Table 6. 2. 4 Parallel Operation Volume in Throat Area

Single track railway

Double-track railway

Layout

Lateral type

Longitudinal type

Conditions

Throat area locations

Train pairs shown in parallel train diagram are 18 or less	Non-locomotive depot end
Locomotive depot end
Train pairs shown in parallel train diagram are 18	Non-locomotive depot end and locomotive depot end

Non-locomotive depot end

Double-track railway

Locomotive

depot end

Middle part

Number of parallel operations

Objects of parallel operations

Train arrival (departure),shunting

Train arrival

(departure),locomotives

entering(leaving)

the depot,shunting

Train arrival

(departure), locomotives

entering(leaving)

the depot,shunting

Train arrival,train

departure, shunting

or trains arrival

(departure),

locomotives entering

(leaving)the depot,

shunting

Train arrival,

train departure,

locomotives entering

(leaving) the section,

shunting or trains

arrivaK departure),

locomotives entering

(leaving) the section,

shunting

Down trains departure

(pass through),up

train departure,

locomotives entering

(leaving) the section,

shunting

• 26 •

6. 2. 5 The freight yard location in a district station shall be determined in considerations of urban planning, freight traffic source, freight flowing direction, terrain conditions, local transport capacity,crossing method between road to freight yard and railroad,requirements on environmental protection, goods category and handling capacity, etc. There shall be convenient passages between the freight yard and cities. For a freight yard located on the same side as the station building,in case of larger loading and unloading volume and more train pairs within the section,it should set a lead track for the freight yard. 6. 2. 6 The location of newly-built locomotive depot shall be determined in considerations of the operating demands in stations and the depot, the scale of the depot, terrain, landform,geology, hydrology and drainage conditions, etc. When a station adopts lateral layout diagram,it should be set on the right opposite side of the passenger station building; if it is not developing into longitudinal type layout diagram or it is limited by other conditions,it may also be set on the left opposite side of the station building.

If a district station adopts loop routing or extended routing with shift changes for locomotive crew,it may set up necessary equipment on the arrival and departure track or nearby the receiving-departure yard as it is required.

6. 2. 7 The vehicle depot and wagon repair point at a district station should be set out side of the shunting yard or in other suitable location.

6. 2. 8 The track connections on a branch track in a district station shall be planned in a uniform manner. In case of track connections for several branch tracks, they should be introduced into station collectively. Branch tracks may be connected with the lead track of the freight yard, the secondary lead track of the shunting yard and the shunting yard or other station tracks; in case of larger freight volume or arrival and departure of complete trains,it should be connected to the arrival and departure yard.

6. 2. 9 In the district station where passenger train stock will stabilize as original station or terminal,it shall set a stabling track for passenger car,its location shall have convenient passage to connect with the arrival and departure track for passenger train receiving and dispatching.

6. 3 Quantities and Effective Lengths of Station Tracks

6.3.1 The quantities of arrival and departure tracks for passenger, and freight trains in a district station shall be determined by types, nature, quantities and operation modes of trains,which may be selected in design from Table 6. 3. 1.

Table 6. 3. 1 Quantities of Arrival and Departure Tracks

Converted number of pairs of trains	Number of arrival and departure tracks in bi-direction (tracks) (excluding main tracks and locomotive running tracks)
<12
13 ~ 18

• 27 •

ТаЫеб. 3. 1 (continued)

Converted number of pairs of trains	Number of arrival and departure tracks in bi-direction (tracks) (excluding main tracks and locomotive running tracks)
19 ~ 24
25 ~ 36
37 ~ 48	6 — 8
49 - 72	8-10
73 - 96	10 - 12
> 96	12 — 14

Note: 1 To the ranges of arrival and departure tracks shown in the table, it may take values according to converted number of pairs.

2 In district station with tracks introduced from more than two direction (including railway special siding

treated as train operation tracks), it considers the simultaneous arrival and departure of trains, for which it may increase the number of tracks accordingly.

3 When converted number of pairs is less than 6 pairs, the converted number of arrival and departure tracks may be reduced to 2 tracks.

4 When it is to adopt train working diagram with trains spaced by automatic block signals, one more arrival and departure track shall be added.

5 The stub-end main track in a district station shall be counted into arrival and departure track.

6 The quantity of arrival and departure tracks for freight trains in a passenger-freight longitudinal type district station shall be taken from this table after converted number of passenger train pairs is deducted, while the number of passenger train arrival and departure tracks shall take values from Table 9. 1. 8 of this Code. The number of arrival and departure tracks in a one-level-three-yard district station shall be taken from this table according to the converted number of train pairs for up and down sub-yards respectively.

7 The converted number of train pairs in a certain direction in a district station is equal to the sumtotal obtained from the summarization of number of pairs of all passenger and freight trains in such direction (which may be obtained from the total number of all trains received and dispatched in this direction divided by 2) multiplied respectively by the corresponding conversion factor. When it is to determine the number of arrival and departure tracks through table look-up, in stub-end type district station, it shall be the summarization of converted number of pairs in each direction» but it may be reduced properly, in through-type district station, it shall be 1/2 of the summarization of converted number of pairs in each direction. Conversion factors for the number of train pairs: it shall-be 1 for through train, transit train and transfer train, if there are breaking-up and making-up operations, it shall be 2 for through train, transit train, district transfer train, pick-up train and fast and lessthan-wagonload freight train; it shall be 1 for originating and terminating passenger trains, 0. 7 for small groupage of passenger trains that will turn back immediately, and 0. 5 for passenger trains that will stop in the station; it shall be 0. 3 for the freight trains that will change shift of crew without train examinations; it shall not count the passenger and freight trains that do not stop in the station.

6. 3, 2 It shall set one locomotive running track in a district station where locomotives pass through yards for 36 times and above per day and night.

6. 3. 3 It shall set one locomotive waiting track in the throat area at non-locomotive depot end within a lateral type district station and in the throat area at the departure end of arrival and departure yard opposite to the locomotive depot in a longitudinal district station. In the lateral type district station of single-track railway with fewer operations of • 28 •

locomotive pick-up and drop or it is hard to reconstruct, it may delay to set or not set a locomotive waiting track.

The locomotive waiting track should be of stub-end type or of through type if it is necessary.

The effective lengths of locomotive waiting track: it shall be 45 m for stub-end type or it shall be no less than the length of the locomotive plus 10 m under difficult conditions; it shall be 55 m for through type or it shall be no less than the length of the locomotive plus 20 m under difficult conditions. In case of double locomotives, the said effective length shall be added with the length of another locomotive.

6. 3. 4 The quantity and effective length of shunting tracks in a district station shall be determined according to the directions and quantities of tracks connected, train number of shunting operation, methods used for shunting operation and train marshalling plan, etc, and it shall accord with following provisions:

1 It shall have at least one track in each connection direction, or may be increased accordingly in the direction with busier traffic flow. Its effective length shall be no less than the effective length of the arrival and departure track.

2 There shall be at least one stabling track for parking the operating train of the station itself; one track for stabling vehicles to be repaired and other vehicles, and one track shall be shared if the number of vehicles is small; it may have another stabling track if there is branch track connection and there are more vehicles to stop; if it is to handle wagons carrying dangerous goods, it shall set one track for wagons carrying dangerous goods. The effective lengths for the said shunting tracks shall be determined according to the maximum number of wagons to concentrate on these tracks.

6. 3. 5 It shall set one lead track at both ends of the shunting yard respectively. When the volume of breaking-up and making-up operations per day and night exceeds 7 trains, a secondary lead track may be delayed to set. The effective length of main lead track shall be no less than the effective length of the arrival and departure track, which shall be short­ened accordingly if it is only to handle load-adding-removing operations. The effective length of the secondary lead track should be no less than the effective length of the arrival and departure track, and it may be half of the effective length of the arrival and departure track if there are less shunting operations. When there are branch lines or sidings with fe­wer freight volume connected to this station, if the horizontal and longitudinal alignments are suitable for shunting operation, they may be used as secondary lead track. 6. 3. 6 Between the locomotive depot and the arrival and departure yard in a lateral type district station, there shall set one ingress track of locomotive depot track and one egress track of locomotive depot, it may delay to set or set only one track if the number of locomotives to/from the depot is less than 60 times. If other layouts are used, the number of ingress and egress track of locomotive depot shall be determined according to actual situations.

• 29 •

7 Marshalling Station 7. 1 General Provisions

7. 1. 1 Marshalling station is divided into network marshalling station, regional marshalling station and local marshalling station.

The network marshalling station shall be designed into large-sized marshalling station; the regional marshalling station shall be designed into large and medium-sized marshalling station, while local marshalling station shall be designed into medium and small-sized marshalling station. The designs shall select rational layout diagrams according to the requirements on number of leading tracks, operation volume and its nature, engineering conditions and urban planning,etc,through total comparison,and it shall reserve margin for further development.

7. 1. 2 Marshalling station shall be constructed in different stages to meet demands of transport growth. The design of short term project shall facilitate operation and save costs while reducing the demolitions and reconstructions for long-term expansion and the interference to operation.

7. 1.3 The mutual configuration of yards, marshalling equipment and all the other equipment within the marshalling station shall meet the following requirements under the preconditions to offer required carrying capacity and remarshalling capacity, save engineering investment and operating expenditures:

1 Coordination in work between the integral portions within station.

2 Operations in station shall be done in flow feature with flexibility.

3 It shall reduce the crossing of routes and interference from operation.

4 It shall shorten the travel distance and stay time in station of locomotives,vehicles and trains.

5 It shall be equipped with modern technology.

7. 2 Marshalling Station Layout Diagram

7. 2. 1 Marshalling station shall select unidirectional layout diagram or bidirectional layout diagram based on bidirectional resorting operation volume,angular wagon flow,and terrain conditions and approach track arrangement through technical and economic comparison.

Newly-built marshalling station should adopt unidirectional layout diagram. The hump

direction in the unidirectional marshalling station shall be determined according to the flow

of wagons resorted and the direction in combination with the comprehensive study on

terrain and weather conditions. The capacity and arrangement of two systems in the

• 30 •

bidirectional marshalling station may be determined according to demands thereof.

7.2.2 The layout diagram for the lateral type marshalling station (Figure 6. 1. 1-1 and Figure 6. 1. 1-2) where two directions are to share one arrival-departure yard and one marshalling yard may be applicable to small-sized marshalling station with less sorting and marshalling operations. If conditions of station building and terrain are permissible, marshalling yard should be set on the side of main track nearby main traffic flow to be resorted.

7.2.3 The layout diagram for lateral type marshalling station (Figure 7. 2. 3) where the receiving-departure yards for two directions are arranged in parallel on both sides of the shared marshalling yard may be applicable to the marshalling station with constant equilibrium traffic flow to be marshaled for both directions or with less sorting and marshalling operations, or the medium and small-sized marshalling stations where terrain conditions are hard without material long-term development. When the tonnage of traction on connected tracks is larger, it shall properly handle the horizontal and longitudinal alinement conditions of the connecting lines to the hump.

Figure 7. 2. 3 Layout Diagrams of Lateral Type for Marshalling Station l-Arrivatc<-departure and transit yard;2-Shunting yard;3-Locomotive depot f4-Vehicle depot

7. 2. 4 The layout diagram for unidirectional mixed type marshalling station (Figure 7. 2. 4) where the arrival and shunting yard shared by two directions is arranged longitudinally while departure yards are arranged in parallel on both ends of the shared marshalling yard respectively may be applicable to the large and medium-sized marshalling station with more sorting and marshalling operations or where sorting and marshalling operations are large but terrain conditions are difficult.

Figure 7. 2. 4 Layout Diagrams of Unidirectional Mixed Type Marshalling Station 1-Arrival yard;2-Shunting yard; 3-Departure and transit yard; 4-Locomotive depot;5-Vehicle depot

When the percentage of traffic flow to be remarshalled is larger in hum direction, necessary measures shall be taken to balance the load on the lead tracks on both sides at the end of the shunting yard.

• 31 •

7. 2. 5 The layout diagram for longitudinal type marshalling station (Figure 7. 2. 5) where

longitudinally-arranged receiving yard, marshalling yard and departure yard are shared by two directions may be applicable to the large-sized marshalling station with heavier traffic flow to be remarshalled towards the hump and with larger sorting and marshalling operations.

Figure 7.2.5 Layout Diagrams of Longitudinal Type for Marshalling Station

1-Arrival yard;2-Shunting yard;3-Departure and transit yard;

4-Locomotive depot;5-Vehicle depot

The tracks for arrival and departure of trains to be remarshalled against hump should be designed in the form of grade separation.

The tracks for arrival and departure of trains to be remarshalled against hump should be designed in the form of reverse arrival and reverse departure to reserve conditions to develop into circular arrival and circular departure. When it is possible, the short term design may also be of circular arrival and circular departure.

When an unidirectional mixed type marshalling station is expanded to the unidirectional mixed type marshalling station pattern with receiving yard, shunting yard and departure yard arranged longitudinally,it may reserve the departure and transit yard against hump,as it is required by operation.

7.2.6 For the unidirectional marshalling station adopting double roiling-down operation
method,the receiving yard,shunting yard and departure yard should be arranged longitudinally.
When it is needed by the operation of angular wagon flow, some of tracks in the center of the
shunting yard may be designed as the shared tracks for rolling tracks of hump from both ends.
The layout at the end of the shunting yard and arrangement of shunting equipment shall ensure
that the operating capacity matches with humping capacity.

The receiving track for trains to be remarshalled against hump should be designed as circular arrival track. The departure track for trains to be remarshalled against hump should be designed as circular departure track or reverse departure track.

7.2.7 The layout diagram of bidirectional mixed marshalling station (Figure 7. 2. 7)
where receiving yard and shunting yard are arranged longitudinally in both directions and
departure yard is arranged laterally on the outer side of the shunting yard should be
applicable to the large-sized marshalling station with larger volume of sorting and
marshalling operations in both directions or where the volume of sorting and marshalling
operations is large but it is limited by terrain conditions, while angular wagon flow is
smaller.

• 32 •

Figure 7. 2. 7 Layout Diagrams of Bidirectional Mixed Type for Marshalling Station 1-Arrival yard;2-Shunting yard(sotring-departure yard);3-Departure and transit yard;

4-Locomotive depot; 5-Vehicle depot

7.2.8 The layout diagram of bidirectional longitudinal type marshalling station (Figure 7. 2. 8) where receiving yard,shunting yard and departure yard are arranged longitudinally

in both directions should be applicable to the large-sized marshalling station with large volume of sorting and marshalling operations in both directions.

Figure 7. 2. 8 Layout Diagrams of Bidirectional Longitudinal

Type for Marshalling Station

1-Arrival yardi2-Shunting yardj3-Departure and transit yard;4-Locomotive depot;5-Vehicle depot

7.2.9 When the receiving yard and shunting yard are arranged longitudinally, there is larger wagon flow to be remarshalled toward hump but the group number is simple, or mainly trains for transfer train, while the volume in connected departure direction is smaller,it may not set departure yard toward hump in consideration of actual situation,and departure of all trains may be handled in the marshalling-departure yard.

When the receiving-departure yard or departure yard is arranged in parallel with the shunting yard, it may also design some marshalling and departure tracks in the shunting yard.

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