I agree. Where would we be now if 19th Century engineers had adopted the minimalist approach which seems to be obligatory today? We have already squandered a large part of the legacy that they bequeathed us.
The Ordsall chord scheme is trying to make the best out of the drastic downgrading and rationalisation inflicted on Manchester's railways during the late BR period around 1990, when Victoria was run down, the busy Bury & Altrincham lines reduced to tramway and far too much traffic was diverted through platforms 13 & 14 at Piccadilly. This was added to the earlier closure of Manchester Central & it's approach lines. The chord is the CHEAPEST solution to attempt to integrate the north and southside networks and even if implemented will be plagued with operating constraints.
The only really adequate solution would be a north-south or north-west to south-east tunnel which would be HUGELY expensive and is not going to happen.
If one wanted a closer to 'once and for all' solution to rail transport in Manchester it would involve a lot more than a £260m chord to link a couple of lines together.
For the next 50 years, off the top of my head some high level decriptions of the projects would be...
Ordsall Chord (Grade Separated as much as possible, using the spare land)
or
Ancoats to Mayfieid Flyover, including re-opening of platforms at Mayfield, connected by high speed moving walkways to the tail end of Platforms 11/12 at Piccadilly. Splitting into service groups to avoid overlong walks for platform alterations.
15/16 at Manchester Piccadilly, linked into the above development if required.
Re-opening of Manchester Central and mixed use 4/5 tracking between Central / Deansgate and Cornbrook.
Seperation of Metrolink and Reintroduced Heavy Rail from Trafford Bar / Cornbrook (current route) to Altrinham.
Cornbrook interchange to provide interchange for new Central - Mid Cheshire route, CLC Route and Metrolink.
Four track from Trafford Bar to Altinham where possible, in order to provide 6tph all stations and 6tph semi fast.
Metrolink to run via Elevated viaduct from Panoma to Trafford Depot, return to Line of Route.
Possible four tracking from E Didsbury to Trafford, 2 Metrolink, 2 Heavy, route re-opened via Hazel Grove.
6/8 platform station at Manchester Central with access to re-opened heavy lines and CLC lines.
CLC 25kV OHLE electrified, service intergrated with MerseyRail and increased to 4, 6 or 8tph. All semi and fast services via Newton le Willows.
Metrolink - additional platforms at Manchester Oxford Road, running from Deansgate-GMex over Whitworth St to a pair of platforms sharing a common concourse with Oxford Road or Adjacent to, possible street extention via Whitworth St West to two new platforms at Piccadilly Low Level. (Allowing for a sensible way to run 45/50/60tph through Cornbrook...
Electrification of pretty much every stopping route.
Victoria Eastern Terminating capacity, Rochdale, Stalybridge and Ashburys / Guide Bridge to provide additional capacity.
Heavy rail to Leigh from a new concreted viaduct junction at Worsley, 3tph EMU interworked with Wigan via Atherton services. (Salford Crescent expected to handle up to 18tph.)
4 track Ardwick - Guide Bridge
2 bay platforms and extention of electrification to Chinley (all routes).
Western and Mid Cheshire access to Trafford Park reversing line on the "Birdcage" viaduct via Cornbrook Interchange.
That's just the start, I could see more than this needed with the way Manchester's economy is growing...
PS of what I forgot...
6 Track Slade Lane Junction to Ardwick, 10 track Ardwick to Piccadilly & Mayfeild (Including Viaduct), segregating the Airport Lines.
If possible, change the layout at Levenshume and Heaton Chappel to paired by direction to get rid of a lot of crossing moves at each end, granted you would loose the cross platform interchange at Stockport though. It may be best to keep Slade Ln as is if one is providing a segregated line for the airport services.
