Buffer stops on Light Rail Networks

[Mothball]

While waiting for a tram from Metrolinks Crumpsall, I noticed the relatively new bay platform doesn't have a buffer stop and it got me thinking about dead-ends on other parts of the network, aswell as other networks.

It's been that long since I have travelled on any other light rail system I couldn't comment on those, but for the newer Metrolink lines, aside from MediacityUK and the former Mumps Temporary the flappy boards are the new norm.

Is there specific guidance on where buffer stops should be used for light rail compared to the simple road style "Stop" boards commonly used on the newer parts of the network and is it a common theme across all the UK networks?

 

[edwin_m]

It was considered that the risk* of someone being crushed between a tram and a buffer was greater* than the hazard resulting from overrun. At Crumpsall I think you'll find that the track runs into a level area with no obstructions, which would bring an overrunning tram to a relatively gentle stop from any speed it is likely to approach at.

If you look at somewhere like Sheffield Street turnback (just beyond Piccadilly on the Ashton line), the rails just end but the surface beyond is frangible concrete which would break under the weight of an overrunning tram and similarly bring it to a stop.

I don't think there's any standard on this - it was the result of review of the relative hazards.

*edited from "hazard" and "more severe" - use the correct terminology! The risk of a hazard is the combination of probability and severity.

 

[DanNCL]

Locations on Metrolink with full buffer stops are MediaCityUK, Timperley turnback, Altrincham and Bury. Locations on Metrolink with "flappy boards" are Trafford Centre, East Didsbury, Manchester Airport, Sheffield Street turnback, Ashton, Crumpsall and Rochdale Town Centre. Eccles has neither and instead there's a raised curb where the track ends.

All locations on Tyne & Wear Metro, the DLR and Supertram have full buffer stops, as do all locations on NET except for Phoenix Park which has bollards.

 

[fgwrich]

Locations on Metrolink with full buffer stops are MediaCityUK, Timperley turnback, Altrincham and Bury. Locations on Metrolink with "flappy boards" are Trafford Centre, East Didsbury, Manchester Airport, Sheffield Street turnback, Ashton, Crumpsall, Shaw and Compton and Rochdale Town Centre. Eccles has neither and instead there's a raised curb where the track ends.

All locations on Tyne & Wear Metro, the DLR and Supertram have full buffer stops, as do all locations on NET except for Phoenix Park which has bollards.

Had to do a double take but Shaw is a flappy board too.

 

[Mothball]

It was considered that the hazard of someone being crushed between a tram and a buffer was more severe than the hazard resulting from overrun.

That makes sense and I hadn't really thought of it that way.

Locations on Metrolink with full buffer stops are MediaCityUK, Timperley turnback, Altrincham and Bury. Locations on Metrolink with "flappy boards" are Trafford Centre, East Didsbury, Manchester Airport, Sheffield Street turnback, Ashton, Crumpsall and Rochdale Town Centre. Eccles has neither and instead there's a raised curb where the track ends.

All locations on Tyne & Wear Metro, the DLR and Supertram have full buffer stops, as do all locations on NET except for Phoenix Park which has bollards.

Milgate siding also has a full buffer stop fitted, looks to be from the days of heavy rail.

Had to do a double take but Shaw is a flappy board too.

That's the one that seems to stand apart from the rest, as mentioned above the idea of a buffer stop collision being be more severe than simply rolling to a stop in the pedestrianised area makes complete sense.
However Shaw shouldn't have any pedestrians, and the rails drop straight out onto a pavement and busy road. That was one of the places that got me thinking about it in the first place.

 

[InOban]

I was looking at the Trams to Newhaven site yesterday, in particular at the maps of the public realm improvements, ie the finishing touches. It's clear that the Newhaven tramstop is followed by at least a tram's length of plain track and then buffer stops.
Of course the original plans included a further extension using disused railway formations eventually reaching haymarket from the west, and this layout would allow such work without interfering with the existing operations (only the crew rest area which is behind the buffers!)

 

[edwin_m]

I was looking at the Trams to Newhaven site yesterday, in particular at the maps of the public realm improvements, ie the finishing touches. It's clear that the Newhaven tramstop is followed by at least a tram's length of plain track and then buffer stops.
Of course the original plans included a further extension using disused railway formations eventually reaching haymarket from the west, and this layout would allow such work without interfering with the existing operations (only the crew rest area which is behind the buffers!)

It would also allow a dead tram to be parked out of the way of other operations.

 

[507 001]

It was considered that the risk* of someone being crushed between a tram and a buffer was greater* than the hazard resulting from overrun. At Crumpsall I think you'll find that the track runs into a level area with no obstructions, which would bring an overrunning tram to a relatively gentle stop from any speed it is likely to approach at.

If you look at somewhere like Sheffield Street turnback (just beyond Piccadilly on the Ashton line), the rails just end but the surface beyond is frangible concrete which would break under the weight of an overrunning tram and similarly bring it to a stop.

I don't think there's any standard on this - it was the result of review of the relative hazards.

*edited from "hazard" and "more severe" - use the correct terminology! The risk of a hazard is the combination of probability and severity.

One of m’colleagues tested the Sheffield street sand drag a few months ago. It didn’t work*.

Now we have two nice parallel lines in the concrete and a wonky bollard.


*probably because it was intended for a T68 which was nominally 10 tons heavier than a Banana.

 

[WatcherZero]

Yeah was going to mention the sand traps, rails go deeper into the road and the cavity is filled with sand to in theory achieve a gradual friction braking effect rather than sudden stop.
I believe LU uses them at the end of tunnels.

 

[507 001]

Yeah was going to mention the sand traps, rails go deeper into the road and the cavity is filled with sand to in theory achieve a gradual friction braking effect rather than sudden stop.
I believe LU uses them at the end of tunnels.

In our case, other than Eccles, the rails end before the sand drag, which is covered with concrete (tarmac at Eccles).

 

[WatcherZero]

Looks like they have/had tarmac over the sand at Ashton too. I suppose it keeps it in place.

 

[507 001]

Looks like they have/had tarmac over the sand at Ashton too. I suppose it keeps it in place.

View attachment 118886

Yes indeed, all of the phase three termini have something similar.

Being phase three, they should actually work too, unlike the Sheffield st one. Which didn’t.

 

[philthetube]

I seem to remember that LUL sand traps are supposed to have the sand turned over every so often to prevent it becoming like concrete.

 

[507 001]

I seem to remember that LUL sand traps are supposed to have the sand turned over every so often to prevent it becoming like concrete.

Ours are under the concrete

 

[K.o.R]

Locations on Metrolink with full buffer stops are MediaCityUK, Timperley turnback, Altrincham and Bury.

Bury also has a very large and very solid brick wall.