View source for Manchester Piccadilly station

{{short description|Principal railway station in Manchester, England}}
{{redirect|Manchester Piccadilly}}
{{Use British English|date=October 2015}}
{{Use dmy dates|date=June 2019}}
{{Infobox station
| name                = Manchester Piccadilly
| symbol_location     = gb
| symbol              = rail
| symbol2             = metrolink
| image               = Piccadilly Station Manchester - geograph.org.uk - 692981.jpg
| caption             = Aerial view of Piccadilly station in 2007
| borough             = [[Manchester]], [[Greater Manchester]],
| country             = England
| coordinates         = {{coord|53.477|-2.230|type:railwaystation_region:GB_scale:10000|display=inline,title}}
| grid_name           = [[Ordnance Survey National Grid|Grid reference]]
| grid_position       = {{gbmapscaled|SJ847978|25|SJ847978}}
| manager             = [[Network Rail]]
| platforms           = 14 ([[National Rail]]),<br />2 ([[Manchester Metrolink]])
| code                = MAN
| zone                = City (D)
| classification      = [[United Kingdom railway station categories|DfT category]] A
| transit_authority   = [[Transport for Greater Manchester|Greater Manchester]]
| years               = 1842
| events              = Opened as ''Store Street''
| years2              = 1847
| events2             = Renamed ''Manchester London Road''
| years3              = 1861
| events3             = Rebuilt
| years4              = 1881
| events4             = Expanded
| years5              = 1960
| events5             = Renovated and renamed ''Manchester Piccadilly''
| years6              = 2002
| events6             = Renovated
| mpassengers =
<!--{{Rail pass box |pass_year=2017/18 |passengers={{decrease}} 27.725{{nbsp}}million}}
{{Rail pass box |pass_year=2018/19 |passengers={{increase}} 30.133{{nbsp}}million}} 
{{Rail pass box |pass_year=2019/20 |passengers={{increase}} 32.199{{nbsp}}million}}-->
{{Rail pass box |pass_year=2020/21 |passengers={{decrease}} 5.188{{nbsp}}million}}
{{Rail pass box |pass_year=2021/22 |passengers={{increase}} 19.581 million |interchange={{pad|2em}} 1.236 million}}
{{Rail pass box |pass_year=2022/23 |passengers={{increase}} 23.558 million |interchange={{pad|1em}}{{increase}} 2.046 million}}
{{Rail pass box |pass_year=2023/24 |passengers={{increase}} 25.776 million |interchange={{pad|1em}}{{increase}} 2.148 million}}
{{Rail pass box |pass_year=2024/25 |passengers={{increase}} 27.402 million |interchange={{pad|1em}}{{decrease}} 2.144 million}}
| footnotes           = Passenger statistics from the [[Office of Rail and Road]]
|mapframe=yes
|mapframe-zoom = 13
| embedded = {{Infobox designation list|embed=yes
| designation1        = Grade II
| designation1_feature = Train shed at Piccadilly station
| designation1_date   = 6 June 1994
| designation1_number = 1283014<ref name="NHLE"/>
}}
}}
'''Manchester Piccadilly''' 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 [[Manchester city centre|the city centre]], it hosts long-distance [[inter-city rail|inter-city]] and cross-country services to national destinations including [[Euston railway station|London]], [[Birmingham New Street railway station|Birmingham]], [[Nottingham station|Nottingham]], [[Glasgow Central station|Glasgow]], [[Edinburgh Waverley station|Edinburgh]], [[Cardiff Central railway station|Cardiff]], [[Bristol Temple Meads railway station|Bristol]], [[Exeter St Davids railway station|Exeter]], [[Plymouth railway station|Plymouth]], [[Reading railway station|Reading]], [[Southampton Central railway station|Southampton]] and [[Bournemouth railway station|Bournemouth]]; regional services to destinations in [[Northern England]], including {{rws|Cleethorpes}}, [[Liverpool Lime Street railway station|Liverpool]], [[Leeds railway station|Leeds]], {{rws|Redcar Central}}, [[Sheffield railway station|Sheffield]] and [[York railway station|York]]; and local commuter services around Greater Manchester. It 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 [[Manchester Metrolink|Metrolink]] light rail system with two [[#Piccadilly tram stop|tram platforms]] in its [[undercroft]].

Manchester Piccadilly is the busiest station in the [[Manchester station group]] (the other major stations in Manchester are [[Manchester Oxford Road railway station|Manchester Oxford Road]] and [[Manchester Victoria station|Manchester Victoria]]). As of December 2024, it is the second-busiest station in the United Kingdom outside of London (after {{rws|Birmingham New Street}}),<ref>{{cite web|url=https://dataportal.orr.gov.uk/statistics/usage/estimates-of-station-usage|title=ORR Statistics 2023-24}}</ref> and is also one of the busiest [[interchange station|interchange stations]] outside London, with over 2{{nbsp}}million passengers changing trains annually.<ref>{{cite web|url=https://dataportal.orr.gov.uk/statistics/usage/estimates-of-station-usage|title=Office of Rail and Road}}</ref> 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{{nbsp}}million (in 2002); it was the most expensive improvement on the UK rail network at the time.<ref name="BBCrevamp">{{Cite news |title=£100m station revamp opens |url=https://news.bbc.co.uk/2/hi/uk_news/england/2556527.stm |work=BBC News |date=9 December 2002 |access-date=4 September 2011}}</ref> Further improvements and expansion plans have been proposed. In December 2014, a [[Transport and Works Act 1992|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''.<ref>{{cite web |title=Network Rail - Enhancements Delivery Plan |page=11 |url=http://www.networkrail.co.uk/improvements/northern-hub/ |archive-url=https://web.archive.org/web/20120929093128/http://www.networkrail.co.uk/improvements/northern-hub/ |url-status=dead |archive-date=29 September 2012 |work=Network Rail |date=September 2016 |access-date=8 January 2017}}</ref><ref>{{cite news |title=Watch: How Piccadilly and Oxford Road stations could look after £1bn redevelopment |url=https://www.manchestereveningnews.co.uk/news/greater-manchester-news/watch-how-piccadilly-oxford-road-7898576 |work=Manchester Evening News |date=8 October 2014 |access-date=20 October 2018}}</ref> In September 2019, Network Rail declared the [[Castlefield corridor]] through Manchester 'congested'.<ref>{{Cite web |date=6 September 2019 |title=Castlefield Corridor - Congested Infrastructure Report: Capacity Analysis – System Operator |url=https://cdn.networkrail.co.uk/wp-content/uploads/2019/09/Castlefield-Corridor-congested-infrastructure-report.pdf |url-status=dead |archive-url=https://web.archive.org/web/20220417155249/https://cdn.networkrail.co.uk/wp-content/uploads/2019/09/Castlefield-Corridor-congested-infrastructure-report.pdf |archive-date=17 April 2022 |access-date=2019-12-02 |work=Network Rail}}</ref><ref>{{Cite web |date=24 June 2019 |title=Twenty Fourth Supplemental Agreement to the Track Access Contract |url=https://orr.gov.uk/__data/assets/pdf_file/0016/41344/s22a-ftpe-24th-supplemental-decision-letter.pdf |access-date=2019-12-02 |work=ORR |quote=It noted that Network Rail had highlighted that the Corridor has congestion issues between 0700 and 2000 and would be more than happy to contractually agree to the additional rights being confined to the proposed hours of operation.}}</ref> Despite this, in 2023, these plans were withdrawn in favour of "a new approach", comprising upgrades to other stations in Manchester.<ref>{{Cite web |date=8 February 2017 |title=Piccadilly Station should get two new platforms – but does 'crass stupidity' mean it might never happen? |url=https://www.manchestereveningnews.co.uk/news/greater-manchester-news/piccadilly-station-manchester-new-platforms-12574293 |work=Manchester Evening News}}</ref><ref>{{Cite web |last=Timan |first=Joseph |date=2023-05-25 |title=Plans for new Piccadilly platforms to solve Manchester rail chaos pulled |url=https://www.manchestereveningnews.co.uk/news/greater-manchester-news/long-held-plans-two-new-26986599 |access-date=2025-08-17 |website=Manchester Evening News |language=en}}</ref>

==History==
===Origins===
[[File:Manchester RJD 47.JPG|thumb|left|A 1910 [[Railway Clearing House]] junction diagram showing railways in Manchester]]

In June 1840, the [[Manchester and Birmingham Railway]] (M&BR) opened a temporary terminus on its line to [[Stockport railway station|Stockport]] on Travis Street. A large site, {{convert|1700|ft|m|0|abbr=on}} long by {{convert|500|ft|m|0|abbr=on}} wide, was cleared of terraced houses and industrial premises to make way for the permanent station ''Store Street'' which was built on top of a viaduct, {{convert|30|ft|m|0|abbr=on}} 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]].{{sfn|Hooper|1995|p=3}}<ref name="archive">{{cite web|title=Network Rail Archive – Manchester Piccadilly |url=http://www.networkrail.co.uk/VirtualArchive/manchester-piccadilly/ |publisher=[[Network Rail]] |access-date=3 November 2012 |url-status=bot: unknown |archive-url=https://web.archive.org/web/20160805075938/http://www.networkrail.co.uk/VirtualArchive/manchester-piccadilly/ |archive-date=5 August 2016 }}</ref>

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]].<ref name="eng time"/> [[Charles Hutton Gregory]] 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.{{sfn|Hooper|1995|p=3}}

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.{{sfn|Hooper|1995|p=4}}

===Manchester London Road===
In 1847, the station was renamed ''London Road''.<ref name="eng time"/> In 1849 the [[Manchester, South Junction and Altrincham Railway]] (MSJA&R) began using the station after its line from {{rws|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 the station and formed a through route to the LNWR's [[Liverpool–Manchester lines|line to Liverpool]].<ref name="archive"/>{{sfn|Hooper|1995|pp=4-5}}
[[File:Manchester London Road station, coloured old postcard.jpg|thumb|left|Colourised postcard of the frontage of London Road station {{circa|1905}}]]
[[File:Manchester London Road station building, old postcard.jpg|thumb|The 1860s station building, which lasted until the 1960s]]
[[File:Manchester London Road and Mayfield map 1915 6inch.gif|thumb|left|1915 map showing London Road and Mayfield stations]]
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 (Great Britain)|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 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 {{convert|656|ft|m|0|abbr=on}} long iron and glass [[trainshed]] was built over the terminal platforms; it had two {{convert|95|ft|m|0|abbr=on}} wide arched spans, one covering the LNWR platforms and the other the MS&LR platforms.{{sfn|Hooper|1995|pp=5-6}} 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 station]]s and [[warehouse]]s to the northern side of the passenger station.{{sfn|Hooper|1995|pp=5-6}}<ref name="GGMPW">{{cite web |title=Manchester Piccadilly Warehouses |url=https://www.gracesguide.co.uk/Manchester_Piccadilly_Warehouses |publisher=Grace's Guide |access-date=4 August 2020}}</ref>

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 {{convert|69|ft|m|0|abbr=on}} 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.<ref name="archive"/>{{sfn|Hooper|1995|p=8}}

In 1897, the MS&LR changed its name to the [[Great Central Railway]] (GCR); it opened its own [[Great Central Main Line|direct route]] from the station to London in 1899.{{sfn|Hooper|1995|p=8}}

In 1910, the adjacent [[Manchester Mayfield railway station|Mayfield station]] opened with four platforms to alleviate overcrowding at London Road. The stations were linked by a footbridge.{{sfn|Hooper|1995|p=8}} 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.<ref name="RailPR">{{cite news |title=Winning Station |last1=Coward |first1=Andy |url= https://www.pressreader.com/uk/rail-uk/20170104/282681866946719 |work=Rail |location= Peterborough |date=4 January 2017 |access-date=17 April 2017}}</ref> In October 2013 the station's roof/canopies were demolished due to safety concerns.

[[File:Manchester Piccadilly railway station from the footbridge.jpg|thumb|right|Interior of the Victorian train shed]]

Following the [[Railways Act 1921|1923 railway grouping]], the LNWR amalgamated with several other railway companies to create the [[London, Midland and Scottish Railway]] (LMS), and the GCR amalgamated with other railways to create the [[London and North Eastern Railway]] (LNER).{{sfn|Hooper|1995|p=12}} The division of the station was maintained and it continued to be operated as two separate stations even after the [[Nationalisation of British Railways|nationalisation of the railways]] in 1948: One side was used by the [[London Midland Region of British Railways]] and the other by [[Eastern Region of British Railways|Eastern Region]].<ref name="archive"/>

===Manchester Piccadilly===
[[File:Manchester London Road Station geograph-3004472-by-Ben-Brooksbank.jpg|thumb|right|Construction of platforms 13 and 14 in 1959]]

Between 1958 and 1966, London Road was rebuilt in the [[West Coast Main Line#Modernisation by British Rail|West Coast Main Line modernisation programme]] undertaken by [[British Rail]]ways. It was renamed ''Manchester Piccadilly'' on 12 September 1960. Piccadilly is the name of a road and [[Piccadilly Gardens]] is nearby.<ref name="archive"/>

[[File:Manchester Picadilly 1989 827033.jpg|thumb|Piccadilly station in 1989, with the concourse building opened in 1966; this was later redeveloped in 2002]]

The [[London Midland Region]] rebuilt the station at a cost of £1.75{{nbsp}}million (equivalent to £{{formatnum:{{Inflation|UK|1.75|1958|r=2}}|0}}&nbsp;million at {{inflation/year|UK}} prices{{Inflation-fn|UK|df=y}}) 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.{{sfn|Hooper|1995|pp=13-16}}

The former MSJA&R through platforms and bridges over Fairfield Street were rebuilt on 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.<ref name="eng time"/> On 11 May 1966, work was completed for the introduction of electric expresses to London.{{sfn|Hooper|1995|pp=13-16}}{{sfn|Hooper|1995|pp=53-64}}

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, Manchester|Gateway House]], was opened in its place in 1969.{{sfn|Hooper|1995|pp=13-16}}<ref name="eng time"/>

Piccadilly remained open throughout the reconstruction, but there was disruption, and many trains were diverted to {{rws|Manchester Mayfield}} or {{rws|Manchester Central}} stations. When the work was completed, those stations were no longer required; they were closed and their services were diverted into Piccadilly.{{sfn|Hooper|1995|pp=13-16}}

====Picc-Vic tunnel and Metrolink====
In the early 1970s, an underground station, ''Piccadilly Low Level'', was proposed as part of the [[Picc-Vic tunnel]] project.<ref name="piccvic-leaflet">{{citation |date=October 1971|title=SELNEC Picc-Vic Line |publisher=SELNEC PTE }} publicity brochure</ref> 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 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 [[tram]]way and linking two converted rail lines to [[Altrincham Line|Altrincham]] and [[Bury Line|Bury]]. The [[#Piccadilly tram stop|tram stop]] in the station's undercroft opened in 1992.<ref name="archive"/><ref name="RailPR"/>

====Windsor Link====
Between 1988 and 1989, Piccadilly's through platforms 13 and 14 were lengthened further,<ref>{{cite web |last1=Whatley |first1=Peter |title=Manchester Piccadilly - platforms 9-14 (December 88) |url=https://www.geograph.org.uk/photo/826804 |publisher=geograph.org |access-date=17 April 2017}}</ref><ref>{{cite web |last1=Whatley |first1=Peter |title=Manchester Piccadilly - platforms 9-14 (March 89) |url=https://www.geograph.org.uk/photo/827156 |publisher=geograph.org |access-date=27 April 2017}}</ref> in conjunction with the opening of the [[Windsor Link Line, Manchester|Windsor Link]] chord in [[Salford, Greater Manchester|Salford]], which allowed trains from places to the north of Manchester, such as {{rws|Bolton}}, {{rws|Preston}}, [[Blackpool North railway station|Blackpool]] and Scotland, to run directly into Piccadilly via the through platforms and continue south to destinations such as {{rws|Stockport}}, {{rws|Buxton}} and (from 1993 onwards) {{stn|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.<ref>{{cite web |title=A Brief Rail History of Manchester: 1980s developments |url=http://www.lrta.org/Manchester/history.html#eighties |publisher=Light Rail Transit Association |access-date=17 April 2017 |archive-date=15 August 2017 |archive-url=https://web.archive.org/web/20170815023253/http://www.lrta.org/Manchester/history.html#eighties |url-status=dead }}</ref><ref name="HNWR">{{cite book |last1=Holt |first1=Geoffery |title=A Regional History of the Railways of Great Britain, Volume 10, The North West |date=1986 |publisher=David St John Thomas |isbn=0-946537-34-8 |page=244}}</ref>

====2002 redevelopment====
[[File:Manchester Piccadilly station approach - April 11 2005.jpg|thumb|The post-2002 main entrance to the station]]

Between 1998 and 2002, in preparation for the [[2002 Commonwealth Games]], the station underwent a £100{{nbsp}}million redevelopment. The glass roof of the trainshed, which is a [[Listed building|Grade II listed structure]],<ref name = "NHLE">{{National Heritage List for England |num= 1283014|desc= Train shed at Piccadilly Station |access-date= 16 October 2012}}</ref> was reglazed and repainted. A new main entrance and enlarged concourse with a [[mezzanine]] level, designed by [[Building Design Partnership|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 a new taxi rank along with a drop-off point for private cars.<ref name="RailPR"/><ref name="archive"/><ref name="BBCrevamp"/><ref>{{cite web |title=Case Studies: Manchester Piccadilly |url=http://www.cabe.org.uk/case-studies/manchester-piccadilly-station |publisher=CABE |access-date=16 April 2017 |url-status=usurped |archive-url=http://webarchive.nationalarchives.gov.uk/20110118095356/http://www.cabe.org.uk/case-studies/manchester-piccadilly-station |archive-date=18 January 2011}}</ref>

===Electrification===
The station is unusual in having seen two different systems of [[Railway electrification in Great Britain|overhead railway electrification]]:

* [[Railway electrification in Great Britain#1,500 V DC, overhead (historic)|1,500 V DC overhead]]: The first electrified line into London Road was the [[Manchester, South Junction and Altrincham Railway|MSJA&R]] line to {{rws|Altrincham}}, 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.{{sfn|Hooper|1995|p=12}} The second line to be electrified using 1,500 V DC was the LNER's [[Woodhead Route]] from Manchester to {{rws|Sheffield Victoria}}. Work on the scheme commenced in the late 1930s, but was stopped due to the [[World War II|Second World War]], before being restarted in the early 1950s. Electrification was completed in September 1954.{{sfn|Hooper|1995|p=13}} The two electric 1,500 V DC lines ran into different parts of the station.{{Citation needed|date=July 2018}}

* [[25 KV AC railway electrification|25 kV AC overhead]]:  This was adopted as the national standard by British Railways and 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 {{rws|Crewe}} by 1960 and London by 1966. At the same time, the 1,500 V electrification on the Altrincham line was cut back to [[Manchester Oxford Road railway station|Oxford Road]] to where the new system was extended from the south.{{sfn|Hooper|1995|p=16}} The Altrincham line was converted to 25 kV in 1971.<ref>{{cite web |title=The Manchester South Junction & Altrincham (BR Class 505) Stock |url=https://www.lner.info/locos/Electric/msja.php |publisher=LNER Encyclopedia |access-date=16 April 2017}}</ref>

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 Line|Glossop and Hadfield]] continued to be operated by 1,500 V trains until the line was converted to 25 kV during 1984.<ref name=RCTSLNER10B>{{cite book |editor-last=Fry |editor-first=Eric |series=Locomotives of the L.N.E.R. |volume=Part 10B |title=Railcars and Electric Stock |publisher=[[Railway Correspondence and Travel Society]] |location=Lincoln |date=April 1990 |pages=141–143 |isbn=0-901115-66-5 }}</ref>

During the 2010s, the [[Northern Hub]] scheme saw electrification extended from [[Liverpool-Manchester lines|Manchester to Liverpool]] in 2015,<ref>{{cite web |url=http://www.networkrailmediacentre.co.uk/News-Releases/Better-rail-services-become-a-reality-between-Liverpool-Lime-Street-and-Manchester-Airport-station-22b0.aspx |title=Better rail services become a reality between Liverpool Lime Street and Manchester Airport station |author=<!--Staff writer(s); no by-line.--> |date=5 March 2015 |website=Network Rail Media Centre |publisher=Network Rail |access-date=5 March 2015 |url-status=dead |archive-url=https://archive.today/20150309092746/http://www.networkrailmediacentre.co.uk/News-Releases/Better-rail-services-become-a-reality-between-Liverpool-Lime-Street-and-Manchester-Airport-station-22b0.aspx |archive-date=9 March 2015 }}</ref>  and [[Manchester to Preston Line|Manchester to Preston]] and through to [[Blackpool branch lines|Blackpool]] in 2019.<ref>{{cite web |title=First electric passenger trains finally entering service in Bolton |url=https://www.theboltonnews.co.uk/news/17426252.first-electric-passenger-trains-finally-entering-service-in-bolton/ |publisher=The Bolton News |access-date=7 August 2019 |date=12 February 2019}}</ref>

==Architecture==
[[File:Manchester Picadilly Station Panorama.jpg|thumb|right|One of the train shed's four arched roofs from the 1860s and 1880s]]

The [[Listed building|listed]] [[train shed]] roof which is {{convert|105|m|ft}} wide between platforms 1 and 12, comprises four spans: two of the spans, {{convert|185|m|ft}} in length, were built over the eastern part of the station during the 1860s while the other two, at the western side measuring {{convert|150|m|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]] [[column]]s along the platforms in its interior space. The roof spans have an arrangement of [[wrought iron]] [[truss]]es with supporting cast iron [[strut]]s on [[girder]]s, which are evenly spaced between the columns.<ref name = "NHLE"/>

As built, the roof was largely covered with [[slate]]s with some areas of [[Architectural glass|glazing]]; over time, the slates were replaced with boarded felt. Between 1997 and 1999, the station roof was refurbished and the traditional [[cladding (construction)|cladding]] 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.<ref name="eng time">{{citation |url=http://www.engineering-timelines.com/scripts/engineeringItem.asp?id=1089 |title=Manchester Piccadilly Station |publisher= Engineering Timelines |access-date=25 November 2011}}</ref>

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, [[Siding (rail)|siding]]s, and car parking.<ref name="eng time"/> Before it was reused for the Metrolink, the cast-iron columns throughout the undercroft were encased in concrete as a protective measure against collision.<ref name="eng time"/>

[[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 [[parapet]]s. 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 and [[spandrel]]s were encased in concrete.<ref name="FSB">{{Citation |url=http://www.engineering-timelines.com/scripts/engineeringItem.asp?id=1083 |title=Fairfield Street Bridge, M&BR |publisher= Engineering Timelines |access-date=25 November 2011}}</ref><ref name="eng time"/> 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.<ref name="eng time"/> 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.<ref>{{citation |title=Piccadilly Station |url=http://www.bdp.com/en/projects/p-z/Piccadilly-Station/ |publisher=BDP |access-date=3 March 2012}}</ref> The station's approach leading to the end of Piccadilly was constructed in 1969 along with the "wavy" fronted [[Gateway House, Manchester|Gateway House]] designed by the architect [[Richard Seifert]]. Gateway House was modernised during 2003.<ref name="eng time"/>

{{clear}}

==Facilities==
[[Image:Manchester Piccadilly station.jpg|thumb|left|Fairfield Street entrance, the platforms inside are level with the brown brickwork]]
[[File:Manchester Piccadilly concourse (1) 5.19.jpg|thumb|right|Retail and refreshment outlets on the station concourse]]

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 the [[Avanti West Coast]] First Class Lounge. On the main concourse, doorways in a large glass partition wall access platforms 1 to 12. A [[Moving walkway|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 a departure lounge. There are vending machines, waiting areas and snack bars on platforms 13 and 14.{{Citation needed|date=July 2018}}

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|date=July 2018}}

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 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.<ref name = "parking">{{cite web |title=Parking – Manchester Piccadilly |url= https://www.networkrail.co.uk/stations/manchester-piccadilly/ |publisher=National Rail |access-date=2 March 2012}}</ref> accessible from Fairfield Street.<ref name = "parking"/> 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]].<ref name = "application for ticket gatelines">{{cite web |title=Application for Ticket Gatelines – Manchester Piccadilly |url=http://pa.manchester.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=NQ2U60BC6K000 |publisher=Manchester City Council |access-date=8 November 2016 |archive-date=9 November 2016 |archive-url=https://web.archive.org/web/20161109153828/http://pa.manchester.gov.uk/online-applications/applicationDetails.do?activeTab=summary&keyVal=NQ2U60BC6K000 |url-status=dead }}</ref> Ticket barriers were fitted on platforms 1–3 by TransPennine Express.{{citation needed|date=January 2018}}

==Layout==
[[File:Manchester Piccadilly staion train departure time screen 2023.jpg|thumb|300x300px|Screen showing train departures]]

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 to {{rws|Rose Hill Marple}}, {{rws|New Mills Central}} and Sheffield via the [[Hope Valley Line]]; services on the [[Glossop Line]]; and [[TransPennine 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 by [[Avanti West Coast]] and [[CrossCountry]] 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, plus [[Mid-Cheshire line]], [[Buxton Line]] and South Wales services; platform 12 is the shortest and can only accommodate four coaches.<ref>{{cite web |last1=Johnston |first1=Peter |title=Behind the curve - The Ordsall Chord is a poor choice |url=http://www.railtechnologymagazine.com/Rail-News/behind-the-curve-the-ordsall-chord-is-a-poor-choice |publisher=Rail technology Magazine |access-date=12 February 2018}}</ref>
* 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. The [[Manchester Metrolink|Metrolink]] 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 derelict {{rws|Manchester Mayfield}} station, which was closed for railway use in 1986.
[[File:Manchester Piccadilly plan.png|thumb|550px|center|Layout plan of Piccadilly station, and surrounding streets.]]

==Services==
[[File:Class 185 at Manchester Piccadilly.jpg|thumb|A TransPennine Express {{brc|185}} at Piccadilly]]
[[File:NT 156428.jpg|thumb|A Northern Trains {{brc|156}} at Piccadilly]]

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, Edinburgh and through services from Manchester Airport.

Manchester Piccadilly is currently served by six [[train operating companies]]:

===Avanti West Coast===
* 3tph to {{rws|London Euston}}; of which:
** 1tph calling at {{rws|Stockport}}, {{rws|Stoke-on-Trent}} and {{rws|Nuneaton}}
** 1tph calling at Stockport, {{rws|Macclesfield}}, Stoke-on-Trent, {{rws|Rugby}} and {{rws|Milton Keynes Central}}
** 1tph calling at Stockport, {{rws|Wilmslow}}, {{rws|Crewe}} and {{rws|Stafford}}.<ref>{{Cite web |title=Our latest timetables and ticket info |work=Avanti West Coast |date=18 May 2025 |access-date=26 October 2025 |url= https://www.avantiwestcoast.co.uk/travel-information/plan-your-journey/timetables}}</ref>

===CrossCountry===
* 1tph to {{rws|Bournemouth}}, calling at Stockport, Macclesfield, Stoke-on-Trent, Stafford, {{stn|Wolverhampton}}, {{rws|Birmingham New Street}}, {{rws|Birmingham International}}, {{rws|Coventry}}, {{rws|Leamington Spa}}, {{rws|Banbury}}, {{rws|Oxford}}, {{rws|Reading}}, {{rws|Basingstoke}}, {{rws|Winchester}}, {{rws|Southampton Airport Parkway}}, {{rws|Southampton Central}} and {{rws|Brockenhurst}}.
* 1tph to {{rws|Bristol Temple Meads}}, calling at Stockport, Macclesfield, Stoke-on-Trent, Wolverhampton, Birmingham New Street, {{rws|Cheltenham Spa}} and {{rws|Bristol Parkway}}.<ref>{{Cite web |title=Train timetables |work=CrossCountry |date=18 May 2025 |access-date=26 October 2025 |url=https://www.crosscountrytrains.co.uk/travel-information/train-timetables}}</ref>

===East Midlands Railway===
* 1tph to {{rws|Liverpool Lime Street}}, calling at {{rws|Manchester Oxford Road}}, {{rws|Warrington Central}}, {{rws|Widnes}} and {{rws|Liverpool South Parkway}}.
* 1tph to {{rws|Norwich}}, calling at Stockport, {{stn|Sheffield}}, {{rws|Dronfield}} (irregular), {{rws|Chesterfield}}, {{rws|Nottingham}}, {{rws|Grantham}}, {{rws|Peterborough}}, {{rws|Ely}} and {{rws|Thetford}}.<ref>{{Cite web |work=East Midlands Railway |title=Timetables |date=18 May 2025 |access-date=26 October 2025 |url=https://www.eastmidlandsrailway.co.uk/timetables}}</ref>

===Northern Trains===
* 1tph to {{rws|Lancaster}}, calling at Manchester Oxford Road, {{rws|Deansgate}}, {{rws|Bolton}}, {{rws|Chorley}} and {{rws|Preston}}; of which:
** 11tpd continue to {{rws|Barrow-in-Furness}}, calling at {{rws|Carnforth}}, {{rws|Silverdale}}, {{rws|Arnside}}, {{rws|Grange-over-Sands}}, {{rws|Kents Bank}} (irregular), {{rws|Cark & Cartmel}}, {{rws|Ulverston}}, {{rws|Dalton}} and {{rws|Roose}}
** 4tpd continue to {{rws|Windermere}}, calling at {{rws|Oxenholme Lake District}}, {{rws|Kendal}}, {{rws|Burneside}} and {{rws|Staveley}}.
* 2tph to {{rws|Blackpool North}}, calling at Manchester Oxford Road, {{rws|Deansgate}}, {{rws|Salford Crescent}}, Bolton, {{rws|Lostock}}, {{rws|Horwich Parkway}}, {{rws|Blackrod}} (1tph), {{rws|Adlington|Lancashire}} (1tph), Chorley, {{rws|Buckshaw Parkway}}, {{rws|Leyland}}, Preston, {{rws|Kirkham & Wesham}}, {{rws|Poulton-le-Fylde}} and {{rws|Layton|England}} (1tph). On Sundays, this is reduced to 1tph calling at all stations.
* 1tph to Liverpool Lime Street via {{rws|Newton-le-Willows}}, calling at Manchester Oxford Road, {{rws|Deansgate}}, {{rws|Eccles}}, {{rws|Patricroft}}, Newton-le-Willows, {{rws|Earlestown}}, {{rws|St Helens Junction}}, {{rws|Lea Green}}, {{rws|Rainhill}}, {{rws|Whiston}}, {{rws|Huyton}}, {{rws|Roby}}, {{rws|Broad Green}}, {{rws|Wavertree Technology Park}} and {{rws|Edge Hill}}.
* 5tph to {{stn|Manchester Airport}}, each with different calling patterns; of which:
** 2tph calling at {{rws|Mauldeth Road}}, {{rws|Burnage}}, {{rws|East Didsbury}}, {{rws|Gatley}} and {{rws|Heald 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, {{rws|Styal}}, Wilmslow, {{rws|Alderley Edge}}, {{rws|Holmes Chapel}} and {{rws|Sandbach}}. On Sundays, this train terminates at Wilmslow.
* 1tph to Crewe via Stockport, calling at {{rws|Levenshulme}}, {{rws|Heaton Chapel}}, Stockport, {{rws|Cheadle Hulme}}, {{rws|Handforth}}, Wilmslow, Alderley Edge, {{rws|Chelford}}, {{rws|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, {{rws|Bramhall}}, {{rws|Poynton}}, {{rws|Adlington|Cheshire}}, {{rws|Prestbury}}, Macclesfield, {{rws|Congleton}} and {{rws|Kidsgrove}}. Some additional morning peak hour services start at Macclesfield. The Sunday service is 6tpd.
* 1tph to {{rws|Chester}} via Northwich, calling at Stockport, {{rws|Navigation Road}}, {{rws|Altrincham}}, {{rws|Hale}}, {{rws|Ashley}}, {{rws|Mobberley}}, {{rws|Knutsford}}, {{rws|Plumley}}, {{rws|Lostock Gralam}}, {{rws|Northwich}}, {{rws|Greenbank}}, {{rws|Cuddington}}, {{rws|Delamere}} and {{rws|Mouldsworth}}. The Sunday service is 1tp2h.
* 1tph to {{rws|Buxton}}, calling at Levenshulme, Heaton Chapel, Stockport, {{rws|Davenport|England}}, {{rws|Woodsmoor}}, Hazel Grove, {{rws|Middlewood}} (1tp2h), {{rws|Disley}}, {{rws|New Mills Newtown}}, {{rws|Furness Vale}}, {{rws|Whaley Bridge}}, {{rws|Chapel-en-le-Frith}} and {{rws|Dove Holes}} (1tp2h).
* 1tph to {{rws|Hazel Grove}}, calling at Levenshulme, Heaton Chapel, Stockport, Davenport and Woodsmoor (Monday to Saturday only).
* 2tph to {{rws|Hadfield}}, calling at {{rws|Ashburys}}, {{rws|Guide Bridge}}, {{rws|Flowery Field}}, {{rws|Newton for Hyde}}, {{rws|Godley}}, {{rws|Hattersley}}, {{rws|Broadbottom}}, {{rws|Dinting}} and {{rws|Glossop}}. {{rws|Gorton}} is served additionally on Sundays.
* 4tp3h to {{rws|Rose Hill Marple}}, calling at Gorton, [[Fairfield railway station (England)|Fairfield]], Guide Bridge, {{rws|Hyde North}}, {{rws|Hyde Central}}, {{rws|Woodley}} and {{rws|Romiley}} (Monday to Saturday only).
* 1tph to {{rws|New Mills Central}}, calling at Ashburys, {{rws|Belle Vue}}, {{rws|Ryder Brow}}, {{rws|Reddish North}}, {{rws|Brinnington}}, {{rws|Bredbury}}, Romiley, {{rws|Marple}} and {{rws|Strines}} (Monday to Saturday only).
* 1tph to Sheffield, calling at Reddish North, Brinnington, Bredbury, Romiley, Marple, New Mills Central, {{rws|Chinley}}, {{rws|Edale}}, {{rws|Hope|Derbyshire}}, {{rws|Bamford}}, {{rws|Hathersage}}. {{rws|Grindleford}} and {{rws|Dore & Totley}}. Strines is served at peak times and all day on Sunday.<ref>{{cite web |url=https://www.northernrailway.co.uk/travel/timetables |title=Train Timetables |website=Northernrailway.co.uk |date=18 May 2025 |access-date=26 October 2025}}</ref>

===TransPennine Express===
Services are operated on three routes:<ref>{{cite web |url=https://www.tpexpress.co.uk/travel-updates/timetables |title=Timetables |website=Tpexpress.co.uk |date=18 May 2025 |access-date=26 October 2025}}</ref>

North TransPennine:
* 1tph non-stop to Manchester Airport; calls at Gatley on Sundays.
* 1tph to {{rws|Redcar Central}}, calling at Manchester Oxford Road, {{stn|Manchester Victoria}}, {{rws|Huddersfield}}, {{rws|Dewsbury}}, {{rws|Leeds}}, York, {{rws|Thirsk}}, {{rws|Northallerton}}, {{rws|Yarm}}, {{rws|Thornaby}} and {{rws|Middlesbrough}} 
* 1tph to {{rws|York}}, calling at {{rws|Stalybridge}}, {{rws|Mossley}}, {{rws|Greenfield}}, {{rws|Marsden}}, {{rws|Slaithwaite}}, Huddersfield, {{rws|Mirfield}}, {{rws|Wakefield Kirkgate}}, {{rws|Normanton}} and {{rws|Castleford}}. 

South TransPennine:
* 1tph to {{rws|Cleethorpes}}, calling at Stockport, Dore & Totley (limited), Sheffield, {{rws|Meadowhall}}, {{rws|Doncaster}}, {{rws|Scunthorpe}}, {{rws|Barnetby}}, {{rws|Habrough}} and {{rws|Grimsby Town}}.
* 1tph to Liverpool Lime Street, calling at {{rws|Urmston}}, {{rws|Irlam}}, {{rws|Birchwood}}, {{rws|Warrington Central}}, {{rws|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 to {{rws|Carlisle}}, calling at Manchester Oxford Road, Preston, Lancaster, {{rws|Oxenholme Lake District}} and {{rws|Penrith North Lakes}}; of which:
** 1tp2h continue to {{rws|Edinburgh Waverley}}, calling at {{rws|Lockerbie}} and {{rws|Haymarket}} 
** 1tp2h continue to {{rws|Glasgow Central}}, calling at Lockerbie and {{rws|Motherwell}}.
* 1tph non-stop to Manchester Airport.

===Transport for Wales===
* 1tph to {{rws|Llandudno}} via the [[North Wales Main Line]], calling at Manchester Oxford Road, Newton-le-Willows, Earlestown, {{rws|Warrington Bank Quay}}, {{rws|Runcorn East}}, {{rws|Frodsham}}, {{rws|Helsby}}, Chester, {{rws|Shotton}}, {{rws|Flint}}, {{rws|Prestatyn}}, {{rws|Rhyl}}, {{rws|Abergele & Pensarn}}, {{rws|Colwyn Bay}}, {{rws|Llandudno Junction}} and {{rws|Deganwy}}. Two trains per day run to {{rws|Holyhead}} on weekdays only and some evening terminate at Chester.
* 1tph to Manchester Airport, calling at East Didsbury.
* 1tph to {{rws|Cardiff Central}} via the [[Welsh Marches line]], calling at Stockport, Wilmslow, Crewe, {{rws|Shrewsbury}}, {{rws|Church Stretton}} (irregular), {{rws|Craven Arms}} (irregular), {{rws|Ludlow}}, {{rws|Leominster}}, {{rws|Hereford}}, {{rws|Abergavenny}}, {{rws|Pontypool & New Inn}} (irregular), {{rws|Cwmbran}} (irregular) and {{rws|Newport}}. Alternate services continue either to {{rws|Carmarthen}}, {{rws|Fishguard Harbour}}, {{rws|Milford Haven}} or {{rws|Pembroke Dock}}.<ref>{{Cite web |title=Timetables |work=Transport for Wales |date=18 May 2025 |access-date=26 October 2025 |url= https://tfw.wales/service-status/timetables}}</ref>

{{s-rail-start|noclear=yes}}
{{s-rail|title=National Rail}}
{{s-rail-national|next=Stockport|toc=Avanti West Coast|route=[[West Coast Main Line]]|rows2=5}}
{{s-rail-national|toc=CrossCountry|route=Manchester – Bristol/Bournemouth |hide2=yes}}
{{s-rail-national|previous=Manchester Oxford Road|toc=East Midlands Railway|route=Liverpool to Norwich|hide2=yes}}
{{s-rail-national|hide2=yes|toc=Northern Trains|route=Manchester to Stoke-on-Trent|rows1=9}}
{{s-rail-national|hide1=yes|hide2=yes|toc=Northern Trains|route=[[Mid-Cheshire line]]}}
{{s-rail-national|hide1=yes|next=Levenshulme|toc=Northern Trains|route=[[Buxton Line]]|rows2=2}}
{{s-rail-national|hide1=yes|hide2=yes|rows2=2|toc=Northern Trains|route=[[Crewe–Manchester line|Manchester to Crewe/Alderley Edge]]}}
{{s-rail-national|hide1=yes|next=Ashburys|toc=Northern Trains|route=[[Glossop Line]]}}
{{s-rail-national|hide1=yes|next=Ashburys|toc=Northern Trains|route=[[Hope Valley Line]]|rowsmid=2}}
{{s-rail-national|hide1=yes|hidemid=yes|next=Reddish North|toc=}}
{{s-rail-national|hide1=yes|toc=Northern Trains|route=[[Hope Valley Line|Manchester to Rose Hill Marple]]|next=Gorton}}
{{s-rail-national|hide1=yes|next=Mauldeth Road|toc=Northern Trains|route=[[Styal line]]|rows2=2}}
{{s-rail-national|previous=Manchester Oxford Road|hide2=yes|toc=Northern Trains|route=Liverpool Lime Street to Manchester Airport|rows1=5}}
{{s-rail-national|hide1=yes|next=Heald Green|route=Blackpool North to Manchester Airport|toc=Northern Trains|rowsmid=2}}
{{s-rail-national|hide1=yes|next=Manchester Airport|hidemid=yes|toc=}}
{{s-rail-national|hide1=yes|next=Gatley|route=Barrow-in-Furness/Windermere to Manchester Airport|toc=Northern Trains|rowsmid=2}}
{{s-rail-national|hide1=yes|next=East Didsbury|hidemid=yes|toc=}}
{{s-rail-national|previous=Manchester Oxford Road|next=Manchester Airport|toc=TransPennine Express|route=North TransPennine|rowsmid=3|rows1=2}}
{{s-rail-national|next=Gatley|hidemid=yes|hide1=yes|toc=}}
{{s-rail-national|next=Stalybridge|hidemid=yes|toc=}}
{{s-rail-national|next=Stockport|previous=Manchester Oxford Road|toc=TransPennine Express|route=South TransPennine|rows1=2}}
{{s-rail-national|hide1=yes|next=Manchester Airport|toc=TransPennine Express|route=Anglo-Scottish Route}}

{{s-rail-national|next=Stockport|toc=Transport for Wales Rail|route=[[Welsh Marches Line]]}}
{{s-rail-national|previous=Manchester Oxford Road|next=East Didsbury|toc=Transport for Wales Rail|route=Manchester - Chester / [[North Wales Main Line|North Wales Coast]]|rowsmid=2|rows1=2}}
{{s-rail-national|next=Manchester Airport|hidemid=yes|hide1=yes|toc=}}
{{s-note|text=Future services}}
{{rail line |previous=[[Manchester Airport High Speed station|Manchester Airport High Speed]]|rows1=3 |route=[[Avanti West Coast]]<br>[[High Speed 2]]|col={{AWC colour}} }}
{{rail line|hide1=yes|next=[[Bradford Interchange]] |route=TBA<br>[[Northern Powerhouse Rail]]|col={{temporary rail colour}} }}
{{rail line|hide1=yes|next=[[Sheffield railway station|Sheffield]]|route=TBA<br>[[Northern Powerhouse Rail]]|col={{temporary rail colour}} }}
{{s-end}}

==Piccadilly tram stop==
{{Infobox station
| style              = Manchester Metrolink
| name               = Piccadilly
| type               = [[Manchester Metrolink|Metrolink]] station
| image              = MML M5000.jpg
| caption            = Piccadilly tram stop in July 2024, showing the westbound platform, the eastbound platform is behind the wall on the right.
| borough            = {{Comma separated entries|[[Manchester city centre]]|[[City of Manchester]]}}
| country            = England
| coordinates        = {{coord|53.4770|-2.2306|region:GB-MAN|display=inline}}
| grid_name          = [[Ordnance Survey National Grid|Grid reference]]
| grid_position      = {{gbmapscaled|SJ848978|25|SJ848978}}
| line               = [[Zone 1 (Manchester Metrolink)#History|Piccadilly spur]]
| status             = In operation
| zone               = 1
| opened             = 20 July 1992
| opening            = 
| original           = Manchester Metrolink
| platforms          = 2
| mapframe           = yes
| mapframe-custom    = {{maplink|from=Manchester Metrolink.map|zoom=13|frame=yes|plain=yes|frame-width=300|frame-height=300|type2=point|marker2=rail-light|marker-color2={{rcr|Manchester Metrolink}}}}
| map_state          = collapsed
| map_type           = 
| map_caption        = 
| route_map          = {{Manchester Central Metrolink lines}}
}}

Piccadilly [[Manchester Metrolink|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 [[warehouse|warehousing]],<ref name="archive"/> it is one of nine stops serving [[Manchester city centre]], within the system's [[Zone 1 (Manchester Metrolink)|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 tram stop|Etihad Campus]] and [[Ashton-under-Lyne tram stop|Ashton-under-Lyne]], and one for north and westbound trams towards [[Bury Interchange|Bury]], [[Eccles Interchange|Eccles]] and [[Altrincham Interchange|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 the main line station's concourse. There are also multiple entrances present at ground level from the surrounding streets.<ref name="LRTACC">{{cite web |title=Metrolink in the City Centre |url=http://lrta.org/Manchester/city_centre.html |publisher=Light Rail Transit Association |access-date=7 December 2016}}</ref>
[[File:Piccadilly tram entrance from London Road.jpg|thumb|left|A tram entering Piccadilly from London Road. The tram station is located below the rail platforms in the undercroft.]]

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 the cast iron supports for the main line platforms from the possibility of collision or fire damage.<ref name="LRTACC"/><ref name="thetrams">{{cite web |url=http://www.thetrams.co.uk/metrolink/stops/Piccadilly |title=Metrolink Tram Stops: Piccadilly |publisher=TheTrams.co.uk |access-date=9 July 2009}}</ref>

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 the departure platform. From the onset, the stop had been designed with future extension in mind; as such, since the opening of the [[East Manchester Line|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.<ref name="LRTACC"/><ref name="thetrams"/>

During 2008, the tram station was refurbished, after which it became the first station to display the new Metrolink corporate identity.<ref name="hemisphere">{{cite web |url=http://www.hemispheredmc.com/work.html |title=Work: a taster |year=2008 |publisher=Hemisphere Design and Marketing Consultants |access-date=13 June 2009 |archive-url=https://web.archive.org/web/20090314081217/http://www.hemispheredmc.com/work.html |archive-date=14 March 2009 }}</ref> Station signage bears the yellow and silver livery as applied to the new generation of trams since 2009.<ref name="MEN-design">{{cite news |url=http://www.manchestereveningnews.co.uk/business/business-news/tram-design-on-the-right-track-970013 |title=Tram design on the right track |date=4 October 2008 |newspaper=Manchester Evening News |access-date=31 January 2009}}</ref>

According to TfGM, the Piccadilly tram station is one of the most frequented stops on the Metrolink network.<ref name="TfGM">{{cite web|url=http://www.gmtu.gov.uk/reports/transport2017.htm|title=Transport Statistics Greater Manchester 2017 Public Transport Section|work=TfGM|date=5 December 2019|access-date=14 December 2019}}</ref>

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.<ref name=F1>{{Cite web|date=2022-01-24|title=Phase 2b Western Leg Information Paper F1: Manchester Piccadilly Station|url=https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1048865/F1_Manchester_Piccadilly_Station_v1.pdf|access-date=2022-01-28|website=[[gov.uk]]}}</ref> 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.

===Metrolink services===
As of 2024, Piccadilly tram stop is the terminus for Metrolink services to [[Bury Interchange|Bury]], and [[Altrincham tram stop|Altrincham]] at most operating times (see table below), and a major stop on the through services to [[Eccles Interchange|Eccles]], [[MediaCityUK tram stop|MediaCityUK]], [[Etihad Campus tram stop|Etihad Campus]], and [[Ashton-under-Lyne tram stop|Ashton-under-Lyne]].<ref>{{cite web |title=Metrolink route map (pdf) |url=http://www.metrolink.co.uk/stationinfo/Documents/Route_Map.pdf |publisher=TfGM |access-date=7 December 2016 |archive-date=3 July 2014 |archive-url=https://web.archive.org/web/20140703003025/http://www.metrolink.co.uk/stationinfo/Documents/Route_Map.pdf |url-status=dead }}</ref> Services run every twelve minutes on each route at most operating times.<ref>{{cite web |title=Transport for Greater Manchester tram times. |url=http://www.metrolink.co.uk/tramtimes/Pages/Piccadilly.aspx |publisher=TfGM |access-date=7 December 2016 |archive-date=23 August 2016 |archive-url=https://web.archive.org/web/20160823115639/http://www.metrolink.co.uk/tramtimes/Pages/Piccadilly.aspx |url-status=dead }}</ref>

{{commons category|Manchester Piccadilly Metrolink station}}

{{Adjacent stations|noclear=yes|system=Manchester Metrolink
  |line1=Bury – Piccadilly|left1=Piccadilly Gardens
  |line2=Altrincham – Piccadilly|left2=Piccadilly Gardens
  |line3=purple2|left3=Piccadilly Gardens|right3=New Islington
  |line4=MediaCityUK – Etihad Campus|left4=Piccadilly Gardens|right4=New Islington
  |line5=blue|left5=Piccadilly Gardens|right5=New Islington
  |line6=blue2|left6=Piccadilly Gardens|right6=New Islington
}}

==Future proposals==
In 2009, the [[Greater 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.<ref>{{cite news |title=Forgotten station may return |url=http://www.manchestereveningnews.co.uk/news/greater-manchester-news/forgotten-station-may-return-914371 |access-date=22 March 2015 |work=Manchester Evening News |date=24 March 2009 |archive-url=https://web.archive.org/web/20150322202743/http://www.manchestereveningnews.co.uk/news/greater-manchester-news/forgotten-station-may-return-914371 |archive-date=22 March 2015}}</ref>

===Northern Hub===
During the early 2010s, [[Network Rail]] promoted its [[Northern Hub]] plans, estimated to cost in excess of £560{{nbsp}}million to improve the heavily congested rail network on the approach into Manchester.<ref>[https://web.archive.org/web/20141023011612/http://www.networkrail.co.uk/6485_ManchesterHubRailStudy.pdf “Manchester Hub Rail Study.”] ‘’Network Rail’’, February 2010.</ref> A pair of through platforms would be constructed at Piccadilly and the station linked to Manchester Victoria via the [[Ordsall Chord]], cutting journey times on Trans-Pennine routes.<ref>{{Cite news |title=£200 million boost for rail in Budget proposals |url= http://www.railnews.co.uk/news/general/2011/03/23-budget-boost-for-rail-in.html |work=Railnews |location= Stevenage |date=23 March 2011 |access-date=24 November 2011}}</ref><ref name="northernhub">{{Cite news |title=The Missing Link: Rail line between Manchester Piccadilly and Victoria stations to boost jobs and business |url= http://www.manchestereveningnews.co.uk/business/business-news/the-missing-link-rail-line-between-857813 |newspaper=Manchester Evening News |date=5 April 2011 |access-date=4 November 2011}}</ref> 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 the [[Calder Valley Line]] to [[Bradford Interchange railway station|Bradford Interchange]].<ref>[https://www.networkrail.co.uk/running-the-railway/our-routes/lnw/ordsall-chord/ “Ordsall Chord.”] {{Webarchive|url=https://web.archive.org/web/20170225051256/https://www.networkrail.co.uk/running-the-railway/our-routes/lnw/ordsall-chord/ |date=25 February 2017 }} ‘’Network Rail’’, Retrieved: 6 July 2018.</ref>

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.<ref>[https://web.archive.org/web/20141023011612/http://www.networkrail.co.uk/6485_ManchesterHubRailStudy.pdf “Manchester Hub Rail Study.”] ‘’Network Rail’’, February 2010. page 49.</ref><ref>[https://web.archive.org/web/20150104134202/http://www.networkrail.co.uk/uploadedFiles/networkrailcouk/Contents/Publications/Route_Plans/Route%20Specifications%202011%20London%20North%20West.pdf “Route Specifications 2011 – London North Western.”] ‘’Network Rail’’, 2011. page 35. See also pp. 25 to 30.</ref> Approval for the platforms, at an estimated cost of £200{{nbsp}}million, was announced during July 2012.<ref>[https://www.gov.uk/government/news/investing-in-rail-investing-in-jobs-and-growth “Investing in rail, investing in jobs and growth.”] ‘’Department for Transport,’’ 16 July 2012.</ref>

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.<ref>[https://web.archive.org/web/20141023011612/http://www.networkrail.co.uk/6485_ManchesterHubRailStudy.pdf “Manchester Hub Rail Study.”] ‘’Network Rail’’, February 2010. page 57.</ref>

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.<ref>{{cite web |title=Our plans: Manchester Piccadilly |url=http://www.networkrail.co.uk/improvements/northern-hub/projects/manchester-oxford-road-piccadilly/manchester-piccadilly-station-proposals/ |website=Network Rail |access-date=22 March 2015 |archive-url=https://web.archive.org/web/20130718085218/http://www.networkrail.co.uk/improvements/northern-hub/projects/manchester-oxford-road-piccadilly/manchester-piccadilly-station-proposals/ |archive-date=18 July 2013 |date=July 2013}}</ref>

Construction was originally due to begin in 2016, but the project was delayed indefinitely.<ref name="platform doubt">{{Cite news |title=Plans sit on Chris Grayling's Desk|url= https://www.manchestereveningnews.co.uk/news/greater-manchester-news/greater-manchester-rail-delays-grayling-15626404 |newspaper=Manchester Evening News |date=6 January 2019|access-date=13 April 2019}}</ref> In 2023, Network Rail stated plans for the new platforms had been shelved to allow improvements to [[Manchester Victoria station|Manchester Victoria]] and [[Salford Crescent railway station|Salford Crescent]] stations to go ahead instead.<ref>{{Cite news |date=2023-05-25 |title=Salford Crescent: Station upgrade and track revamp planned |language=en-GB |work=BBC News |url=https://www.bbc.com/news/uk-england-manchester-65694090 |access-date=2023-05-25}}</ref>

===High Speed 2===
[[File:Hs2-manchester-piccadilly.png|thumb|Map of the proposed expansion of Piccadilly for the HS2 project]]
To accommodate [[High Speed 2]] (HS2), an extension would require four platforms and a {{convert|7.5|mi|km}} tunnel under south Manchester to join the [[West Coast Main Line]] at [[Ardwick]]. Journey times to [[Manchester Airport]] would be reduced to 9{{nbsp}}minutes from 18, [[Birmingham]] 41{{nbsp}}minutes from 86{{nbsp}}minutes, and London 68{{nbsp}}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.<ref name="hs">{{cite web |title=Phase Two Command Paper |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/69738/hs2-phase-two-command-paper.pdf |work=gov.uk |date=28 January 2013 |access-date=28 January 2013}}</ref>

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 derelict [[Manchester Mayfield railway station|Mayfield station]] and the Gateway House office block will be demolished.<ref>{{cite web |title=Mayfield SRF |url=http://www.bennettsassociates.com/data/projects/0902/project.pdf |publisher=[[Bennetts Associates]] |access-date=21 March 2015 |date=2014 |url-status=dead |archive-url=https://web.archive.org/web/20150402135952/http://www.bennettsassociates.com/data/projects/0902/project.pdf |archive-date=2 April 2015 }}</ref><ref>{{cite web |title=Portfolio: HS2 Manchester Strategic Regeneration Framework |url=http://www.bennettsassociates.com/portfolio/1302/ |website=Bennetts Associates |access-date=22 March 2015 |archive-date=22 March 2015 |archive-url=https://web.archive.org/web/20150322203609/http://www.bennettsassociates.com/portfolio/1302/ |url-status=dead }}</ref> The plans were approved by the Government in November 2016.<ref>{{cite news |url=https://www.bbc.co.uk/news/business-37981840 |title=HS2: North West and Yorkshire routes confirmed |work=BBC News |date=15 November 2016 }}</ref><ref>[https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/568208/high-speed-two-crewe-manchester-west-midlands-leeds-web-version.pdf "High Speed Two: From Crewe to Manchester, the West Midlands to Leeds and beyond."] ''Department for Transport'', Cm9355. November 2016.</ref>

In October 2023, the portion of HS2 north of Birmingham was announced to be cancelled at the Conservative Party conference in Manchester.<ref>{{Cite news |date=2023-10-03 |title=HS2 West Midlands-Manchester line to be scrapped |url=https://www.bbc.com/news/uk-politics-66998692 |access-date=2024-02-04 |work=BBC News |language=en-GB}}</ref>

===Northern Powerhouse Rail===
[[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."<ref>{{cite news |title= Manchester Piccadilly Options Assessment |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/508412/160316_NPR_Station_Report_-_issue_4.pdf |access-date=25 February 2018 |date=16 March 2016}}</ref>

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.<ref>[https://www.placenorthwest.co.uk/news/underground-northern-powerhouse-rail-station-proposed-for-piccadilly/ "Underground Northern Powerhouse Rail station proposed for Piccadilly."] ''placenorthwest.co.uk'', 16 October 2017.</ref>

==References==
===Citations===
{{Reflist}}

===Bibliography===
{{refbegin}}
* {{cite book |last=Hooper |first=John |year=1995 |title=An Illustrated Historical Survey of a Great Provincial Station: Manchester London Road |publisher=Challenger Publications |isbn= 1-899624-05-8 }}
{{refend}}

==Further reading==
* {{cite book |title=Chester Northgate to Manchester |first1=Vic |last1=Mitchell |first2=Keith |last2=Smith |at=figs. 119-120 |publisher=Middleton Press |year=2013 |isbn=9781908174512 |oclc=892704846}}
* {{cite book |title=Crewe to Manchester |first1=Vic |last1=Mitchell |first2=Keith |last2=Smith |at=figs. 109-120 |publisher=Middleton Press |year=2014 |isbn=9781908174574 |oclc=892047119}}
* {{cite magazine |title=Piccadilly: Regeneration is still not enough... |first=Howard |last=Johnston |magazine=[[RAIL (magazine)|RAIL]] |issue=340 |publisher=EMAP Apex Publications |date=23 September – 6 October 1998 |pages=42–44 |issn=0953-4563 |oclc=49953699}}
* {{cite magazine |title=Manchester Piccadilly to close for major works |magazine=[[RAIL (magazine)|RAIL]] |issue=346 |publisher=EMAP Apex Publications |date=16–29 December 1998 |page=7 |issn=0953-4563 |oclc=49953699}}

==External links==
{{Commons category|Manchester Piccadilly station}}
* {{stn art lnk|MAN|M607RA}}
* [https://www.networkrail.co.uk/stations/manchester-piccadilly/ Station information] on Manchester Piccadilly station, provided by Network Rail
* [https://tfgm.com/public-transport/tram/stops/piccadilly-tram Tram times and station information] for Piccadilly tram stop from Manchester Metrolink.

{{Manchester Lines North |collapse=yes}}
{{Manchester B&S}}
{{Major railway stations in Britain}}
{{Greater Manchester railway stations|state=collapsed}}
{{Greater Manchester Metrolink stations}}
{{Railway stations served by Avanti West Coast}}
{{Railway stations served by Transport for Wales}}
{{Railway stations served by East Midlands Railway}}
{{Railway stations served by Northern Trains}}
{{Railway stations served by TransPennine Express}}
{{Railway stations served by CrossCountry}}

[[Category:Railway stations in Manchester]]
[[Category:Former Great Central Railway stations]]
[[Category:Former London and North Western Railway stations]]
[[Category:Former Manchester, South Junction and Altrincham Railway stations]]
[[Category:DfT Category A stations]]
[[Category:Railway stations in Great Britain opened in 1842]]
[[Category:Network Rail managed stations]]
[[Category:Railway stations served by CrossCountry]]
[[Category:Railway stations served by East Midlands Railway]]
[[Category:Railway stations served by Northern]]
[[Category:Railway stations served by TransPennine Express]]
[[Category:Railway stations served by Transport for Wales Rail]]
[[Category:Railway stations served by Avanti West Coast]]
[[Category:Tram stops in Manchester]]
[[Category:Grade II listed buildings in Manchester]]
[[Category:William Robert Headley railway stations]]
[[Category:Stations on the West Coast Main Line]]
[[Category:Tram stops on the Bury – Piccadilly route|Piccadilly station]]
[[Category:Tram stops on the Altrincham – Piccadilly/Etihad Campus route|Piccadilly station]]
[[Category:Tram stops on the Eccles – Ashton route|Piccadilly]]
[[Category:Tram stops on the MediaCityUK – Etihad Campus route|Piccadilly station]]