GMITA applies to close city centre Metrolink stop

Mosley Street Metrolink stopGMITA has officially applied to the Department for Transport for permission to close Mosley Street Metrolink stop in the city centre. Although recently fitted out in the latest colours and supplied with new ticket machines (pictured), GMITA considers the stop too close to the junction at Piccadilly Gardens and liable to cause delays when the new Metrolink lines come into operation. The stop only caters for outbound trams on the Altrincham and Eccles lines, and still features the original “humped” layout where only a section of the platform is high enough for level entry into vehicles. Anyone with comments on the closure can write to the DfT before the closing date of the consultation on 9 February 2011: Department for Transport, RLMP division, Great Minster House, 76 Marsham St, London SW1P 4DR.

[Image credit: “Metrolink ticket machine” by Ian Roberts on Flickr]

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About James McCollom

Web geek and public transport user
This entry was posted in Trams and tagged , , , . Bookmark the permalink.

4 Responses to GMITA applies to close city centre Metrolink stop

  1. Martin Bryant says:

    Nooo! Mosley Street serves a really important function – being able to get a tram south from both the Piccadilly and Bury lines. You can get a tram every 6 minutes to Altrincham and it’s a lot less of a gamble to go there than to Market Street or Piccadilly Gardens when you want to get a tram fast. I’ll only be happy with this if all Altrincham trams run through from Bury, meaning that I can wait at Market Street for a reliable service. The walk to St Peter’s Square is just that little too far, and a tram’s bound to pass in the time it takes to walk there.

    • James McCollom says:

      There’s talk of putting a “Next Tram” indicator near the junction so that you know whether to walk to Market Street or Piccadilly Gardens. Uncle Jim’s top (off-peak) tip – just catch the first tram to Cornbrook and change there! 🙂

  2. Josh says:

    Tell me more about the rational behind this ‘humped layout’?

    • James McCollom says:

      The initial Metrolink system converted two British Rail lines to light rail in a “cost-effective” manner. The platforms at new city centre stops needed to be of similar height to those on the railway. Most tram sevices only have two carriages, but a few rush-hour tram services use four. Thus was born the “hump” – a length of platform giving level access. Presumably a high-level platform for the full length would have cost more to construct and got in the way of pedestrians. More here.

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