Home |Metrolink Introduction | City South: updated 22 December 2009 | pages list
See City Centre for a description of Victoria, Piccadilly, G–Mex and the lines between them. The diagram shows existing metrolink lines in green; the under construction phase 3a, extension to Chorlton is shown purple; the phase 3b, Greater Manchester Transport Fund, Airport and Didsbury extensions in orange.
Cornbrook Viaduct
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. 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.
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.
Cornbrook Viaduct Capacity
At present 15 trams per hour (tph) use the Cornbrook viaduct which has fixed block two aspect signalling. A new Tram Operating System, based on Line of Sight working, will be installed in spring 2010.
A study has shown that Line of Sight working with track and platform layout modifications could increase the capacity of Cornbrook Viaduct from the current 15 to 84 tph. When Phase 3a is complete, there will be 25 tph along the Cornbrook Viaduct. Day time Media City service will terminate at Cornbrook, so that Cornbrook stop will be required to handle 30 tph.
G–Mex to Trafford Bar
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.
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.
During the August 2009 blockade, the outbound track has been moved away from the inbound track allowing a new double–ended ‘pocket turnback’ siding to be installed between them. It is shown purple in the diagram and will probably be brought into use when Line of Sight working starts.
Viaduct modifications were required in 1999 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. In August 2009 track was removed from the narrow north end bay platform, passengers only used this during the 2007 Altrincham line track upgrades.
Cornbrook Road railway bridge had a three track western/northern span on which track positions could not be changed. This was replaced, before Metrolink opened, by a new half–through steel box girder deck bridge to carry both Altrincham line tracks.
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.
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.
Trafford Bar
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.
A grade–separated junction with the Altrincham line is being built at Trafford Bar. The portion of Elsinore Road within the depot site and the bridge which carried it over the CLC line have been removed. 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.
Trafford Bar to Chorlton
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. The last passenger train ran on 2 January 1967, although there was a freight line here until the late 1980s. Clearance work started on 2 October 2008. GMPTE are working closely with Natural England to protect wildlife along the new route. They have also pledged to plant at least five young trees for every tree they need to remove as part of the project.
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, formerly Chorlton–cum–Hardy, stop will be adjacent to the Morrisons supermarket at Wilbraham Road (A6010). The line continues behind the houses on south–western side of Egerton Road South.
St. Werburgh’s Road stop is the second in Chorlton. The railway from Manchester was double track with a junction here for lines towards Didsbury and Guide Bridge; however there is space for four tracks.
Widening the cutting, within existing boundaries, will allow the Fallowfield Loop footpath/cycleway to be diverted through the previously unused northern bridge span. Metrolink will go through the southern bridge span. Footpath track crossings will be provided at the foot of the ramp from Sidbury Road also at west and east ends of the stop.
A pedestrian access ramp will be provided north of the diverted path and west of St. Werburgh’s Road. On the east side, a lift and steps will be provided between road and diverted footpath/cycleway levels. The stop will be to the east of St. Werburgh’s Road; with ramps, at both ends, between footpath and island platform levels. A turnback siding will be provided to the east of the stop.
Services
Services will run from Rochdale railway station or Shaw and Crompton to Chorlton. On weekdays there will be a six minute interval service, in both directions, between Manchester City Centre and Chorlton. During early mornings and in the evenings, this will reduce to a tram every twelve minutes. At weekends, the six minute service will run for a shorter period each day; on Sundays the off peak service will offer one tram every fifteen minutes.
Home | Metrolink Introduction | City South: top of page | pages list
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.