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| Type | Commercial Circular |
|---|---|
| Topic | freight |
(k) Similarly no traffic of a party other than the siding owner shall be carried over the siding unless
RAILWAY SIDINGS LESSON 2 PLANNING AND WORKING OF SIDINGS PLANNING PROCESS FOR A SIDING 2.1.1 The main components of planning for a railway siding are : 1. Selection of rail head from where to take off of the siding 2. Alignment of the siding from rail head to factory or plant premises. 3. Junction arrangement at the rail head or serving station. 4. Scale of facilities inside the plant premises for handling inward and outward traffic. 2.1.2 The choice of serving station and siding alignment are inter-related. The best alignment is naturally the one which has the lowest cost. It should be the shortest in length avoiding as far as possible extensive earthwork, cutting of rock, bridging, sharp curves, steep gradients, level crossings on National and state Highways, rich cultivated land, forest land, dense pockets of urban development, religious structures, grave yards, etc. 2.1.3 In fixing the alignment, an attempt is made to start the siding from an existing block station instead of from a new station, the capital and recurring costs of which may have to be borne by the siding owner. 2.1.4 However, when it is considered economical in the overall, a siding can take off from a new block station. 2.2 Junction Arrangements 2.2.1 The junction arrangements at the railway station are based on the main consideration that movement of trains on the siding to and from the plant, should not interfere with the Railway’s main line traffic. The other aspects taken into account are : (a) The siding should be approachable directly from either direction of the main line. Trains to and from the siding should not require to be reversed at the station. In case it is certain that the siding traffic will be coming only from one direction and return in the same direction, direct connection from only one direction can be provided. (b) The siding should be connected to all the lines at the serving station, for flexibility in dealing with siding trains. (c) The siding should be isolated from the station yard (d) In case of severe gradient on the siding, a catch siding may be provided to protect the station yard 2.2.2 Figure 2.1 to 2.4 illustrate some siding take off arrangements at a three line station. In this arrangement the siding is connected only to one to one loop line. The siding points are normally set for the sand hump in the same direction. Here the siding is connected to all the lines, No.1, 2, 3 of the serving station, though trains going and coming on the siding will normally use line No.1 The station yard is isolated through the sand hump the normal setting of siding points will be for the sand hump. A chord line (X) is provided to give access to the siding from either direction. In this case trains to the siding are expected to arrive only from the Up direction. The siding takes off from near the Dn home or farther end of the station yard and has to have a U turn through a sharp curve. In this situation it is not feasible for the siding to take a U-turn after entering the station on account of ground features. Hence the siding takes off head of the facing points. Because of this the station limits get lengthened. This is the sketch of a bulb line taking off from a running line in a marshalling yard and joining back the same line. A train entering the bulb line moves over a track hopper for unloading bottom discharge hopper wagons and continues forward till it enters the same running line. Isolation at the take off point is considered not necessary because of unidirectional movement of trains and falling gradient of 1 in 150 towards the track hopper. 2.3 Signalling at junction The movement to and from the siding is normally governed by signals. The signalling on the siding is provided to accord with the signalling system existing at the station of take off for the sake of uniformity. If up gradation of signalling on Railways’ main line is expected in the
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