Ive been looking at maps and thinking how could North and Western areas of Wigan best be served by any metrolink tram/train, places like Newtown, Shevington, Orrell, Pemberton, Standish Lower Ground, Shevington, Shevington vale, Shevington Moor, Standish. And of course the places along the Atherton line. And ive finally decided to put my money where my mouth is and draw some maps. Trams would be every 15 minutes Between Wigan and Lancashire and every 10 minutes on the Phase 2. Between Wigan and Manchester the Services would be between 6-10 minutes via the differing routes.
Firstly we start in Southport, this part of the line is totally unchanged heavy rail.
Next we get to Burscough, this will be a major change, a new interchange is created where previously there had been two stations, one for the Southport-Wigan and one for the Ormskirk-Preston there is now one station, a junction is created so that trains can access the two lines where previously there was only a crossroad junction, there was a former junction here and the allignment still exists, the rails are reinstated. The terminus of the Wigan line is here allowing continued access to Southport (by changing) but also a new access for Ormskirk and Preston. This also increases the possible heavy rail services greatly. From here on the Southport line is converted to Metrolink.
Here Hoscar station is removed, only 2000 people a year use it, about the same as the Bury line stop being removed. Parbold station remains.
Phase 1
Here we come to Appley Bridge, the village straddles both halves of the Lancashire/GM border, the Rail Stations actually on the Lancashire side but is the last GMPTE rail station on the line at present. This station will remain. Next we come to Gathurst station which is the one used by most Shevington residents, as you can see its a bit of a trek. This station will remain in phase 1 but would be removed in a phase 2.
Phase 2 (Orange)
The line would deviate across brownfield land into Shevington Vale where it would follow existing road there would be a stop in the centre. It leaves via a existing road which becomes a dirt track to the corner of the striped field, here it has two options, running on new allignment either side of the tree line. A new overpass of the M6 is required here. It then enters Shevington through a dead end road and runs through it out to the north, it presently has a large central reservation so I think the road can take it without too much traffic impact. As it leaves it enters countryside the road may need to be widened slightly. There would be a Shevington stop but I have no preference for where it would be.
Here we Diverge, for Phase 1 its a simple dash into the town centre, the only alteration will be that the line will no longer cross the Douglas at its original point, instead making a quick diversion to allow for a Stadium and Sports Centre stop, this I think should be on a Viaduct to make best use of the space as well as make the trop over the water easier. Across a new Viaduct over the Douglas and Canal then quickly dive down again to join its original allignment, the land for this is currently light industrial not unlike that around Cornbrook and a viaduct wont be unsightly or difficult to fit in. There will be a new stop for Standish Lower Ground too, (though a bit of a walk) as well as the industrial estate.
Back to Phase 2, We Pick up again in Shevington, this section is entirely on road, Between Shevington and Standish the road can easily be widened. As it enters Standish this section is extremley congested at peak times, its my hope this line can alleviate as much as 30% of traffic along this road at peak times. Theres several bus routes along this road between Wigan and Chorley, its got a partial bus lane on one side and at junctions that the trams could use, they would have right of way at junctions. Near the bottom of the map it crosses the WCML where Boars head station used to be, this used to be the primary rail station for this area. This is a potential choke point as 3 main roads meet to cross a narrowish bridge, theirs a mini roundabout thats a ridiculously tight struggle for buses to avoid hitting the bridge sides. The bridge would have to be widened but would be a great benefit for other traffic as well. Stops spread out along the route where trams would pull into on one side allowing traffic to flow past if needed.
Incidentally the old trams (Horse, Steam and Electric) that ran in Wigan till the 30’s used this road all the way into the centre as I am going to do, So it has Pedigree, its also why the road is wide enough to squeeze three lanes but until the recent bus lane was added was only two very wide lanes.
Continuing again, I imagine looking at the curve that at some point the orginal rail crossing must have been demolished and a short stretch of narrower road was replaced, you can see how the allignment of the road picks up on the other side, but anyway back to route! The first stop here was a former special school which is now land available for development, theirs also been a lot of flats built in this area since the photo was taken which doesnt show. Since this is council owned land its easily available for widening of this short road stretch as well as an offroad stop similar to eccles line if so desired. The second stop is just before a very large junction known as the Cherry Gardens, if you know Wigan even in the slightest you will know this location.
Here I had a dillema, two perfectly good routes to the Town centre to choose from, Trams used to run along both routes.
Turning left would allow the passing of the college buildings as well as the park and would probably be an easier route, the roads 4 lanes wide as well and could accomadate an island platform which would make crossing the road for pedestrians easier as theirs currently no crossing. It would join into the town centre near the existing bus station being a great interchange location easily connect to the existing allignment.
The alternative ive illustrated allows the passing of the Hospital (which may be of greater social worth) as well as presenting the opportunity for an actual central town centre stop on street. Its also a wide road for most of the route It would be a more difficult route, steeper and greater conflict with pedestrians. Its the route I favour personally but on practical terms I think it may be inferior. It also requires the passing through of the Job Centre Carpark to return to the original allignment
Now you may have noticed on the previous slide the conflict around the Wigan Stations, I hope ultimatley that we would have a combined rail station, Metrolink and a bus interchange on two levels (Below road Metrolink, Viaduct (and Main station) with Bus interchange at ground level), but to make do until that happens and to resolve the conflicting lines I have made the following changes:
Wigan Wallgate becomes Metrolink only, after passing under WCML as present it rises over Douglas and Canal to the Robin Park viaduct station.
From Wallgate to Atherton line seperating over Bolton line at this point a new set of tracks is laid making use of the space to provide side by side running in the existing allignment. Ince station is now metrolink only, the heavy Rail line no longer stops (not that it did often anyway)
The other Wallgate services now use North Western., its 4 platforms and 3 bay platforms now become 6 through platforms allowing the WCML to remain segregated from local services and meaning services no longer need to terminate and unload passengers at a bay platform, go turn around, then approach from the bay platform on the opposite side and pick the same passengers up again 20 minutes later. Another large improvement in heavy rail services gained just from expanding the station through platforms.
Ive also possibly identified an intact former rail allignment (green) that could give Leigh a service, more on the next image.
Here you can see The orginal Atherton route (Black) as well as a route making use of a former allignment (green), they mirror each other pretty closley so may not be worth having both lines, or possibly a 12 minute service on each.
Now heres my find, combining the former allignment you now have a perfect spur into Leigh centre, this is the route being used by the Guided bus for Leigh-Tyldsley, but then it returns to normal manchester bus corridors.
Back to the mirroring lines as they approach Salford, the former allignment seems to offer marginally better stop locations and again their so close together that it may be difficult to justify both. Now I reach Salford im unsure what to do, its possible that their may be a way (though unlikley) for the southern line to connect to the Eccles line only a short distance away, if so then here might be a good place for an interchange between the two lines on the edge.
Into Saford, Moorside and Swinton can be joined by two more stops near Pendlebury and Irlams’o’th’Height.
Into Manchester, Again can add another stop, need some additional rails between Salford and Central laid down, there is room. But then once at Central, so many difficult choices. Some possible Ideas ive had are:
GREEN: Leave the viaduct just after Central, street running round behind Victoria and from behind wither joining up with existing allignments or continuing on to form a 3rd city centre crossing to Piccadilly through the North of the city Centre.
BLUE: Leave at Crescent
YELLOW: Leave and provide a street running Cheetham service
BROWN: Extend Victoria to create a new bay platform on the now empty viaduct, its simple and cheap but disjointed to existing Metrolink and prevents through running of network.
PINK: Simple but expensive, begin ascending before Crescent, have a raised Crescent Metrolink platform, then viaduct following or possibly (built over) the road to connect to Eccles line near the Quays. Would be great for providing that missing North-South Salford link, also would prevent people from having to travel into Victoria then through the whole centre to travel back out to the Quays and vice versa.
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