Manchester Piccadilly
Aerial view of Piccadilly station in 2007
General information
Location	Manchester,Greater Manchester, England
Coordinates	53°28′37″N2°13′48″W / 53.477°N 2.230°W /53.477; -2.230
Grid reference	SJ847978
Managed by	Network Rail
Transit authority	Greater Manchester
Platforms	14 (National Rail), 2 (Manchester Metrolink)
Other information
Station code	MAN
Fare zone	City (D)
Classification	DfT category A
Key dates
1842	Opened asStore Street
1847	RenamedManchester London Road
1861	Rebuilt
1881	Expanded
1960	Renovated and renamedManchester Piccadilly
2002	Renovated
Passengers
2019/20	32.199 million
2020/21	5.188 million
2021/22	19.581 million
Interchange	1.236 million
2022/23	23.558 million
Interchange	2.046 million
2023/24	25.776 million
Interchange	2.148 million
Listed Building – Grade II
Feature	Train shed at Piccadilly station
Designated	6 June 1994
Reference no.	1283014[1]
Location
Notes Passenger statistics from theOffice of Rail and Road

Manchester Piccadilly is the main railway station of the city ofManchester, in the metropolitan county ofGreater Manchester, England. Opened originally asStore Street in 1842, it was renamedManchester London Road in 1847 and became Manchester Piccadilly in 1960. Located to the south-east ofthe city centre, it hosts long-distanceinter-city and cross-country services to national destinations includingLondon,Birmingham,Nottingham,Glasgow,Edinburgh,Cardiff,Bristol,Exeter,Plymouth,Reading,Southampton andBournemouth; regional services to destinations inNorthern England, includingCleethorpes,Liverpool,Leeds,Redcar Central,Sheffield andYork; and local commuter services around Greater Manchester. It is one of 19 major stations managed byNetwork Rail. The station has 14 platforms: 12 terminal and two through platforms (numbers 13 and 14). Piccadilly is also a major interchange with theMetrolink light rail system with twotram platforms in itsundercroft.

Manchester Piccadilly is the busiest station in theManchester station group (the other major stations in Manchester areManchester Oxford Road andManchester Victoria). As of December 2024, it is the second-busiest station in the United Kingdom outside of London (afterBirmingham New Street),^[2] and is also one of the busiestinterchange stations outside London, with over 2 million passengers changing trains annually.^[3] The station hosts services from sixtrain operating companies.

Between the late 1990s and early 2000s, Piccadilly station was refurbished, taking five years and costing £100 million (in 2002); it was the most expensive improvement on the UK rail network at the time.^[4] Further improvements and expansion plans have been proposed. In December 2014, aTransport and Works Act application was submitted for the construction of two through platforms as part of theManchester Piccadilly and Manchester Oxford Road Capacity Scheme.^[5][6] In September 2019, Network Rail declared theCastlefield corridor through Manchester 'congested'.^[7][8] Despite this, in 2023, these plans were withdrawn in favour of "a new approach", comprising upgrades to other stations in Manchester.^[9][10]

In June 1840, theManchester and Birmingham Railway (M&BR) opened a temporary terminus on its line toStockport 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 stationStore Street which 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 toCrewe.^[11][12]

Store Street was designed by M&BR's chief engineer,George W. Buck, who designed many of the line's structures including theStockport Viaduct.^[13]Charles Hutton Gregory was the assistant engineer. The station was shared from the beginning with theSheffield, Ashton-under-Lyne and Manchester Railway (SA&MR) following an agreement made by the promoters in 1837.^[11]

The M&BR amalgamated with other railway companies to create theLondon and North Western Railway (LNWR) in 1846. The SA&MR changed its name to theManchester, Sheffield and Lincolnshire Railway (MS&LR) three years later.^[14]

In 1847, the station was renamedLondon Road.^[13] In 1849 theManchester, South Junction and Altrincham Railway (MSJA&R) began using the station after its line fromManchester 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 the station and formed a through route to the LNWR'sline to Liverpool.^[12][15]

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 theGreat Northern Railway in providing a rival service to London from the station, in direct competition with the LNWR. Netherless, the two cooperated on rebuilding 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 glasstrainshed was built over the terminal platforms; it had two 95 ft (29 m) wide arched spans, one covering the LNWR platforms and the other the MS&LR platforms.^[16] 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 toArdwick was widened to carry four tracks, and both companies builtgoods stations andwarehouses to the northern side of the passenger station.^[16][17]

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 a girder bridge over Fairfield Street and linked to the main station by a footbridge. In May 1882, the improvements were opened.^[12][18]

In 1897, the MS&LR changed its name to theGreat Central Railway (GCR); it opened its owndirect route from the station to London in 1899.^[18]

In 1910, the adjacentMayfield station opened with four platforms to alleviate overcrowding at London Road. The stations were linked by a footbridge.^[18] Mayfield station closed to passengers in 1960 and to all traffic in 1986. The derelict station has remainedin situ despite proposed redevelopment schemes including reopening it to relieve demand.^[19] In October 2013 the station's roof/canopies were demolished due to safety concerns.

Following the1923 railway grouping, the LNWR amalgamated with several other railway companies to create theLondon, Midland and Scottish Railway (LMS), and the GCR amalgamated with other railways to create theLondon and North Eastern Railway (LNER).^[20] The division of the station was maintained and it continued to be operated as two separate stations even after thenationalisation of the railways in 1948: One side was used by theLondon Midland Region of British Railways and the other byEastern Region.^[12]

Between 1958 and 1966, London Road was rebuilt in theWest Coast Main Line modernisation programme undertaken byBritish Railways. It was renamedManchester Piccadilly on 12 September 1960. Piccadilly is the name of a road andPiccadilly Gardens is nearby.^[12]

TheLondon Midland Region rebuilt the station at a cost of £1.75 million (equivalent to £51.64 million at 2023 prices^[21]) in preparation for electric train services to London. Most of 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.^[22]

The former MSJA&R through platforms and bridges over Fairfield Street were rebuilt on aprestressed 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.^[13] On 11 May 1966, work was completed for the introduction of electric expresses to London.^[22][23]

The approach to the station was also redeveloped. The LNWR goods warehouse alongside the station approach closed in 1965 and a curved office block,Gateway House, was opened in its place in 1969.^[22][13]

Piccadilly remained open throughout the reconstruction, but there was disruption, and many trains were diverted toManchester Mayfield orManchester Central stations. When the work was completed, those stations were no longer required; they were closed and their services were diverted into Piccadilly.^[22]

In the early 1970s, an underground station,Piccadilly Low Level, was proposed as part of thePicc-Vic tunnel project.^[24] This scheme proposed creating a direct rail link between Piccadilly and Manchester Victoria, by building a tunnel and several underground stations underManchester city centre. The project was cancelled in the late 1970s, because of the high cost, and transport planners turned instead towardslight rail as a lower-cost option. This resulted eventually in theManchester Metrolink system which opened in the early 1990s linking the two stations by a street-leveltramway and linking two converted rail lines toAltrincham andBury. Thetram stop in the station's undercroft opened in 1992.^[12][19]

Between 1988 and 1989, Piccadilly's through platforms 13 and 14 were lengthened further,^[25][26] in conjunction with the opening of theWindsor Link chord inSalford, which allowed trains from places to the north of Manchester, such asBolton,Preston,Blackpool and Scotland, to run directly into Piccadilly via the through platforms and continue south to destinations such asStockport,Buxton and (from 1993 onwards)Manchester Airport. Once completed, it allowed for many services from the north to be diverted from Manchester Victoria, which was reduced in size; this enhanced Piccadilly's status as Manchester's main station. The link was opened in 1988 and was declared to be fully operational the following year.^[27][28]

Between 1998 and 2002, in preparation for the2002 Commonwealth Games, the station underwent a £100 million redevelopment. The glass roof of the trainshed, which is aGrade II listed structure,^[1] was reglazed and repainted. A new main entrance and enlarged concourse with amezzanine level, designed byBDP, replaced the 1960s structure, which had become insufficient for the number of passengers regularly using the station. Amoving 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 a new taxi rank along with a drop-off point for private cars.^{[19][12][4][29]}

The station is unusual in having seen two different systems ofoverhead railway electrification:

• 1,500 V DC overhead: The first electrified line into London Road was theMSJA&R line toAltrincham, a busy commuter route; it was energised in 1931. London Road was the terminus of the electrification scheme which ran through to the through platforms.^[20] The second line to be electrified using 1,500 V DC was the LNER'sWoodhead Route from Manchester toSheffield Victoria. Work on the scheme commenced in the late 1930s, but was stopped due to theSecond World War, before being restarted in the early 1950s. Electrification was completed in September 1954.^[30] The two electric 1,500 V DC lines ran into different parts of the station.^{[citation needed]}

• 25 kV AC overhead: This was adopted as the national standard by British Railways and was brought to London Road/Piccadilly in theWest Coast Main Line electrification scheme starting in the late-1950s. The main line was electrified toCrewe by 1960 and London by 1966. At the same time, the 1,500 V electrification on the Altrincham line was cut back toOxford Road to where the new system was extended from the south.^[31] The Altrincham line was converted to 25 kV in 1971.^[32]

The two systems co-existed for a number of years. The Woodhead Route was closed as a through line in 1981, but local services toGlossop and Hadfield continued to be operated by 1,500 V trains until the line was converted to 25 kV during 1984.^[33]

During the 2010s, theNorthern Hub scheme saw electrification extended fromManchester to Liverpool in 2015,^[34] andManchester to Preston and through toBlackpool in 2019.^[35]

Thelistedtrain shed roof which 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 ofcast ironcolumns along the platforms in its interior space. The roof spans have an arrangement ofwrought irontrusses with supporting cast ironstruts ongirders, which are evenly spaced between the columns.^[1]

As built, the roof was largely covered withslates with some areas ofglazing; over time, the slates were replaced with boarded felt. Between 1997 and 1999, the station roof was refurbished and the traditionalcladding 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.^[13]

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 the Metrolink station, its tracks,sidings, and car parking.^[13] Before it was reused for the Metrolink, the cast-iron columns throughout the undercroft were encased in concrete as a protective measure against collision.^[13]

George W. Buck designed the originalskew 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 stoneworkparapets. The bridge 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 andspandrels were encased in concrete.^[36][13] 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 a new approach.^[13] 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 the platforms was constructed.^[37] The station's approach leading to the end of Piccadilly was constructed in 1969 along with the "wavy" frontedGateway House designed by the architectRichard Seifert. Gateway House was modernised during 2003.^[13]

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 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 theAvanti West Coast First Class Lounge. On the main concourse, doorways in a large glass partition wall access platforms 1 to 12. Atravelator 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 a departure lounge. There are vending machines, waiting areas and snack bars on platforms 13 and 14.^{[citation needed]}

Manchester Piccadilly is accessible for disabled people; it has escalators and lifts to all levels, wide-access doors and gates,braille signs, hearing loops and disabled toilet facilities.^{[citation needed]}

Cycle racks are available on Fairfield Street and the long-stay car park and next to the tower block at the station front. During March 2010,Manchester City Council and Network Rail unveiled plans for aCycle 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.^[38] accessible from Fairfield Street.^[38] The long-staymulti-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 byVirgin Trains.^[39] Ticket barriers were fitted on platforms 1–3 by TransPennine Express.^{[citation needed]}

Platform 1 is on the north side of the station and the through platforms 13 and 14 are on the south side. Of the terminus platforms:

• Platforms 1-4 are typically used by eastbound services toRose Hill Marple,New Mills Central and Sheffield via theHope Valley Line; services on theGlossop Line; andTransPennine Express services to Huddersfield. Northern services to Crewe are also frequently seen from these platforms.
• Platforms 5-9 are the longest and are used mainly byAvanti West Coast andCrossCountry services. Platform 5 usually sees the local Northern services to Chester and Stoke-on-Trent. Platform 9 sees the use of the TransPennine Express services from Cleethorpes - Manchester Airport.
• Platforms 10-12 are considerably shorter than the others and are usually used to accommodate local trains to Crewe and Manchester Airport, plusMid-Cheshire line,Buxton Line and South Wales services; platform 12 is the shortest and can only accommodate four coaches.^[40]
• Platforms 13-14 are through platforms and are used by through services via Manchester Oxford Road to North Wales, Liverpool Lime Street, North West England, Yorkshire, North East England, Glasgow Central and Edinburgh Waverley, and through services from Manchester Airport.

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. TheMetrolink tram line passes under the station through the undercroft. Its platforms are under the concourse and railway platforms. To the south of Piccadilly, on the opposite side of Fairfield Street, is the derelictManchester 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 toNorth Wales, Liverpool, North West England,Yorkshire,North East England, Glasgow, Edinburgh and through services from Manchester Airport.

Manchester Piccadilly is currently served by sixtrain operating companies:

• 3tph toLondon Euston; of which:
  • 1tph calling atStockport,Stoke-on-Trent andNuneaton
  • 1tph calling at Stockport,Macclesfield, Stoke-on-Trent,Rugby andMilton Keynes Central
  • 1tph calling at Stockport,Wilmslow,Crewe andStafford.^[41]

• 1tph toBournemouth, calling at Stockport, Macclesfield, Stoke-on-Trent, Stafford,Wolverhampton,Birmingham New Street,Birmingham International,Coventry,Leamington Spa,Banbury,Oxford,Reading,Basingstoke,Winchester,Southampton Airport Parkway,Southampton Central andBrockenhurst.
• 1tph toBristol Temple Meads, calling at Stockport, Macclesfield, Stoke-on-Trent, Wolverhampton, Birmingham New Street,Cheltenham Spa andBristol Parkway.^[42]

• 1tph toLiverpool Lime Street, calling atManchester Oxford Road,Warrington Central,Widnes andLiverpool South Parkway.
• 1tph toNorwich, calling at Stockport,Sheffield,Dronfield (irregular),Chesterfield,Nottingham,Grantham,Peterborough,Ely andThetford.^[43]

• 1tph toLancaster, calling at Manchester Oxford Road,Deansgate,Bolton,Chorley andPreston; of which:
  • 11tpd continue toBarrow-in-Furness, calling atCarnforth,Silverdale,Arnside,Grange-over-Sands,Kents Bank (irregular),Cark & Cartmel,Ulverston,Dalton andRoose
  • 4tpd continue toWindermere, calling atOxenholme Lake District,Kendal,Burneside andStaveley.
• 2tph toBlackpool North, calling at Manchester Oxford Road,Deansgate,Salford Crescent, Bolton,Lostock,Horwich Parkway,Blackrod (1tph),Adlington (1tph), Chorley,Buckshaw Parkway,Leyland, Preston,Kirkham & Wesham,Poulton-le-Fylde andLayton (1tph). On Sundays, this is reduced to 1tph calling at all stations.
• 1tph to Liverpool Lime Street viaNewton-le-Willows, calling at Manchester Oxford Road,Deansgate,Eccles,Patricroft, Newton-le-Willows,Earlestown,St Helens Junction,Lea Green,Rainhill,Whiston,Huyton,Roby,Broad Green,Wavertree Technology Park andEdge Hill.
• 5tph toManchester Airport, each with different calling patterns; of which:
  • 2tph calling atMauldeth Road,Burnage,East Didsbury,Gatley andHeald Green; 1tph continues to Crewe (see below) (1tph on Sundays)
  • 1tph calling at Heald Green
  • 1tph calling at Gatley. On Sundays, this service calls at East Didsbury and Heald Green instead of Gatley
  • 1tph non-stop, Monday to Saturday only.
• 1tph to Crewe via Manchester Airport, calling at Mauldeth Road, Burnage, East Didsbury, Gatley, Heald Green, Manchester Airport,Styal, Wilmslow,Alderley Edge,Holmes Chapel andSandbach. On Sundays, this train terminates at Wilmslow.
• 1tph to Crewe via Stockport, calling atLevenshulme,Heaton Chapel, Stockport,Cheadle Hulme,Handforth, Wilmslow, Alderley Edge,Chelford,Goostrey, Holmes Chapel and Sandbach.
• 1tph to Alderley Edge, calling at Levenshulme, Heaton Chapel, Stockport, Cheadle Hulme, Handforth and Wilmslow (Monday to Saturday only).
• 1tph to Stoke-on-Trent, calling at Stockport, Cheadle Hulme,Bramhall,Poynton,Adlington,Prestbury, Macclesfield,Congleton andKidsgrove. Some additional morning peak hour services start at Macclesfield. The Sunday service is 6tpd.
• 1tph toChester via Northwich, calling at Stockport,Navigation Road,Altrincham,Hale,Ashley,Mobberley,Knutsford,Plumley,Lostock Gralam,Northwich,Greenbank,Cuddington,Delamere andMouldsworth. The Sunday service is 1tp2h.
• 1tph toBuxton, calling at Levenshulme, Heaton Chapel, Stockport,Davenport,Woodsmoor, Hazel Grove,Middlewood (1tp2h),Disley,New Mills Newtown,Furness Vale,Whaley Bridge,Chapel-en-le-Frith andDove Holes (1tp2h).
• 1tph toHazel Grove, calling at Levenshulme, Heaton Chapel, Stockport, Davenport and Woodsmoor (Monday to Saturday only).
• 2tph toHadfield, calling atAshburys,Guide Bridge,Flowery Field,Newton for Hyde,Godley,Hattersley,Broadbottom,Dinting andGlossop.Gorton is served additionally on Sundays.
• 4tp3h toRose Hill Marple, calling at Gorton,Fairfield, Guide Bridge,Hyde North,Hyde Central,Woodley andRomiley (Monday to Saturday only).
• 1tph toNew Mills Central, calling at Ashburys,Belle Vue,Ryder Brow,Reddish North,Brinnington,Bredbury, Romiley,Marple andStrines (Monday to Saturday only).
• 1tph to Sheffield, calling at Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central,Chinley,Edale,Hope,Bamford,Hathersage.Grindleford andDore & Totley. Strines is served at peak times and all day on Sunday.^[44]

Services are operated on three routes:^[45]

North TransPennine:

• 1tph non-stop to Manchester Airport; calls at Gatley on Sundays.
• 1tph toRedcar Central, calling at Manchester Oxford Road,Manchester Victoria,Huddersfield,Dewsbury,Leeds, York,Thirsk,Northallerton,Yarm,Thornaby andMiddlesbrough
• 1tph toYork, calling atStalybridge,Mossley,Greenfield,Marsden,Slaithwaite, Huddersfield,Mirfield,Wakefield Kirkgate,Normanton andCastleford.

South TransPennine:

• 1tph toCleethorpes, calling at Stockport, Dore & Totley (limited), Sheffield,Meadowhall,Doncaster,Scunthorpe,Barnetby,Habrough andGrimsby Town.
• 1tph to Liverpool Lime Street, calling atUrmston,Irlam,Birchwood,Warrington Central,Warrington West (limited) and Liverpool South Parkway. Sunday services always call at Warrington West and do not call at Urmston or Irlam.

Anglo-Scottish Route:

• 1tph toCarlisle, calling at Manchester Oxford Road, Preston, Lancaster,Oxenholme Lake District andPenrith North Lakes; of which:
  • 1tp2h continue toEdinburgh Waverley, calling atLockerbie andHaymarket
  • 1tp2h continue toGlasgow Central, calling at Lockerbie andMotherwell.
• 1tph non-stop to Manchester Airport.

• 1tph toLlandudno via theNorth Wales Main Line, calling at Manchester Oxford Road, Newton-le-Willows, Earlestown,Warrington Bank Quay,Runcorn East,Frodsham,Helsby, Chester,Shotton,Flint,Prestatyn,Rhyl,Abergele & Pensarn,Colwyn Bay,Llandudno Junction andDeganwy. Two trains per day run toHolyhead on weekdays only and some evening terminate at Chester.
• 1tph to Manchester Airport, calling at East Didsbury.
• 1tph toCardiff Central via theWelsh Marches line, calling at Stockport, Wilmslow, Crewe,Shrewsbury,Church Stretton (irregular),Craven Arms (irregular),Ludlow,Leominster,Hereford,Abergavenny,Pontypool & New Inn (irregular),Cwmbran (irregular) andNewport. Alternate services continue either toCarmarthen,Fishguard Harbour,Milford Haven orPembroke Dock.^[46]

Preceding station		National Rail		Following station
Terminus		Avanti West Coast West Coast Main Line		Stockport
Terminus		CrossCountry Manchester – Bristol/Bournemouth
Manchester Oxford Road		East Midlands Railway Liverpool to Norwich
Terminus		Northern Trains Manchester to Stoke-on-Trent
		Northern Trains Mid-Cheshire line
		Northern Trains Buxton Line		Levenshulme
		Northern Trains Manchester to Crewe/Alderley Edge
		Northern Trains Glossop Line		Ashburys
		Northern Trains Hope Valley Line		Ashburys
				Reddish North
		Northern Trains Manchester to Rose Hill Marple		Gorton
		Northern Trains Styal line		Mauldeth Road
Manchester Oxford Road		Northern Trains Liverpool Lime Street to Manchester Airport
		Northern Trains Blackpool North to Manchester Airport		Heald Green
				Manchester Airport
		Northern Trains Barrow-in-Furness/Windermere to Manchester Airport		Gatley
				East Didsbury
Manchester Oxford Road		TransPennine Express North TransPennine		Manchester Airport
				Gatley
Terminus				Stalybridge
Manchester Oxford Road		TransPennine Express South TransPennine		Stockport
		TransPennine Express Anglo-Scottish Route		Manchester Airport
Terminus		Transport for Wales Rail Welsh Marches Line		Stockport
Manchester Oxford Road		Transport for Wales Rail Manchester - Chester /North Wales Coast		East Didsbury
				Manchester Airport
	Future services
Manchester Airport High Speed		Avanti West Coast High Speed 2		Terminus
		TBA Northern Powerhouse Rail		Bradford Interchange
		TBA Northern Powerhouse Rail		Sheffield

Piccadilly
Piccadilly tram stop in July 2024, showing the westbound platform, the eastbound platform is behind the wall on the right.
General information
Location	Manchester city centre,City of Manchester England
Coordinates	53°28′37″N2°13′50″W / 53.4770°N 2.2306°W /53.4770; -2.2306
Grid reference	SJ848978
System	Metrolink station
Line	Piccadilly spur
Platforms	2
Other information
Status	In operation
Fare zone	1
History
Opened	20 July 1992
Original company	Manchester Metrolink
Route map Legend toBury toOldham &Rochdale Zone 1 Victoria Shudehill Exchange Square Market Street Piccadilly Gardens St Peter's Square Piccadilly Deansgate-Castlefield ( Deansgate) New Islington Cornbrook to Ashton- under-Lyne stop in bothZone 1 and 2   to MediaCityUK,Eccles &The Trafford Centre Trafford Bar toAltrincham to East Didsbury &Manchester Airport This diagram: view talk edit
Location

PiccadillyMetrolink tram stop is located at ground level in theundercroft underneath the main line station; an area of the station which was historically used forwarehousing,^[12] it is one of nine stops servingManchester city centre, within the system'sZone 1. Trams enter the stop from the streets in each direction via short tunnels. There are two platforms: one for eastbound trams towardsEtihad Campus andAshton-under-Lyne, and one for north and westbound trams towardsBury,Eccles andAltrincham. There are steps, lifts and escalators between the platform level and amezzanine level, along with further steps, lifts and escalators that connect with the main line station's concourse. There are also multiple entrances present at ground level from the surrounding streets.^[47]

The tram station was first opened on 20 July 1992, originally being known asPiccadilly Undercroft. As the stop was located directly underneath the main line station platforms, the then station operatorBritish Rail required that it be built inside a protective concrete box, in order to protect the cast iron supports for the main line platforms from the possibility of collision or fire damage.^[47][48]

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 nearbyreversing siding in a tunnel, where they would reverse and then enter the departure platform. From the onset, the stop had been designed with future extension in mind; as such, since the opening of theextension 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.^[47][48]

During 2008, the tram station was refurbished, after which it became the first station to display the new Metrolink corporate identity.^[49] Station signage bears the yellow and silver livery as applied to the new generation of trams since 2009.^[50]

According to TfGM, the Piccadilly tram station is one of the most frequented stops on the Metrolink network.^[51]

It has been proposed by High Speed Two Limited that the existing Piccadilly stop be moved to a four-platform underground station beneath Manchester Piccadilly High Speed station.^[52] 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 toBury, andAltrincham at most operating times (see table below), and a major stop on the through services toEccles,MediaCityUK,Etihad Campus, andAshton-under-Lyne.^[53] Services run every twelve minutes on each route at most operating times.^[54]

Wikimedia Commons has media related toManchester Piccadilly Metrolink station.

Preceding station	Manchester Metrolink			Following station
Piccadilly Gardens towardsBury		Bury–Piccadilly		Terminus
Piccadilly Gardens towardsAltrincham		Altrincham–Piccadilly
		Altrincham–Etihad Campus (evenings and Sundays only)		New Islington towardsEtihad Campus
Piccadilly Gardens towardsMediaCityUK		MediaCityUK–Etihad Campus (peak only)
Piccadilly Gardens towardsEccles		Eccles–Ashton (peak only)		New Islington towardsAshton-under-Lyne
		Eccles–Ashton via MediaCityUK (off-peak only)

In 2009, theGreater Manchester Integrated Transport Authority advocated reopening the neighbouring derelict Mayfield station to alleviate capacity problems but the proposal was not advanced; plans focused on increasing track capacity on the cross-city route between Piccadilly and Oxford Road stations were pursued.^[55]

During the early 2010s,Network Rail promoted itsNorthern Hub plans, estimated to cost in excess of £560 million to improve the heavily congested rail network on the approach into Manchester.^[56] A pair of through platforms would be constructed at Piccadilly and the station linked to Manchester Victoria via theOrdsall Chord, cutting journey times on Trans-Pennine routes.^[57][58] The construction of the Ordsall Chord made it possible for trains from the airport to travel via platforms 13 and 14 and Oxford Road to Manchester Victoria and Leeds and via theCalder Valley Line toBradford Interchange.^[59]

Phase 2 aims to alleviate congestion at platforms 13 and 14 by constructing a parallel elevated island platform and allow the minimum time between trains to be decreased from four to three minutes, improving reliability. It will allow four more trains per hour to be timetabled to Oxford Road including a second freight to Trafford Park.^[60][61] Approval for the platforms, at an estimated cost of £200 million, was announced during July 2012.^[62]

The proposals would simplify train operations at Piccadilly, creating close associations between pairs of lines leading out of the station and particular platforms while requiring only a few crossing moves. Platforms 1 to 4 would be primarily used for services on the 'east' lines, to and from Marple, Glossop and Huddersfield; platforms 5 to 12 would be for services on the 'fast' lines, to and from Crewe and Stoke; through platforms 13 to 16 would be dedicated to services on the present 'slow' lines, to and from Manchester Airport and Hazel Grove.^[63]

In July 2013, Network Rail consulted on three options for the additional platforms at Piccadilly, all of which would affect local roads and the Grade II listed Star and Garter public house.^[64]

Construction was originally due to begin in 2016, but the project was delayed indefinitely.^[65] In 2023, Network Rail stated plans for the new platforms had been shelved to allow improvements toManchester Victoria andSalford Crescent stations to go ahead instead.^[66]

To accommodateHigh Speed 2 (HS2), an extension would require four platforms and a 7.5 miles (12.1 km) tunnel under south Manchester to join theWest Coast Main Line atArdwick. Journey times toManchester Airport would be reduced to 9 minutes from 18,Birmingham 41 minutes from 86 minutes, and London 68 minutes from 128. Station upgrades could include enhanced Metrolink services, improved road access and car parking. The line is planned to be completed by 2032.^[67]

A major redevelopment of the station and surrounding area has been proposed to complement the HS2 proposals involving the construction of a canopy over the HS2 platforms, the creation of a new entrance, and office, retail and residential development. Designs indicate that the derelictMayfield station and the Gateway House office block will be demolished.^[68][69] The plans were approved by the Government in November 2016.^[70][71]

In October 2023, the portion of HS2 north of Birmingham was announced to be cancelled at the Conservative Party conference in Manchester.^[72]

Northern Powerhouse Rail (NPR) proposals include the construction of new platforms under Piccadilly station and the proposed HS2 platforms. The 2016 'Manchester Piccadilly Options Assessment' by the National Infrastructure Commission stated: "Addition of Northern Powerhouse Rail and Station to the Manchester Piccadilly system will be the last step of the process of transforming the station in to [sic] a transport super hub. The NPR station and its construction will need to be considered throughout the design and implementation of the other station improvements, which form the station concept but which are delivered earlier. The NPR station is proposed to stay underground on its way east as it passes through Manchester city. This provides opportunities and offers location and orientation alternatives. Staying under the existing Piccadilly station or positioning NPR under the HS2 station box will maximise interchange efficiencies and travel distances. The orientation will also dictate the number of vertical connection cores also referred to as “drums” and their locations. The drums will have the function to connect all levels of transport to one and other [sic] at critical junction points."^[73]

During October 2017, according to a report to the Manchester City Council’s executive of the various proposals submitted, the development of an underground station has been selected as the preferred option for accommodating the envisioned NPR services, which are speculated to involve the running of up to eight trains per hour, as well as connecting services with the in-development HS2. The importance of directly integrating this underground facility with the existing Piccadilly Station has been emphasised as well; however, the report observes that the necessary financing for the programme is still lacking.^[74]

• Mitchell, Vic; Smith, Keith (2013).Chester Northgate to Manchester. Middleton Press. figs. 119-120.ISBN 9781908174512.OCLC 892704846.
• Mitchell, Vic; Smith, Keith (2014).Crewe to Manchester. Middleton Press. figs. 109-120.ISBN 9781908174574.OCLC 892047119.
• Johnston, Howard (23 September – 6 October 1998). "Piccadilly: Regeneration is still not enough...".RAIL. No. 340. EMAP Apex Publications. pp. 42–44.ISSN 0953-4563.OCLC 49953699.
• "Manchester Piccadilly to close for major works".RAIL. No. 346. EMAP Apex Publications. 16–29 December 1998. p. 7.ISSN 0953-4563.OCLC 49953699.

Wikimedia Commons has media related toManchester Piccadilly station.

• Train times andstation information for Manchester Piccadilly station fromNational Rail
• Station information on Manchester Piccadilly station, provided by Network Rail
• Tram times and station information for Piccadilly tram stop from Manchester Metrolink.

v t e Manchester railways
Legend
City Centre and North Past, present and future
Manchester Metrolink Main line services to Rochdale to Oldham Moston Newton Heath to Bury Newton Heath and Moston Bowker Vale to Tameside Crumpsall Clayton Bridge Abraham Moss Park Woodlands Road to Tameside Queens Road Central Park Monsall Edge Lane Miles Platting Clayton Hall Velopark Oldham Road Holt Town Manchester Victoria Etihad Campus Exchange New Islington toOrdsall Chord andto Salford Ardwick Shudehill Ashburys High Street │ Manchester Piccadilly Mayfield Market Street │ Piccadilly Gardens to South Manchester Exchange Square Gorton Mosley Street Manchester Oxford Road St Peter's Square to Belle Vue Manchester Central │ Deansgate- Castlefield Deansgate Liverpool Road to Hyde Road toOrdsall Chord andto Salford to Tameside Cornbrook Cornbrook Pomona to Eccles Trafford Bar to Trafford to Trafford Firswood to Altrincham to Chorlton

• Railway stations in Manchester
• Former Great Central Railway stations
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• DfT Category A stations
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• Tram stops in Manchester
• Grade II listed buildings in Manchester
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• Tram stops on the Bury – Piccadilly route
• Tram stops on the Altrincham – Piccadilly/Etihad Campus route
• Tram stops on the Eccles – Ashton route
• Tram stops on the MediaCityUK – Etihad Campus route

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