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Section of Line | Opened | Closed | Notes |
---|---|---|---|
Travis Street to Heaton Norris | 04.07.1840 | ||
Store St. (Piccadilly) to Travis Street | 08.05.1842 | ||
Heaton Norris to Sandbach | 10.05.1842 | ||
Sandbach to Crewe | 10.08.1842 | ||
London Rd. No. 1 to Mayfield | 08.08.1910 |
Junctions and other features | Running Lines | Stations, Signal Boxes and Junctions | Distance from Signal Box above | Loops and Refuge Sidings | Notes | ||
---|---|---|---|---|---|---|---|
Up | Down | ||||||
Maximum permissible speed 75 m.p.h. on Main, Fast and
Slow lines. Maximum permissible speed 45 m.p.h. on Good lines. |
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1 |
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– | ↓ | Crewe North Junction | – | ||
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↑ | ↓↓ | Sydney Bridge Junction | 0m 1025yds | |||
2 |
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↑↑ | ↓↕ | Sandbach Station (Map) | 3m 1574yds | ||
↕ | Holmes Chapel Station (Map) | 3m 1225yds | |||||
↓* | Goostry Station (Map) | 1m 1603yds | |||||
*↑ | Chelford Station (Map) | 3m 1458yds | DGL UGL |
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Alderley Edge Station (Map) | 3m 92yds | DGL 50 UGL 50 |
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3 |
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↑ | ↓ | Wilmslow Station (Map) | 1m 980yds | DGL 75 | |
Handforth Station (Map) | 1m 947yds | ||||||
Cheadle (1st) | c. 24.11.1845 | ||||||
4 |
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↑ | ↓ | Cheadle Hulme Station (2nd) (Map) | 2m 673yds | o. 24.11.1845 | |
5 | ↑ | ↓↓↓ | Adswood Road Bridge | 0m 1412yds | |||
6 | ↑↑ | ↓↓↕ | Adswood Sidings (Signals down goods, down through siding and up and down through siding only) | 0m 788yds | |||
7 |
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↑↑ | ↓↓↓ | Edgeley Junction No.1 | 0m 819yds | ||
8 |
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↑↑ | ↓↓ | Edgeley Junction No.2 | 0m 383yds | ||
9 | ↑↑↑ | ↓↓↓↓ | Stockport Edgeley No.1 (Map) | 0m 421yds | o. 15.02.1843 | ||
10 | ↑↑↑↑ | ↓↓ | Stockport Edgeley No.2 | 0m 332yds | |||
Heaton Norris Station (Map) | c. 02.03.1959 | ||||||
11 |
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↑↑ | ↓↓ | Heaton Norris Junction | 0m 1190yds | ||
Heaton Chapel and Heaton Moor Station (Map) | 0m 1391yds | ||||||
Levenshulme North Station (Pic) (Map) | 1m 824yds | ||||||
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Slade Lane Junction | 0m 932yds | |||||
Rushford Station | c.00.04.1843 | ||||||
Longsight Station | o. 00.04.1843 c. 15.09.1958 | ||||||
↑↑ | ↓↓↕ | Longsight No.1 1 (Signals up and down goods line only) (Map) | 0m 1105yds | ||||
Ardwick Station | c. 15.12.1902 Down ticket platform only. | ||||||
12 |
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↑↑↑ | ↓↓↓ | Ardwick Junction 2 | 0m 1629yds | ||
Travis Street | c. 08.05.1842 | ||||||
13 | ↑↑ | ↓↓↓ | Manchester London Rd. No.1 | 0m 541yds | Mayfield c. 28.08.1960 | ||
14 |
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↑↑ | ↓↓↓ | Manchester London Rd. No.2 | 0m 415yds | ||
15 | ↑ | – | Manchester London Rd No.3 (Map) | 0m 179yds |
1. Although Longsight No.1 is shown as signalling the up and down goods line, it is not shown as a block post. It could perhaps be better termed as a Shunting Frame.
2. The exact signalling arrangements at this particular moment in time are not easy to understand from the Sectional Appendix. Although the four signal boxes between Ardwick and the buffers at London Rd are still shown, the route between Ardwick Jn (Exc) to Heaton Norris had already come under the control of the then new London Road Power Box. It appears that the more complicated station area was commissioned at a later date. So although it isn’t shown, it’s there somewhere and should make the signal box tally 16.
3. During re-signalling and other work, the route between Manchester London Rd. No.2 and Oxford Road was closed. For ease of use, this link will lead directly to the Manchester (Oxford Road) to Altrincham page.
You could pass this location a thousand times and not notice the significance of
this building jutting out from the viaduct that carries the Manchester to Crewe
line at Ardwick Junction. It is in fact the base of Ardwick Junction signal box,
a structure that once controlled the Crewe line and the connections to the Great
Central and the Lancashire & Yorkshire Railway.