Overview Of Manchesters Castlefeild Viaducts History Essay

Overview Of Manchesters Castlefeild Viaducts History EssayThe Castle demesne viaducts form a incision of the citys fascinating electronic net spirt of merchant vessels infrastructure, which takes r determinationers, water shipway, tram, rail and road. Starting from the period of their plait, these viaducts have been standing as a constant and dominating feature on the Manchester sky patronage. They be peculiar with respect to their historic significance and construction. Its stunning architectural beauty is beyond adequate description, particularly at dawn and sun develop.In the 20th one C the viaducts underwent a dramatic renaissance, and they were brought back into reapingive use and glory. Though age and lack of substantive alimony be inciting threats to the life and beauty of the structure, they are in surp wage increasely good condition given their age. Proper principal(prenominal)tenance and replacements forget slow down the deterioration process of the struct ure.This report coers the structural, historic and architectural significance of the Castlefield viaducts. It highlights how the ageing infrastructures of the viaducts were effectively transformed to a term structure of the modern era. The damages of the viaducts has given a dramatic revitalisation to the Castlefield field of view, thus making use of the previously disfunctional structure. Thus our aim is to show the importance of conserving the antiquated structures by making use of the scientific and adept k at presentledge gained by means of the ages.CONTENTSLIST OF FIGURES routineDescription de nonationCoverimageCastlefield viaducts in 2010Photograph supplied by author1.1Castlefield viaducts in 1890Waterways into Castlefield,John C Fletcher1.2Castlefield viaducts An lively viewwww.webbaviation.uk1.3Castlefield viaducts in 1892A base on balls expand Castlefield,Derek Brumhead and Terry Wyke2.1Roman fort of Mamuciumwww.bbc.co.uk2.2Castlefield excavationsA walk round Cast lefield,Derek Brumhead and Terry Wyke2.3Cornbrook and Great north-centralern viaductswww.panoramio.com2.4 northern Brick viaductwww.panoramio.com2.5Flowchart showing carry recital of viaductsDrawing supplied by the author4.1 botanical proceeds on the corners of the viaductwww.forgottenrelics.co.uk4.2Use of cherry pickers in removing erodingwww.forgottenrelics.co.uk4.3Breakage and corrosion of put right sectionswww.forgottenrelics.co.uk6.1Architectural beauty of viaductswww.creativity103.com6.2Economical use of spaces beneath the brick arches of the viaductDrawings supplied by the authorA.1.1Great sexual unionern viaduct point from pastwww.canalarchieve.org.ukA.1.2Great Northern viaduct map take inhttp//manchesterhistory.netA.2.1Northern Brick viaduct picture from pastwww.canalarchieve.org.ukA.2.2Northern Brick viaduct exemplify picturehttp//manchesterhistory.netA.3.1Iron columns of the viaduct picture from pastwww.canalarchieve.org.ukA.3.2Iron columns of the viaduct fr ivol picturewww.barrymillerphotographics.co.ukA.4.1 suck bid arch of viaduct picture from pastwww.canalarchieve.org.ukA.4.2Cast- weightlift arch of viaduct present picturewww.engineering-timelines.comB.1 cast 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 capital of Minnesota TomlinWaterways into Castlefield,John C FletcherB.4Plan and section of the junction between the Manchester and Birmingham and Liverpool and Manchester rail lines.www.freepages.com1. presentmentThe Castlefield viaducts are the excellent examples of 19th century attitude to engineering. Their heroic puppet scale is romanticised by the castellalated turrets adorning the structure. The gain Castlefield is a short form of field of the castle or fort. Castlefieldis aninner city range ofManchester, inNorth West England. It is arguably one of the approximately historically im portant athletic fields in the world. Innovations have proliferated here and many artefacts have been constructed. In 79 AD the Romans make their fort on elevated intellect, and canals were dug to allow earthy watercourses to be diverted to mountain water levels. The worlds very first rail line mail was introduced in Castlefield in 1830, to allow the first rail tape drive of coal as canal basins were so numerous that the only operable means of utilising railroad go after transport was to build viaducts.CUsersreminDesktopDSC01024.JPG common fig tree 1.1 Castlefield viaducts in1890Castlefield is strident by its viaducts and its canals. The viaducts have operate an indelible part of the grace, valued and value 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 alike to promote leisure and tourism.CUse rsreminDesktopcourse work couplet-castlefield-c8675.jpg take to 1.2 Castlefield viaducts An aerial viewDuring the 20th century two canal and railroad system transport declined and the area became virtuallywhat derelict. The railway complex in Liverpool Road was change to a conservation meeting 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 constructionCastlefield is the site 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 5 acres in size and guarded important route 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 cadaver of the fort and the vicus. The price of coal was halved, making steam power commercially viable. The Rochdale transmission channel and a network of private offset canals joined the Bridgewater at Lock 92 in Castlefield. The Bridgewater Canal companyconnected their canal to the adjacent Mersey and Ir intumesce Navigation and the Rochdale Canal Companyconstructed its Manchester and Salford Junction Canal.Figure 2.2 Castlefield excavationsFigure 2.1 Roman fort of Mamucium Artists impression of Roman Mamucium (c) Graham Sumner CUsersreminDesktopDSC01034.JPGAs clean railway companies deprivationed to access the city centre through with(predicate) largely strengthened-up areas, only one option lay open to them the build of viaducts to carry traffic over the city. The railway lines the central cast atomic number 26 arch of the Manchester South Junction Altrincham 1848 viaduct, with 1877 wrought beseech Cheshire Lines Cornbrook viaduct obscured, and the massive piers of the 1894 obsolete Great Northern Viaduct behind constructed over the course of half-a-century provided le ading railway companies with the access to the city centre. These viaducts provided a splendid solution illustration to the b anformer(a)(prenominal) of carrying a railway a sweep up the city. The townscape of randomnessern Manchester was given a red-hot transformation by the railway and the Castlefield viaducts. In fact these viaducts are even so the engineering beauties of Manchester e limitedly 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 ca utilise 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 separate private canals with the Bridgewater CanalConstruction of warehouses a nd storehouses prompted the need for accessing city centre fall in the price of coal gave the idea of constructing railway lines for transportation.Construction of the Castlefield viaducts for alter 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 languish brick viaduct taking the Altrincham branch of the Manchester South Junction Altrincham railway (MSJAR) into Deansgate order. 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 eighter of its siblings (the exception world the Water Street MSJAR bridge), it has six cast iron ribs individually make in five pieces and bolted together. The ribs are bracingd with symmetric cast iron sections. The twin railway tracks were carried on cast iron knock down plates (the Altrincham line is no longer in use).The Altrincham branch viaduct had a second cast iron rib arch bridge by Baker, over Egerton Street. It was reconstructed in poise in 1976.The Northern Brick viaduct is in all elevated on more than 2 miles of viaduct. Most of this viaduct comprises 224 brick arches, averaging 30feet in elevation and span, and 28feet in width. Foundations typically extend 30-35feet below the ground level. Near Ordsall thoroughfare the railway exposees the Irwell with two much longer 65feet span brick arches, supported by a pillar in the middle of the river. A brick arch with a span of 80feet was infallible to bridge the canal branch.Supplementing the brick arches, the cast-iron bridge over cross 26 streets and canals. Originally, flat-girder link were ear marked for these sections of the viaduct, but when an example of this example of bridge collapsed under a train in Chester in whitethorn 1847 the plans were altered amid safety doubts. In total, 28 cast-iron bridge sections were required ( deuce-ace at Knott bomber), all of them spanning 70ft, except for the example over the Rochdale Canal which spans 105ft. The bridges were obtained by engineer David Bell house from the foundries of E.T. Bell house.On the viaducts south side is the upper-level iron truss girder viaduct of 1877 built for theCheshire Lines delegation by theMidland railroad. It is known as Cornbrook Viaduct. The viaduct is a red brick andwrought irontruss girder construction. Building work started in 1873 and was established in 1877. When it clear in 1877, it carried trains overture from a temporary station toIrlamandWarrington, andChorltonvia a branch line. The temporary station was replaced bySir John Fowlers Manchestercommutation Stationin 1880, which operated until 1969 and is now used as an exhibition centre (G-MEX).The through wicket door girder construct, predominantly of wrought iron, is around 330m in length, compri sing eight spans. Formed from divided castings and founded at a depth of 6.1m, the piers diameter tapers from 4.6m at their base to 3.2m at ground level. They are cover-filled and tied to their neighbour by a girder transaction 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 harmonize of each truss forms a channel. The transverse bearers hold the deck plates and ribs to which the running caterpillar track are fastened.To the north is the 1894 Great Northern viaduct that served theGreat Northern Railways (GNR) warehouse. The high-leveltubular steelviaduct is decorated with turrets. It was built for the Great Northern Railway Company and carried GNR trains t o the companys Deansgate warehouse until 1963. Richard Johnson was a Chief form of the GNR.The Cornbrook and Great Northern viaducts stood disused for many courses. When a route for theMetrolinktrams was investigated, the Cornbrook Viaduct was found to be in much separate condition than the 1894 one. It was chosen for refurbishment (1990-1991) and is currently used by Metrolink trams going to Altrincham.During the regeneration of the Castlefield basin, a spectacular 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 ofSantiago Calatrava.The common chord viaducts passed right through the ancient Roman site, virtually obliterating it, as the opening move 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 st ill in use. The Great northern viaduct is now offered for sale.3.2. dutyThe 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 canal 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 fixed block two manifestation 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 designed 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 project 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 arche s were constructed by put the bricks and mortar over scaffolding, which would fend for the arch shape until the mortar had set and the form was self- funding. This scaffolding was normally left in place for two to three weeks after the brickwork had been completed. However, in January 1849 a section of the viaduct beside Gloucester Street, just to the west of Oxford Road station, collapsed upon remotion of the sustenance scaffolding, killing several workers. An inquest revealed that wet hold out 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 study hazards 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 r esting 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 one-year Report on Built Heritage, 2006/07 categorised the Castlefield viaducts into Grade II, which indicated that the structure is of special interest, warranting every effort 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 outmatch shopping and most vibrant 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 vegetation from the deck was relatively straightforward. Far more challenging has been the later(pr enominal) descaling work, ridding the viaduct of its loose material with hammers and scrapers. The abseil operation is self-contained, with collection bags and catch nets ensuring nil falls to the ground. Progressing from west to east, the five spans of the first phase took place. But be 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 refurb ishment 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 Metrolink which opened in 1992.Repairs included pointing some 70,000 square metres of brickwork and substitute many thousands of spalled and missing bricks. Metal widening was strengthened by concrete encapsulation and local plating repairs where required. After the structural repairs had been completed the metalwork was sand blasted and painted to protect it. Corrosion damage caused by equipment failure of the waterproofing system was repaired. Where needed main girder ends were encapsulated in a reenforce concrete diaphragm beam supported on new bearings. opposite 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 impro ved 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 waterproofing exercise and sundry(prenominal) 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 healthy corrosion. It is important to remove the vegetation which has secured a foothold on the arse of the structure where much of the ironwork never gets the opportunity to dry. Adequate measures should be adoptive to remove the blockages within the drainage system. Clearing debris from the trusses bottom chord and thereby allowing them to drain should be also given priority.4.2. PRESENT positionThough the Castlefield viaducts have given the city some of its most dra matic 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 rusted. The damp conditions have been more conducive to corrosion. Periodic inspection and remotion 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 peeling paint and patches of rust. The iron layers have got broken at intervals. there are evidences of staining and efflorescence and botanical growth due to the gunk of water through the brick joints. The younger but sicklier northern viaduct remains needy of function except for its iconic role in the cityscape and frequent on-screen app earances.4.3. therapeutic 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 vegetation should be removed from the structure. another(prenominal) significant 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 done more good 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 ORGANISATIONS 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 induce David Bellhouse (senior), (1764-1840) was a skilled joiner and builder. David Bellhouse (junior) started his career by erecting warehouses, mills and human beings 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 Manches ter 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 laying the track, Bellhouse was responsible for the purchase and demolition of buildings on the proposed site of the line, the alteration and frolic 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 thecapital of the United Kingdom 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 chief engineer of the London and North Western Railway Company. He wholly constructed, or remodelled and extended, the stations 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 quotation 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 Gr eat Britain. The Cheshire Lines group was formed by a joint deputation 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 RailwayThe Cheshire Midland RailwayThe Stockport, Timperley Altringham Junction Railway in that respect 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 terminus at Manchester. As a result, they constructed Manchester central and a new 2 track viaduct from Cornbrook to central station. There was significant rider and goods traffic between Liverpool and Manchester during this period. The second major route, which t he 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 tree Street stations, respectively.5.4 RICHARD JOHNSON (1827-1924)Richard Johnson was apprenticed to a builder and contractor 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 loop line with an powerfulness 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 N ewark 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 HEMBEROW total heat Hemberow 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 closeness 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 culture 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. entailment 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 they 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 rap id 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 kind of remarkable geometric shadows across the arena and over Castlefield, which is a ravishing sight and adds to the cultural feel of the area.The viaducts provide a dynamic rack for the whole of Castlefield. Through the reconfiguration and reuse of this previously disfunctional infrastructure, this area was the most manifest 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 key 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.Figur e 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 vital 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