Overview Of Manchesters Castlefeild Viaducts History Essay

Over judgment Of Manchesters Castlefeild Viaducts History EssayThe Castlefield viaducts form a part of the citys fascinating ne devilrk of transport infrastructure, which includes canals, waterways, tram, rail and road. jump from the period of their verbalism, these viaducts generate been standing as a constant and dominating feature on the Manchester skyline. They atomic number 18 unique with respect to their historic significance and kink. Its sensory architectural beauty is beyond adequate description, particularly at dawn and sunset.In the 20th century the viaducts down the stairswent a dramatic renaissance, and they were brought back into productive example and glory. Though time and pretermit of substantive maintenance are inciting threats to the life and beauty of the structure, they are in surprisingly good condition given their age. strait-laced maintenance and replacements leave alone slow down the deterioration process of the structure.This report covers the str uctural, historical and architectural significance of the Castlefield viaducts. It highlights how the ageing infrastructures of the viaducts were effectively transformed to a edge structure of the modern era. The restoration of the viaducts has given a dramatic revival to the Castlefield knowledge domain, thus making use of the previously disfunctional structure. Thus our aim is to stress the sizeableness of conserving the antiquated structures by making use of the scientific and technical k straightawayledge gained through and through the ages.CONTENTSLIST OF FIGURES ascertainDescriptionSourceCover contriveCastlefield viaducts in 2010Photograph supplied by write1.1Castlefield viaducts in 1890Waterways into Castlefield, jakes C Fletcher1.2Castlefield viaducts An aerial viewwww.webbaviation.uk1.3Castlefield viaducts in 1892A walk round Castlefield,Derek Brumhead and Terry Wyke2.1 roman fort of Mamuciumwww.bbc.co.uk2.2Castlefield excavationsA walk round Castlefield,Derek Brumhead and Terry Wyke2.3Cornbrook and bully northerly viaductswww.panoramio.com2.4 blue Brick viaductwww.panoramio.com2.5Flowchart showing birth memoir of viaductsDrawing supplied by the author4.1botanic growth on the corners of the viaductwww.forgottenrelics.co.uk4.2Use of cherry pickers in removing corrosionwww.forgottenrelics.co.uk4.3Breakage and corrosion of iron sectionswww.forgottenrelics.co.uk6.1Architectural beauty of viaductswww.creativity103.com6.2Economical use of spaces under the brick arches of the viaductDrawings supplied by the authorA.1.1Great Federal viaduct hear from pastwww.canalarchieve.org.ukA.1.2Great Northern viaduct deport picturehttp//manchesterhistory.netA.2.1Northern Brick viaduct picture from pastwww.canalarchieve.org.ukA.2.2Northern Brick viaduct present picturehttp//manchesterhistory.netA.3.1Iron columns of the viaduct picture from pastwww.canalarchieve.org.ukA.3.2Iron columns of the viaduct present picturewww.barrymillerphotographics.co.ukA.4.1Cast-iro n arch of viaduct picture from pastwww.canalarchieve.org.ukA.4.2Cast-iron arch of viaduct present picturewww. coordinateing-timelines.comB.1Plan of Castlefield in 1905A walk round Castlefield,Derek Brumhead and Terry WykeB.2Plan of Castlefield in 1988Waterways into Castlefield,John C FletcherB.3Aerial photograph of Castlefield by Paul TomlinWaterways into Castlefield,John C FletcherB.4Plan and section of the junction between the Manchester and Birmingham and Liverpool and Manchester lines.www.freepages.com1. INTRODUCTIONThe Castlefield viaducts are the excellent examples of 19th century attitude to locomotive engineering. Their heroic brute scale is romanticised by the castellalated turrets adorning the structure. The name Castlefield is a short form of field of the castle or fort. Castlefieldis aninner cityarea ofManchester, inNorth West England. It is arguably 1 of the most historically important areas in the world. Innovations have proliferated here and m whatever artefacts h ave been constructed. In 79 AD the papisticals reinforced their fort on uplifted ground, and canals were dug to allow natural watercourses to be diverted to mountain water levels. The worlds very first gear railway station was introduced in Castlefield in 1830, to allow the first rail transportation of coal as canal basins were so numerous that the only practical means of utilising railway transport was to build viaducts.CUsersreminDesktopDSC01024.JPG trope 1.1 Castlefield viaducts in1890Castlefield is conspicuous by its viaducts and its canals. The viaducts have become an indelible part of the landscape, valued and treasured as part of Manchesters industrial heritage. The fact of increasing the efficiency of transportation, coat way for the construction of the Castlefield viaducts. Gradually plans were evolved not only to conserve the area but likewise to promote leisure and tourism.CUsersreminDesktopcourse workbridge-castlefield-c8675.jpg frame 1.2 Castlefield viaducts An aer ial viewDuring the 20th century both canal and railway transport declined and the area became somewhat derelict. The railway complex in Liverpool Road was sold to a saving group and became theGreater Manchester Museum of Science and Industry.CUsersreminDesktopDSC01036.JPGFigure 1.3 Castlefield viaducts in 18922. HISTORIC RESEARCH2.1. BRIEF DESCRIPTION OF SITE AND STRUCTURECastlefield is the place of the original Roman fort of Mamucium or Mamceaster (mam from the Celtic name for hill and ceaster derived from the Latin word for a walled town). The fort was about five acres in size and follow important pathway ways to and from Chester, York and the Chesire salt wiches. The roads, railways and canals of the Industrial Revolution destroyed most of the surface remains of the fort and the vicus. The price of coal was halved, making travel power commercially viable. The Rochdale Canal and a network of private branch canals joined the Bridgewater at Lock 92 in Castlefield. The Bridgewat er Canal company attached their canal to the adjacent Mersey and Irwell Navigation and the Rochdale Canal Companyconstructed its Manchester and Salford stick Canal.Figure 2.2 Castlefield excavationsFigure 2.1 Roman fort of Mamucium Artists impression of Roman Mamucium (c) Graham Sumner CUsersreminDesktopDSC01034.JPGAs sun stand(prenominal) railway companies needed to access the city ticker through largely reinforced-up areas, only one option lay open to them the building of viaducts to enthrall traffic over the city. The railway lines the central cast iron arch of the Manchester mho connective Altrincham 1848 viaduct, with 1877 wrought iron Cheshire Lines Cornbrook viaduct obscured, and the massive piers of the 1894 disused Great Northern Viaduct behind constructed over the course of half-a-century provided leading railway companies with the access to the city reduce. These viaducts provided a spl revokeid solution illustration to the problem of carrying a railway perple xwise the city. The townscape of southwesternern Manchester was given a virgin transformation by the railway and the Castlefield viaducts. In fact these viaducts are still the engineering beauties of Manchester especially Castlefield.CUsersreminDesktopphotos1.jpgFigure 2.3.Cornbrook and Great Northern viaductsCUsersreminDesktopphotos2.jpgFigure 2.4 Northern Brick viaduct2.2. BIRTH OF CASTLEFIELD VIADUCTSThe arrival of the Bridgewater Canal in Castlefield in July 1761 led to a series of developments which eventually caused the construction of the Castlefield viaducts. These developments are indicated pictorially as shown below.Arrival of the Bridgewater Canal (marked Industrial Revolution)Joining of the Rochdale Canal and other private canals with the Bridgewater CanalConstruction of warehouses and storehouses prompted the need for accessing city centreDecrease in the price of coal gave the idea of constructing railway lines for transportation.Construction of the Castlefield viaduc ts for enabling railway transportationFigure 2.5 Flowchart showing birth history of viaducts3. STRUCTURAL OVERVIEWORIGINAL STRUCTUREThe cast iron arch railway bridge over the wharves by the Bridgewater Canal at Castlefield forms part of the tenacious brick viaduct victorious the Altrincham branch of the Manchester South Junction Altrincham Railway (MSJAR) into Deansgate Station. The MSJAR was Manchesters first suburban line. It ran from Manchester Piccadilly via Oxford Road and Deansgate (with a branch line to Altrincham). The bridge spans 31.9m. Like eight of its siblings (the exception cosmos the Water Street MSJAR bridge), it has six cast iron costas each made in five pieces and bolted together. The ribs are braced with cruciform cast iron sections. The duplicate railway tracks were carried on cast iron deck plates (the Altrincham line is no longer in use).The Altrincham branch viaduct had a hour cast iron rib arch bridge by Baker, over Egerton Street. It was reconstructed in leaf blade in 1976.The Northern Brick viaduct is entirely elevated on more than 2 miles of viaduct. near of this viaduct comprises 224 brick arches, averaging 30feet in height and span, and 28feet in width. Foundations typically extend 30-35feet below the ground level. Near Ordsall alley the railway crosses the Irwell with two much longer 65feet span brick arches, support by a pillar in the middle of the river. A brick arch with a span of 80feet was required to bridge the canal branch.Supplementing the brick arches, the cast-iron bridges cross 26 streets and canals. Originally, flat-girder bridges were ear marked for these sections of the viaduct, but when an example of this type of bridge collapsed under a train in Chester in May 1847 the plans were altered amid safety doubts. In total, 28 cast-iron bridge sections were required (three at Knott Mill), all of them spanning 70ft, except for the example over the Rochdale Canal which spans 105ft. The bridges were obtained by eng ineer David Bell house from the foundries of E.T. Bell house.On the viaducts south side is the high-level iron truss girder viaduct of 1877 built for theCheshire Lines Committee by theMidland Railway. It is known as Cornbrook Viaduct. The viaduct is a red brick andwrought irontruss girder construction. Building work started in 1873 and was unblemished in 1877. When it opened in 1877, it carried trains coming from a episodic station toIrlamandWarrington, andChorltonvia a branch line. The temporary station was replaced bySir John Fowlers ManchesterCentral Stationin 1880, which operated until 1969 and is now used as an exhibition centre (G-MEX).The through grille girder design, predominantly of wrought iron, is around 330m in length, comprising eight spans. Formed from segmental castings and founded at a depth of 6.1m, the piers diameter tapers from 4.6m at their undercoat to 3.2m at ground level. They are concrete-filled and tied to their neighbour by a girder dealing with lateral forces. Behind decorative castellation, bearing plates support the heavy end posts of 16 trusses, the longest of which reaches 53m. Each pair is restrained by brace beams at 6.4m centres. Span 7 is acutely trapezoidal, allowing span 8 to cross the Ordsall Lane line on a skew of around 65 its southern truss benefits from an additional orphaned column. The bottom chord of each truss forms a channel. The transverse bearers hold the deck plates and ribs to which the running rails are fastened.To the north is the 1894 Great Northern viaduct that served theGreat Northern Railways (GNR) warehouse. The high-leveltubular steelviaduct is beautify with turrets. It was built for the Great Northern Railway Company and carried GNR trains to the companys Deansgate warehouse until 1963. Richard Johnson was a Chief Engineer of the GNR.The Cornbrook and Great Northern viaducts stood disused for legion(predicate) years. When a route for theMetrolinktrams was investigated, the Cornbrook Viaduct was found to be in much better condition than the 1894 one. It was chosen for restoration (1990-1991) and is currently used by Metrolink trams going to Altrincham.During the regeneration of the Castlefield basin, a big footbridge was built from Slate Wharf to Catalan Square. This is the Merchants Bridge, where the 3m wide deck is hung by 13 hangers from the steel arches. The span is 40m. The designers,Whitby and Birdacknowledge the influence ofcapital of Chile Calatrava.The three viaducts passed right through the ancient Roman target, virtually obliterating it, as the opening of the Rochdale Canal had already destroyed much of it, as well as the old town of Aldport. Except the Great Northern viaduct all the other viaducts are still in use. The Great northern viaduct is now offered for sale.3.2. FUNCTIONThe Northern Brick viaduct carried the double tracks between Manchester Piccadilly via Oxford Road railway station and Knott Mill railway station, then turns south west, crossed the c anal basin and headed for Altrincham. It forms part of the long brick viaduct taking the Altrincham branch of the Manchester South Junction Altrincham Railway through Knott Mill Station. The Cornbrook viaduct is carried across Castlefield Basin on huge castellated brick piers and where it crosses the Bridgewater Canal an immense bridge of lattice girders was constructed with twin spans of 44 metres and 62 metres. It carried trains coming from a temporary station to Irlam and Warrington, and Chorlton via a branch line. At present 15 trams per hour (tph) use the Cornbrook viaduct which has touch on block two aspect signalling. When Phase 3a of the development process is complete, there will be 25 tph along the Cornbrook Viaduct. The Great Northern viaduct served theGreat Northern Railways warehouse in Deansgate by carrying GNR trains to the companys warehouse until 1963.3.3. CONSTRUCTION MATERIALS AND TECHNOLOGYThe Northern Brick viaduct in the group of Castlefield viaducts and its impressive cast iron arch bridge was knowing byDavid Bellhouse and William Baker respectively. This is the largest cast iron arch bridge in the Castlefield area with a span of 104 feet. Each of the six cast iron ribs are made in five pieces and bolted together. They are braced with cruciform cast iron sections and the twin railway tracks were carried on cast iron deck plates. The take to was a very large one, at least in terms of material 300,000 cubic feet of stone 50,000,000 bricks and 3,000 tons of wrought iron. The ground was broken for the new line early in 1846. Subsequently, the railway ran into some financial difficulties that delayed work for about 18 months so that the railway was not completed until 1849.Brick arches were constructed by laying the bricks and mortar over scaffolding, which would maintain the arch shape until the mortar had set and the form was self-supporting. This scaffolding was usually left in place for two to three weeks after the brickwork had been completed. However, in January 1849 a section of the viaduct near Gloucester Street, just to the west of Oxford Road station, collapsed upon removal of the supporting scaffolding, killing several workers. An inquest revealed that wet survive had caused the mortar to set more slowly than anticipated. As a consequence, the scaffolding was left in place for longer periods, especially during the inclement winter months. No other major accidents occurred during the rest of the MSJARs construction.Red brick andwrought ironform the major raw materials for the construction of The Cornbrook Viaduct. The Great Northern viaduct makes use of tubular steel construction. Decorative fittings in the form of small towers rising above and resting on the main structure adds beauty to the viaduct.4. RESTORATION4.1. WAY TO RESTORATIONThe restoration of the Castlefield viaducts gave a dramatic revival to the area, with the viaducts being brought back into productive use. The Annual Report on Built Heri tage, 2006/07 categorised the Castlefield viaducts into Grade II, which indicated that the structure is of special interest, warranting every trial to preserve them. Castlefields ageing infrastructure of the 1800s has been revived and in its place is one of Europes leading city break destinations, with some of the best shopping and most vivacious nightlife in the world.By the 1970s the Castlefield area was decaying rapidly and was typical of many of the areas on the fringe of the city centre. In the early 1970s, excavations uncovered part of the site of the Roman fort. The process of removing the extensive, waist-high phytology from the deck was relatively straightforward. Far more challenging has been the subsequent descaling work, ridding the viaduct of its loose material with hammers and scrapers. The abseil operation is self-contained, with solicitation bags and catch nets ensuring nothing falls to the ground. Progressing from west to east, the five spans of the first phase took place. But remaining phases were logistically more complex.The imaginative and sensitive conservation of the viaducts was to be achieved with high standards of urban design. When the Great Northern Railway Goods Warehouse was erected in 1898, the viaduct was widened on the north side to take four tracks, and a new spur built across Deansgate. The second cast iron rib arch bridge of the Altrincham branch viaduct was reconstructed in steel in 1976. The CLC Viaduct from Manchester Central Station to Cornbrook Junction was originally built as a two track viaduct then later widened to carry five tracks. Since the Cornbrook Viaduct was in much better condition compared to the Great Northern Viaduct, it was chosen for refurbishment in the year 1990 for a route for theMetrolinktrams. It is currently used by Metrolink trams going to Altrincham. Central Station closed in 1969 and the viaduct was unused, except for business premises in the arches, until repaired and converted for Metrolin k which opened in 1992.Repairs included pointing some 70,000 square metres of brickwork and replacing many thousands of spalled and missing bricks. Metal broadening was strengthened by concrete encapsulation and local plating repairs where required. After the structural repairs had been completed the metalwork was grit blasted and painted to protect it. Corrosion violate caused by breakdown of the waterproofing system was repaired. Where needed main girder ends were encapsulated in a reinforced concrete diaphragm beam supported on new bearings. Other bearings were freed by drilling and injecting grease.The entire structure of Castlefield Bridge was lifted by 75mm as part of the work on its bearings. This improved headroom will allow future 25kV electrification of the Network Rail line from the railway Castlefield Junction, near Deansgate Station, to Ordsall Lane Junction.Subject to funding, plans are being developed for a major refurbishment to happen in 2012/13, involving a water proofing exercise and miscellaneous repairs to restore some durability. The major challenge is to completely encapsulate the structure. The paintwork has to be restored- which seems to have been brush-applied in a single coat and causing considerable corrosion. It is important to remove the vegetation which has secured a foothold on the underside of the structure where much of the ironwork never gets the opportunity to dry. Adequate measures should be adopted to remove the blockages within the drainage system. Clearing debris from the trusses bottom chord and thereby allowing them to drain should be overly given priority.4.2. PRESENT CONDITIONThough the Castlefield viaducts have given the city some of its most dramatic spaces, some limited drawbacks can be cited in relevance to the present day construction owing to the ageing infrastructure of the 1800s. One of the most important among them is the effect of corroding metallic surface. The forged bolts and fittings have become rust ed. The damp conditions have been more conducive to corrosion. Periodic inspection and removal of huge amount of loose material from the corroded surface is required. The construction gave the bottom chord of truss a trough shape, which gets covered by water during rains. These corrosive water traps pose an attention seeking problem. The steelwork of the supporting columns has pare paint and patches of rust. The iron layers have got broken at intervals. There are evidences of staining and efflorescence and botanical growth overdue to the seepage of water through the brick enounces. The younger but sicklier northern viaduct remains devoid of function except for its iconic role in the cityscape and frequent on-screen appearances.4.3. REMEDIAL MEASURESTime and a lack of substantive maintenance and Manchesters notorious weather have not been kind to the structure. The observations confirmed that loose corrosion product was falling from the structure. The botanical growth and vegetati on should be removed from the structure. Another evidentiary maintenance work to be carried out is the descaling work. The viaducts should be made devoid of its loose material with hammers and scrapers. Descaling could be make more easily with the use of cherry pickers. The piers and soffits should be cleared and protective coatings should be applied. The iron sections should be inspected for breakages and necessary replacements should be done at intervals. Measures should be adopted to ensure waterproofing effect at the critical sections.http//www.forgottenrelics.co.uk/bridges/images/castlefield/castlefield-7.jpg http//www.forgottenrelics.co.uk/bridges/images/castlefield/castlefield-1.jpgFigure 4.2 Use of cherry pickers inremoving corrosionFigure 4.1 Botanical growth on the corners of the viaductCUsersreminDesktopcourse workcs cwphotos9.jpg http//www.forgottenrelics.co.uk/bridges/images/castlefield/castlefield-4.jpgFigure 4.3 Breakage and corrosion of iron sections5. PEOPLE AND O RGANISATIONS INVOLVED5.1 DAVID BELLHOUSE (17921866)David Bellhouse (junior) was the contractor for the construction of the Northern brick viaduct, which was completed in 1849. Bellhouse hailed from a family rich in construction and business experience. His father David Bellhouse (senior), (1764-1840) was a skilled joiner and constructor. David Bellhouse (junior) started his career by erecting warehouses, mills and public buildings. During 1830, he built 5 brick warehouses for Manchester and Liverpool railway at the Liverpool road station in Manchester, the worlds first railway station. Later he took advantage of the rising railway boom due to industrial revolution and concentrated his work within Manchester and surrounding area.In 1845, Bellhouse got the contract to build the mile and three quarter long Manchester South Junction Railway. The viaduct passed very near the Bellhouse family businesses, both the timber yard and the cotton mill. In addition to building the viaduct and la ying the track, Bellhouse was responsible for the purchase and demolition of buildings on the proposed site of the line, the alteration and diversion of streets. The track was laid on a thirty-foot-high arched viaduct through a densely populated part of Manchester. The railway was finally completed in 1849. The viaduct is still in operation today.Other prominent projects constructed by Bellhouse include Chorlton on Medlock Town Hall and DispensaryExhibition house of the Manchester Botanical and horticultural SocietyThe Palatine HotelManchester Poor Law Union Moral and Industrial Training SchoolWILLIAM BAKER (1817-1878)William Baker was a railway engineer. He designed the Northern brick viaduct, Castlefield. He started his career in 1834 at theLondon and Birmingham Railwaybetween London andTring. In 1837, he worked for theManchester and Birmingham Railway. Later he became engineer of theManchester, South Junction and Altrincham Railway (MSJAR). Eventually, he was appointed as the chi ef engineer of the London and North Western Railway Company. He wholly constructed, or remodelled and extended, the send of the company in London, Liverpool and Manchester, as well as the stations in Birmingham, Preston, Bolton, Crewe, Warrington and Stafford.Baker was designer and engineer of theBattersea Railway Bridge.He also acted as consulting engineer to the West London Extension Railway and theNorth London Railway, and in Ireland he built the Dundalk, Newry and Greenore and the North Wall Extension Railways. He was electedMICEin 1848.THECHESHIRE LINES COMMITTEE(CLC)TheCheshire Lines Committee(CLC), with a route mileage of 143 miles, was the second largestjoint railwayin Great Britain. The Cheshire Lines group was formed by a joint committee of theGreat Northern Railway(GNR), Midland railway (MR) and theManchester, Sheffield and Lincolnshire Railway(MSLR) in 1862 to regulate traffic on four proposed lines inCheshire The Stockport Woodley Junction RailwayThe West Cheshire Rai lwayThe Cheshire Midland RailwayThe Stockport, Timperley Altringham Junction RailwayThere was also a decision to open important series of lines and junctions around the south of Manchester and Stockport, which provided valuable access with other railways. In 1873, Premier main line between Manchester and Liverpool opened. Shortly Liverpool central was opened. The committee studied the need of an independent accomplishment at Manchester. As a result, they constructed Manchester central and a new 2 track viaduct from Cornbrook to central station. There was significant passenger and goods traffic between Liverpool and Manchester during this period. The second major route, which the CLC operated, was between Manchester and Chester. Even today, the CLC line between Manchester and Liverpool is the quickest route between the cities, but are utilising Piccadilly and Lime Street stations, respectively.5.4 RICHARD JOHNSON (1827-1924)Richard Johnson was apprenticed to a builder and contracto r as a carpenter in 1840. In October 1847 he was appointed to the staff of Brydone Evans, engineers to the GNR. In 1855 he was appointed District Engineer to the GNR tat line with an office in Boston and in 1859 he became responsible for the direct Peterborough to Doncaster line. In June 1861 he became Engineer for the GNR when Mr Walter Marr Brydone retired (with Joseph Cubitt as Consulting Engineer). He observed the Welwyn tunnel accident and fire. He was in charge of constructing the Derbyshire Extension Railways, notably the viaduct at Ilkeston over old coal workings, the curved viaduct at Gilbrook, and the long Kimberley cutting. He was also involved in the Newark Dyke Bridge, the Don Bridge, the Copenhagen tunnels, and the bridge over the GER at Peterborough. Richard Johnson was the Chief Engineer of the GNR and was responsible for the design of Great Northern viaduct of Castlefield, which was constructed in 1894. He died in Hitchin on 9 September 1924.HENRY HEMBEROWHenry H emberow was an engineer by profession and was appointed as Resident Engineer working under the supervision of Mr. William Baker for the construction of the MSJAR. His direct involvement in any design works is not known. It is also not known if he had any direct contributions to the Castlefield viaducts in particular. The lack of information found about him during research may suggest that the impact he made in his role here and in his career as an Engineer, was not as significant as others of his time.6. SIGNIFICANCE OF THE STRUCTUREIn the 20th century Castlefield underwent a dramatic renaissance, with many historical buildings being brought back into productive use and glory. The Castlefield viaduct provides a strong contrast to these new structures, portraying the areas rich heritage and its prominence as the birthplace of the industrial revolution.6.1 ECONOMICAL SIGNIFICANCEThe Castlefield Viaducts are of fundamental importance to the infrastructure of the area. Historically the y functioned as a link for the transport of goods to the industrial centre. They are now a part of the citys efficient network of transport infrastructure, which includes canals, waterways, trams, rail and road. The viaducts dramatically transformed the scale and visibility of urban exchange of the area, without disrupting the natural landscape and long established built-in environments. They are centrally located at one of Manchesters most successful regeneration areas in recent decades. The viaducts play a significant role in strengthening the tourism base, consolidating and supporting business activity. A vibrant residential community has been established. The rapid growth of commerce and population gave rise to further renovations of the structure.6.2. ARCHITECTURAL SIGNIFICANCEThe Castlefield Viaducts are reminders of Manchester citys bold and distinguished Victorian era architecture. At sunset, the viaducts cast quite remarkable geometric shadows across the knowledge base and over Castlefield, which is a beautiful sight and adds to the cultural feel of the area.The viaducts provide a dynamic viewpoint for the whole of Castlefield. Through the reconfiguration and reuse of this previously disfunctional infrastructure, this area was the most visible expression of the existence of the Central Manchester development corporation between 1987 and 1997, although its gentrification has produced a lessening of the dramatic impact of the original host structure. As the backbone of the city the Castlefield viaducts have been a continual part of Manchesters regeneration, as well as its history. They are aesthetically distinctive and have landmark qualities.Figure 6.1 Architectural beauty of the viaductshttp//t1.gstatic.com/images?q=tbnANd9GcT6-1ZWzByHny9hPzslsIvlZmH_Mppe8by6Ym-2Uc3xwyYRtEUt=1usg=__5iZaJ3v6ohnr-SeLY92OoiLGXl8=Figure 6.2 Economical use of spaces beneath the brick arches of the viaducthttp//t2.gstatic.com/images?q=tbnANd9GcT7Tk1yhTqk7MNltiVHnmZMMZw6Aa_ s286FhXyyfkbX-VKC_hkt=1usg=__L2CIQTAEsSpRfjkObWnxa86aC2Q=6.3. SIGNIFICANCE IN RELATION TO CONSTRUCTION INDUSTRYThe Castlefield viaducts were the first of their type, and consequently are live artefacts in the history of Manchester and the railways. They are noteworthy for both their design and size. One of the arches of the viaduct, the arch over the branch canal at Castlefield, had a span that was unus