997 ‘before and after’ renders of Audenshaw tram station look West towards Droylsden (the big Co-op Hall on Market Street is top right-of-centre), and Manchester on the far horizon. This spot was to involve one of the largest demolitions of residential property, including the filling station and all the white rendered semi-detached houses behind it, within the gyratory and elsewhere. The ‘camera’ is situated high above the old railway viaduct, by now demolished, with the old station buildings bottom left – I assume that passengers would once have passed through the white vestigial ‘doorway’ to steps up to the platforms :-



Apart from the tramstop, there seem to be some mysterious square buildings within the trees in this ‘after’ shot . . . they never materialised, and apart from the tramstop the whole gyratory area was only ever used as a construction site and now remains blank. No doubt there was some logistical reason why the works could not have been located at, say, Ashton Moss, but local opinion was understandably ‘miffed’ at the loss of such fine houses. Trolleys and buses once revolved around all of the tramstop, to layover at Ryecroft Hall, top left, but short workings are now very much a thing of the past :-



The Audenshaw gyratory in 2002, when Mr Darling first authorised the Big Bang, following which everything in the triangular area was demolished as part of the £200 million Advance Works. I count 18 pairs of semi-detached houses and a filling station . . .



Ten years on, looking North-West in 2006, the whole gyratory area has been cleared ready and waiting. But by this time no funding was on the table for Phase 3b, Phase 3a having been separately re-instated as far as Droylsden only. Prior to Darling’s earlier cancellation of the whole thing in 2004, GMPTE had already spent £200 million on advance works such as this, but it was 2010 before this area and the rest of 3b was finally ‘signed off’ for construction. I guess sometimes you have to take risks, and sometimes they pay off!! No such luck befell Mayne’s buses, however, which at the time of this photo were in their last year of plying their domestic hinterlands :-



Still in 2006, turning right 170 degrees towards the East from that point, another row of semis, between Windsor Drive and Manchester Road, is boarded up ready for demolition, to be replaced by a trambaan on a reservation North of the road carriageway. The white gable end is the Snipe Inn just beyond Gainsboro Road, and the trees in the foreground mark the old railway embankment at the site of the bridge abutment :-



The Snipe car park from Gainsboro Road in 2006. Metrolink will cross here away from the camera, continuing through the trees and the blue hoarding :-



A little further on, just over the boundary with Ashton as denoted by the blue lamp post, the tramway will cross this footpath and continue through the fence and to the right of the Travelodge :-



Looking back from the Snipe in 2007, the semis have gone, and on the right is a new composition wall effect – a noise barrier and decency shield for the back gardens of the remaining houses on Windsor Drive. Me, I’d rather be able to see the trams! Eventually there will be green things growing up it, which will mitigate the blank ugliness a bit :-



Like Edge Lane stop site, this area also gained a ‘village green’ effect for several years. Here it is seen from Gainsboro Road in November 2008. The trees at the far end used to mark the abutment of the old railway bridge to Droylsden - nowadays it is the beginning of a linear park, which on earlier diagrams was the preferred Metrolink route to Ashton :-



The ‘accelerated’ Phase 3b sections to Ashton and East Didsbury, were so designated and funded at the time of the government changeover in 2010. Construction therefore started pretty quickly, albeit about 18 months behind the 3a sections. This is the site of the future tramstop in the snows of January 2010 :-



And this is the ‘village green’ and the Snipe in the snows of the following Winter, December 2010 :-





By February 2011, the first swathe had been cut through the trees behind the Snipe Inn, revealing the Travelodge in all its glory on Lord Sheldon Way, to be seen for the first time from this angle. The car is emerging from Gainsboro Road :-



The layout for Audenshaw tramstop had been firmed up by 2011 :-


GMPTE

The site was cleared by March 2011 :-



Diggers were also getting to work in March 2011 at the Western extremity of Audenshaw :-



Spring was in the air and not all letters to the local press were vituperative in tone. (But would you take the tram all the way from here to the Airport? - I would of course, but that’s me for you!) May 2011 :-



July 2011. Progress at Audenshaw gyratory :-



August 2011. Progress on the Western front at Droylsden Road :-



Oi for Audenshaw, Harry & St George! :-



Twin tracks now shoulder the island platform site :-



Still in September 2011, the rails are arriving from Droylsden and the West :-



And reaching out importunately towards the island :-



October 2011, and the flat crossing is complete at Gainsboro Road, by the Snipe. Residents expressed some concern that a tram stranded here, would block what is the only entry/exit from their little estate :-



By November 2011 Audenshaw tramstop has an island platform :-



March 2012, rails start to impinge on the tricky road junction at the Western corner of the gyratory :-



And at the Western boundary by the Moss Tavern, Droylsden’s red poles and trambaan just visible. Perhaps understandably, the filling station wasn’t too happy and displayed a massive banner of protest :-



One month later, they have nearly made it across. April 2012 :-



Further along towards the Snipe, in April 2012 I am now beginning to warm to this wall, as things are now growing up it! If it disappears into a vertical green, I will be happy – I only wish they would do the same to the one in Piccadilly Gardens! :-



Metrolink’s Easternmost section of street-running track, which started 2½ miles back at Clayton Hall, is finally being completed in April 2012. Rather surprisingly to most observers including me, the whole double formation also seems to be well slewed over to one side in the face of oncoming traffic - will the reason for this emerge later . . . ?



May 2012, Droylsden is no longer just a headshunt, but the wires still terminate there for now :-



May 2012 and the trackwork is now in place all the way across the gyratory corner into the new station, the first one in Audenshaw since 1905 – as if to underscore this, the rails seem to be heading straight for the station-master’s house in the background! :-



Here are the old Audenshaw station buildings in May 2012, now fronted by tram tracks again for the first time since 1938 :-



July 2012 the first black poles appear, marking the boundary of Audenshaw (the old red Droylsden lamp, slightly out of its area, will later be removed) :-





August 2012 shelters appear at the tramstop :-



Tin hats came to keep out the Autumn breeze in October 2012 :-



Bracket arms :-



Span wires :-



The first contact wire arrived in November 2012 :-





The large Snipe Retail Park, on the site of the former colliery, is a major employer which can only benefit from the arrival of Metrolink :-



November 2012 the platform now has Public Information Displays :-



That ephemeral moment of glinting copper in November 2012 :-



Here’s a sparkling Xmas present: signs and totemage in December 2012 :-





The New Year present was even better! Well done to Hi-fi for spotting the first shot of testing beyond the Audenshaw boundary in January 2013 - already running through to Ashton, even before the Droylsden section was to open to the public the following month :-


Thanks Hi-fi

Never before or since have I seen a tram showing ‘Droylsden’ from that direction . . .


Thanks Hi-fi

A testa-banana leaving Droylsden accepts the stranger pathway :-



Various specific tests took place during March 2013 :-



There then followed the usual pause of a few months before testing began in earnest. Patience! (and not a little ‘line jealousy’?) - May 2013 :-



June 2013 the wait goes on . . .



In the meantime, a new sign appeared on the gyratory at Lumb Lane - and we discovered the reason for both tracks being on the North side of the carriageway along Droylsden Road . . .



The sign was to warn of a new tram reservation in the midst of the traffic, which would allow for right turns into Kershaw Lane via a most unusual arrangement. This is the alignment which was originally going to prevent other traffic from entering or crossing the trambaan at all, by means of a raised kerb along its length. Public opposition won the day, however, so discouragement was emphasised by painting the trambaan in red, apart from permitted crossings or in emergency. In the distance, a service tram sits on the final section of the trambaan, which remained segregated as the terminating headshunt at Droylsden, albeit situated on the through line in future :-



In August 2013 testing re-commenced in earnest, and the pointmen at Droylsden were kept busy with a combination of through and terminating trams! :-





Watch and learn how to do it! :-











September 2013, a few shots of the reserved trambaan in action :-













Testing East :-











Testing West where trams should be – by your very own doorsteps :-



And finally comes a tram in service – my first catch on 30 September 2013! The initial pattern was Ashton <> Bury via Woodlands Road during the day M-F; Bury via Victoria at other times, the latter emphasising the new link to both mainline railway terminals, something provided to this area for the first time since 1905 :-



How the East was won . . .


Thanks Steve d33

However, in 2014 Manchester Victoria closed for 12 months for its major renovation – opening up the way to more destinations in the West :-


Thanks Steve d33

And so the predestinate grooves of Metrolink can now roll on from Audenshaw to Armageddon . . .


Thanks dot


Thanks Steved33


Thanks Steve d33

East Manchester Line continues in Part 12 ASHTON MOSS : http://www.skyscrapercity.com/showth...92282385#19998

Last edited by Johnny de Rivative; March 16th, 2015 at 06:45 PM.
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Old February 21st, 2010, 09:53 PM   #126
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Easier than that, if you dont mind XCH, do you wish to say which programme you used for that?
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Old February 21st, 2010, 11:27 PM   #127
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I'm using AutoCAD to generate the lines/stops etc, then Illustrator to add background, logos and to convert to PDF & PNG.

Revised map with Manchester Hub Ordsall Curve...


Last edited by XCH; February 23rd, 2010 at 12:12 AM.
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Old February 22nd, 2010, 05:42 PM   #128
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Let's hope that funding is found to improve Salford Central with platforms on the Liverpool line. Then you can tweak the map again.
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Old February 22nd, 2010, 06:06 PM   #129
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Let's hope that funding is found to improve Salford Central with platforms on the Liverpool line. Then you can tweak the map again.
Yes platforms allowing stopping services to Eccles/Liverpool to call at Salford Central would be a very cost effective improvement to rail services for the city centre.
Line speed improvements should allow trains to stop at Salford Central with no impact on capacity or journey times.
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Old February 22nd, 2010, 06:07 PM   #130
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Excellent work XCH by the way!
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Old February 22nd, 2010, 07:54 PM   #131
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IRevised map with Manchester Hub Ordsall Curve...
[/IMG]
Great map, but I don't see the curve from the Chat Moss Line to WCML north, which will be used by TPE electrics to Scotland from 2014.
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Old February 22nd, 2010, 08:28 PM   #132
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http://www.networkrail.co.uk/browse%...st%20Urban.pdf

The yellow line next to Newton-le-willows on this map.

This map might help you if theirs any curves or connections your unsure about too, as its a map of the track (not 100% geographically accurate) not a map of routes.
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Old February 22nd, 2010, 10:06 PM   #133
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That's one of the most dynamic diagrams I have ever seen XCH! The diagonals seem to carry the eye around at speed, probably something to do with not being shackled to 45 degrees.

On a future edition, would you be able to include Stockport to Rose Hill via Brinnington as discussed elsewhere, and Stockport to Airport via Gorsey Bank and Benchill?:
Sorry Johnny, I didn't really mean true 'fantasy', rather a 'future' map of either committed or planned improvements with some detail. I may set a date, say 2020.

On that basis, cheers Hulmeman for the advice on the planned change to TPE routes via Chat Moss Line - will definitely add that to the plan.

WatcherZero - thanks for the link to the track plan. Will come in handy.

If anyone knows of any other improvements planned for pre-2020 then let me know.
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Old February 22nd, 2010, 10:17 PM   #134
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I doubt the west side of the Wythenshawe Loop will be done by 2020, or the Trafford or Stockport Lines to be honest.
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Old February 22nd, 2010, 11:32 PM   #135
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I doubt the west side of the Wythenshawe Loop will be done by 2020, or the Trafford or Stockport Lines to be honest.
Well maybe not, but atleast they are on the drawing board. 2025? Who knows?!
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Old February 23rd, 2010, 02:55 AM   #136
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Quote:
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Chears WatcherZero. Thanks for the info - will have a dig around.

For the boundaries I started with the Metrolink ticket zones, and then the rest was based around rough distances. Zone 1 is the current City Zone. Zone 3 very roughly follows the M60 but extends further out in the south and east to make distances more consistent.
GM Heavy Rail is actually already divided into different fare zones for tram>train tickets.

Zone 1 includes Ardwick, Ashburys, Belle Vue, Burnage, (Dean Lane), Eccles, (Failsworth), Gorton, Heaton Chapel, (Hollinwood), Humphrey Park, Levenshulme, Mauldeth Road, Moston, Reddish North, Ryder Brow, Salford Central, Salford Crescent, and Trafford Park.

Zone 2 includes Ashton-under-Lyne, Bolton, Bredbury, Brinnington, Broadbottom, Castleton, Chassen Road, Cheadle Hulme, Clifton, Davenport, (Derker), East Didsbury, Farnworth, Flixton, Flowery Field, Gatley, Glazebrook, Godley, Guide Bridge, Hattersley, Hazel Grove, Heald Green, Hyde Central, Hyde North, Irlam, Kearsley, Marple, Mills Hill, Moorside, Moses Gate, Mossley, Newton for Hyde, (Oldham Mumps), (Oldham Werneth), Patricroft, Romiley, Rose Hill, (Shaw & Crompton), Stalybridge, Stockport, Swinton, Urmston, Walkden, Woodley, and Woodsmoor.

Zone 3 includes Appley Bridge, Atherton, Blackrod, Bramhall, Bromley Cross, Bryn, Daisy Hill, Dinting, Disley, Gathurst, Glossop, Greenfield, Hadfield, Hag Fold, Hall i' th' Wood, Hindley, Horwich Parkway, Manchester Airport, Middlewood, (Milnrow), (New Hey), New Mills Central, New Mills Newtown, Orrell, Pemberton, Rochdale, Smithy Bridge, Strines, Westhoughton, and Wigan Stations.
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Old February 23rd, 2010, 03:12 AM   #137
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So effectivley a Zone 0/city zone is the 4 city centre stations?, which coincidentally all have Metrolink stations (except oxford road).
Any rail ticket to the city zone has free travel within it too.
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Old February 23rd, 2010, 06:15 PM   #138
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MPs urge DfT to be ‘fairer’ over new tram schemes



A REPORT to be published later today will urge the Department for Transport to be fairer when evaluating proposals for new tram lines. A cross-party Parliamentary inquiry has concluded that light rail schemes can help to transform urban transport systems, but that the present DfT methods are tending to discriminate against urban and street-running rail.

The report from the All Party Parliamentary Light Rail Group stresses that to bring back trams to more city streets there’s a need for a clearer lead from Government, less bias against them during appraisal, and for costs to be brought under control.

Rochdale MP Paul Rowen, who chaired the inquiry, said: “Where the UK has invested in modern trams we have seen motorists switching to the tram and impressive growth in passenger numbers. However, progress has been slow and fitful – certainly when compared with our near neighbours in Europe, where entire systems are being built in the time it takes us to get through mountains of paperwork.

“We wanted to see how we could put the future of modern trams on to a sounder footing. Our report suggests that leadership and co-ordination is key.”

The report says that although there have been some improvements in the way the DfT approaches light rail proposals, it still lacks a light rail strategy or centre of expertise, and neither does it treat light rail in the same way as other modes. There is also a tendency to micro-manage from the centre. Elsewhere in Europe, schemes are generally completed more quickly and efficiently, and often benefit from devolved decisions and local funding.

It points out that trams can bring many benefits, including reducing carbon emissions, improving air quality and aiding urban regeneration, which are not being fully taken into account.

The passenger transport executive group pteg is welcoming today's report. Light rail spokesman Geoff Inskip said: “We fully support the MPs’ findings and the recommendations of the inquiry. The report presents a balanced picture of where the debate on the future of light rail in the UK has got to. It also sets out practical and helpful recommendations on the steps that government, promoters and the light rail industry should take to provide a better framework for developing tram schemes in the future. The MPs have mapped out a way forward for us – it’s now down to us, in partnership with Government and industry, to work through these recommendations.”

http://www.railnews.co.uk/news/metro...dft-to-be.html
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Old February 24th, 2010, 04:02 PM   #139
MarkO
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BRAVO XCH!!

That really is a cracking diagram - and surely the best we'll get at the present time in terms of realistic possibilities, as I fear Cheguevara might be right in his prediction that the fullest extent of Phase 3b might be a hard won concession in the current climate/immediate prospects post Election.

What's sickening is that looking at XCH's diagram, a combination of reliable suburban commuter rail and Metrolink could make a huge difference in peoples reliance on cars for getting around the great conurbations outside London. It appears that Manch is at least attempting to build the foundations of a future where people don't feel the automatic need for cars on every journey, though in reality, I think we all know that there would need to be at least four or five additional lines in GM (as discussed in all the posts above) to get GM even remotely on a par with other Euro cities of similar scale.

And as for Birmingham/Leeds etc...they are now falling so far behind that's it's difficult to see how they'll ever catch up without a vast investment/construction program.
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Old February 24th, 2010, 04:14 PM   #140
tomegranate
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That's cracking, any chance of a big version XCH? Like BIG big? I'd love to print this out at A1/A0 on my work's plotter to decorate a wall at home.
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