Home |Metrolink Introduction | City South: updated 29 August 2007 | pages list
The diagram shows existing metrolink lines in green; Chorlton phase 3a extension is shown in red; Airport and Didsbury phase 3b in orange; Trafford Centre in purple.
G–Mex to Cornbrook
This section uses the CLC Viaduct to Cornbrook Junction, which was originally built as a two track viaduct then later widened to carry five tracks. 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 replacing many thousands of spalled and missing bricks. Metal widenings were 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 damage 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.
See City Centre for a description of Victoria, Piccadilly, G–Mex and the lines between them.
For the first section from G–Mex stop, Metrolink uses the older two track southern viaduct. This has three wrought iron bridges connected to short sections of brick arches and was in much better condition than the later three track steel built viaduct. To achieve design speeds (80km/h) and meet vehicle separation requirements, reinforced concrete slab track is used over this narrower section.
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.
In the next section towards Cornbrook Road the viaduct is 18m wide, it carried five tracks when this was a railway. There is space for the overhead line equipment, Metrolink tracks and Cornbrook stop.
Viaduct modifications were required before Cornbrook stop could be built. Surrounding arches were supported to prevent collapse. The eastern most part of the arch was rebuilt first and the Altrincham bound tram track was moved onto it. Then the second part of the arch was rebuilt. The lift shaft, staircase and the rest of the island platform stop were constructed. Services terminating at Cornbrook, during the 2007 Altrincham line track upgrades, used the turnback platform at the north end of the stop.
Cornbrook Road railway bridge had a three track western/northern span on which track positions could not be changed. This was replaced by a new half–through steel box girder deck bridge to carry both Altrincham line tracks. Painted Metrolink green, it can be seen in the photograph taken by Altram.
During construction work for the Eccles line the eastern/southern two track span was modified and strengthened, it now carries the Altrincham/Eccles track.
Cornbrook stop was used as an interchange between Altrincham and Eccles lines from 6 December 1999. Following improvements at street level, the stop opened fully on 3 September 2005. Until the Pomona area is redeveloped, street access is towards Bridgewater Way and Chester Road.
Cornbrook Junction to Trafford Bar
Just south of Cornbrook Road British Rail (BR) built the underpass which segregates Metrolink from the Manchester–Warrington–Liverpool line. It takes Metrolink from the CLC viaduct onto the MSJA alignment a little south of the former railway Cornbrook Junction.
The eastern abutment of the future Eccles line bridge over the Bridgewater Canal was built with the underpass. On this isolated small site it would have been difficult and very expensive to do it later.
The Altrincham line dives beneath the Eccles outbound and railway lines, giving a non–conflicting tram junction.
Bridgewater Way is alongside the Warrington line and at about the same level where it crosses above Metrolink. It was built after Metrolink and part of it uses a short length of the former MSJA alignment.
The line continues to Trafford Bar stop, the name derives from Chester Road having had a toll bar here at one time. A minimum of alterations were done for the 1992 conversion to Metrolink. Then in 2001 a new concrete stairway was provided between Elsinore Road and the Altrincham bound platform. In 2004 the Manchester bound platform pedestrian ramp had its slope reduced and new double hand rails were installed. A new concrete stairway from the platform to the upper end of the ramp was opened. Ticket Vending Machines (TVMs) were installed on the platforms. The former booking office lobby was taken out of use and the old railway stairs to the platforms have been removed.
Trafford Bar to Chorlton — Phase 3a
This section will use three kilometres of the former CLC railway track bed to Chorlton; which was in a cutting and crossed under the Altrincham line and several roads.
A grade–separated junction with the Altrincham line will be built at Trafford Bar. The original plan showed that the outbound line would rise slightly to a signal controlled crossing of Elsinore Road then descended into the CLC cutting. This may be modified now that the second depot site has been selected. The inbound line will pass under the Altrincham line and join at Trafford Bar stop.
Metrolink’s second depot site lies between the Altrincham and Chorlton lines its southern boundary being Ayres Road. It will have tracks, a washing plant, combined workshop and offices. Trams will enter and leave via connections towards Altrincham, Chorlton and Manchester.
The line crosses under Ayres Road just to the east of Brixham Road. It is then east of and parallel with Royston Road, before crossing under Rye Bank Road to Firswood stop; which will be between The St. John Vianney School and Firs Avenue.
Next the line crosses under Manchester Road between Cheltenham Road and Clarendon Road West. The track bed continues between buildings on Albany Road and Buckingham Road, passing under Brantingham Road.
Chorlton–cum–Hardy stop will be adjacent to the Morrisons supermarket at Wilbraham Road (A6010); where the platforms will be on opposite sides of the road, the outbound bound to the north and inbound to the south. The line continues behind the houses on south–western side of Egerton Road South.
St Werburgh’s stop is the second in Chorlton It will have an island platform to the east of St Werburgh’s Road. This will ease interchange between Didsbury and Airport line trams when phase 3b is built. There will be connections to the Fallowfield Loop footpath/cycleway and Chorlton High School.
Cornbrook Junction to Pomona
A new bridge carries the Eccles line over the Bridgewater Canal and onto the Pomona Viaduct. This is a 650 metre long composite steel construction with the Pomona stop at the far end. This photograph was taken by Altram during construction work for the Eccles line. Tram passengers have extensive views over this site and along the canals from the Pomona Viaduct.
The Bridgewater and Ship Canals are separated by a virtual island of former dock land. A new link lock between the two canals was opened in 1994. Before any viaduct construction work could begin, a temporary sheet pile wall was installed to strengthen the ground between the waterways, eliminating the risk of the higher level Bridgewater Canal draining into the Manchester Ship Canal.
Pomona is an island platform stop, it has a lift and stairs linking platform and ground levels. Just beyond the stop, where the Eccles line turns to the right, provision has been made for the junction of the future Trafford Park and Trafford Centre line. A reinforced concrete bridge carries the Eccles line over the Manchester Ship Canal.
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This page was written and illustrated by Tony Williams, Manchester Area Officer, Light Rail Transit Association. Contact manwebm@lrta.org if you have any comments, ideas or suggestions about these pages.