Some standard content:
UDC725.31/.33:001.4
National Standard of the People's Republic of China
GB/T15165—94
Terminology for railway
station and terminal
Published on August 12, 1994
Implemented on May 1, 1995
State Administration of Technical Supervision
Subject content and scope of application
Cited standards
Basic concepts
Intermediate station
Section station
Marshaling yard
Passenger station, passenger equipment and passenger car maintenance depot Freight station, freight yard and freight equipment
Industrial station, port station, transshipment station
Railway hub
Appendix A Index in alphabetical order of Chinese phonetic symbols (supplement)Appendix B Index in alphabetical order of English symbols (supplement)…·times
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National Standard of the People's Republic of China
Terminology for railway
station and terminal
1 Subject content and scope of application
This standard specifies the commonly used terms related to railway stations and terminals. GB/T15165—94
This standard applies to the design, construction, operation, scientific research, teaching, publication and other aspects of railway stations and terminals of national, local and industrial enterprises. 2 Reference standards
GB7179 Terminology of railway freight transport
Terminology of railway traffic organization
GB8568
GB/T13317 Terminology of railway passenger transport organization Code for design of railway stations and hubs
TB1352
Terminology of railway lines
TB1353
Terminology of railway turnouts and crossings
TB2107
Technical conditions for railway marshaling yards and section stations (classification) 3 Basic concepts
3.1 Intermediate train distinguishing point In order to ensure traffic safety and necessary passing capacity, the railway main line is divided into several sections or block sections; the boundaries of these adjacent sections or block sections are called intermediate train distinguishing points. Intermediate train distinguishing points include:
a. Intermediate train distinguishing point without wiring - the color light signal and line station of the automatic block section; b. There is a distribution line demarcation point - a station.
3.2 Railway Station
3.2.1 Intermediate Station Intermediatestation Generally located between two technical stations, it is a station that handles train reception and dispatch, passing and passing operations, shunting of trains along the way, and passenger and freight operations. It is equipped with arrival and departure lines and passenger and freight equipment. 3.2.2 District Station District Station
Refers to a station located at the boundary of the traction section on the railway network. Generally, in addition to handling non-shunting transfer trains, it also dismantles and marshals sections, detaches and attaches trains along the way, replaces locomotives or crews, and performs technical maintenance and freight inspection and sorting operations on vehicles in freight trains. It is equipped with equipment for receiving and dispatching trains, shunting, locomotive preparation and vehicle maintenance. 3.2.3 Marshalling Station refers to a station that is responsible for the dismantling and marshalling of a large number of trains, marshaling direct, through and other trains, and also replaces locomotives and crews, and performs technical maintenance and freight inspection and sorting operations on vehicles in freight trains. It is equipped with special arrival yard, departure yard, shunting yard, hump shunting equipment, locomotive preparation, vehicle maintenance and other equipment. 3.2.4 Passenger station passenger station refers to a station that specializes in passenger business. It is responsible for handling passenger inquiries, ticket sales, transfer signatures, waiting, boarding and alighting and other travel procedures, and the carriage, storage, loading and unloading, transfer and delivery of luggage and parcels, and handles the arrival, departure, passing of passenger trains and the technical operations of picking up and delivering passenger trains. Its main equipment consists of three parts: station building, station square and station yard. 3.2.5 Freight station freight station refers to a station that specializes in freight business or concurrently handles freight business. It mainly handles the operations of cargo transportation, loading and unloading, delivery, transshipment, receiving and dispatching of freight trains, and vehicle pickup and delivery. The main equipment includes: freight train arrival and departure lines, shunting lines, pull-out lines and freight yards, etc. 3.3 Blockpost
It has no other wiring except the main line. It only handles the blocking and receiving of trains, and does not handle the demarcation point of train passing and overtaking operations. Auxiliaryblockpost
It is located at the junction of the section and the branch line. It is not a demarcation point and cannot handle the traffic blocking procedures with the adjacent station. When the train entering and exiting the branch line occupies the section main line, its turnout is controlled by the station to which the auxiliary station belongs. Railway hub railwayjunctionterminal3.5 Gold
Refers to the intersection or terminal area of more than two railway trunk and branch lines, which is composed of one or more professional stations (stations include passenger stations, freight stations, marshaling yards) with unified dispatching and coordination operations and corresponding main lines, entry and exit lines, connecting lines, relocation lines, loop lines and other railway equipment.
3.6 Station Track
3.6.1 Mainline
refers to the line connecting the station from the section and passing through or extending straight into the station. 3.6.2 Station Track
refers to the line other than the mainline in the station. Including arrival-departure track, shunting track, freight track, draw-out track and other lines for designated purposes in the station.
3.6.3 Arrival-departure track is the line used for handling the arrival or departure of passenger or freight trains. 3.6.4 Shunting track
is the line used for train disassembly, marshaling and vehicle assembly. 3.6.5 Draw-out track
is the line used for shunting operations such as train draw-out, switching, disassembly, marshaling, pick-up and delivery. 3.6.6 Depot siding
A line located in the railway locomotive, vehicle, engineering, electrical and other sections for use and jurisdiction of the section. 3.6.7 Industrial sidingA dedicated line connected to the track in the section or station and leading to the internal and external units (factories, mines, ore fields, ports, docks, cargo warehouses, etc.).
3.6.8 Centerline of track Centerline of track refers to the centerline between the inner sides of the two rails of the railway line (excluding the track gauge widening value). 3.6.9 Distance between tracks refers to the distance between the centerlines of two adjacent tracks. 3.6.10 Total length of track refers to the length from the turnout basic rail joint at one end of the station track to the turnout basic rail joint (through line) or the car stop (end line) at the other end.
Effective length of track refers to the length of the part of the station track that can be used to stop locomotives and vehicles. 2
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3.6.12 Length of track laid out refers to the total length of the track minus the length of all turnouts on the line. 3.7 Railway clearances
3.7.1 Clearance of locomotives and vehicles refers to the length of the specified locomotives and vehicles that are not The maximum width and height of the same part and the minimum distance from its components to the rail surface. It is a cross-sectional profile perpendicular to the center line of the line. Whether it is a newly built locomotive or an empty and heavy vehicle with maximum tolerance or wear of various components, when parked on a horizontal straight line, all protruding and hanging parts along the vehicle body, except for the raised pantograph, must be contained within this profile.
3.7.2 Approaching clearance refers to the distance that various buildings and equipment approaching the railway must maintain from the line. It is a cross-sectional profile perpendicular to the center line of the line. Within this profile, except for locomotives and vehicles and equipment that interact with locomotives and vehicles (vehicle reducers, road sign receivers, contact wires, etc.), other equipment and buildings shall not intrude. 3.8 Fouling post
A sign placed in the middle of two merging lines at the junction of two lines to prevent locomotives and vehicles on one line from colliding with locomotives and vehicles on the adjacent line.
3.9 Water crane
Equipment used exclusively for steam locomotives to load water on coal and water tankers. 3.10 Bumper post
Equipment placed at the end of the dead end line to indicate that the line has reached the end and to play a certain blocking role. 3.11 Turnout
3.11.1 Simple turnout simpleturnout
A turnout with a main line in a straight direction and a side line branching from the main line to the left or right. 3.11.2 Symmetrical turnout A turnout that divides a straight track into two symmetrical or asymmetrical lines. Also known as symmetrical double turnout. 3.11.3 Three-throw turnout The main line is a straight line, and two sets of turnouts at the same position are used to divide a line into three lines, with symmetrical branches or asymmetrical branches on both sides.
3.11.4 Slip switch
Two opposite single turnouts on the opposite sides of the straight line are combined to form a slip turnout. 3.11.5 Method of indicating the center line of turnout In the station design, the method of indicating the turnout is the method of using the center line of the turnout line and the intersection angle of the turnout. 3.11.6 Turnout number
The cotangent of the turnout frog angle, that is, the ratio of the frog's heel end length and the heel end offset is called the turnout number or frog number. 3.11.7
Mainline of turnout
Refers to the straight line in a single turnout or a three-turnout or the main direction of the line in other turns. 3.11.8 Siding of turnout refers to the line branching off from the main line in the turnout. 3.11.9 Lead curve of turnout refers to the circular curve connecting the turnout part and the frog part in the turnout. 3.11.10 Center of turnout refers to the intersection of the center line of the turnout main line and the straight center line of the turnout siding. 3.12 Track connection
3.12.1 Terminal connection of tracks
connection at ends of tracks3
GB/T15165-94
Refers to the connection method of merging two adjacent tracks into one track in station design. When two adjacent tracks merge into one track and the distance between them is wide, in order to shorten the connection length, a shortened terminal connection is formed by the connecting line reverse curve and a group of turnouts. 3.12.2 Crossover
Refers to the connection method that allows locomotives and vehicles to enter another line from one of two adjacent parallel or non-parallel lines. There are three types: ordinary crossover, crossover, and shortened crossover. 3.12.3 Ladder track
Connects several parallel lines on a common line, and this common line is called a ladder track. According to the different arrangements of the relative positions of each turnout, it can be divided into three types: straight ladder track, shortened ladder track, and compound ladder track. Track by parallel shifting apart3.13
When a platform or other buildings need to be built in a certain section between two parallel lines at a station, and when a certain operation requires the line spacing to be changed, one of the lines must be moved in parallel. The moved line is connected to the original line with a reverse curve and a straight line. 3.14 Crossing
Equipment for two lines to cross each other on the same plane. According to the crossing angle and plane shape of the two lines, it can be divided into right-angle crossing and diamond crossing.
3.15 Yard
The yard is formed by connecting the two ends of the line for the same operation with ladder lines. It is divided into arrival yard, arrival yard, departure yard and shunting yard according to its use. It can be divided into ladder yard, waist-shaped yard, parallelogram yard and shuttle yard according to its shape. 3.16 Station site
The floor on which the station wiring is set on the horizontal and vertical sections of the railway main line. Length of station site3.17
The length of the section required for setting the station wiring on the horizontal and vertical sections of the railway main line is determined according to the station layout diagram, the number of arrival and departure lines, the effective length of the arrival and departure lines and the length of the throat area. 3.18 Yard subgrade
The ground engineering structure under the station line. The shape of the station subgrade surface can be designed as a single slope, double slope or sawtooth slope subgrade according to the drainage requirements, subgrade width and filling and excavation conditions. 3.18.1 The subgrade surface consists of the covered part of the station track and the shoulders on both sides. The width of the subgrade surface within the station range is B = K1 + E + K, where: E is the sum of the spacing between each line;
is the width from the center line of the outermost line to the edge of the shoulder. K,,Kz--
elevation of yard subgrade The elevation of the subgrade surface of the center line of the station line. 3.19 Drainage facilities of yards refer to the equipment installed in the yard to remove the surface water of the subgrade or lower the groundwater. It can be divided into longitudinal and transverse drainage facilities. 4 Intermediate station
4.1 Passing station
A station located on a single-track railway, mainly handling the meeting of trains in both directions and the passing of trains in the same direction, handling a small amount of passenger and freight business, and not handling the loading and unloading of whole vehicle cargo and the shunting of uncoupling vehicles. 4.2 Overtakingstation
Located on double-track railway, mainly handles train reception and dispatching and overtaking, and handles a small number of passenger boarding and disembarking, baggage, and less-than-load passenger and freight services. It is a station that does not handle loading and unloading of whole vehicle cargo and shunting of uncoupled vehicles. 4.3 Water supply station
watersupplystation
It is an intermediate station for locomotives to be watered.
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4.4 Front station terminal A station located at the entrance of a railway hub.
4.5 Picking up and ditaking station for auxiliary locomotive A station where trains add or remove auxiliary locomotives in sections with double locomotive traction. 4.6 Train technical inspection station A station where train brake inspection and brake shoe replacement are carried out in front of long and long downhill sections. 4.7 Station for cool brake A station where the train needs to stop briefly to cool down the overheated brake shoe on a long downhill section. 4.8 Intermediate station type
4.8.7 Intermediate station with parallel range An intermediate station where the up and down arrival and departure lines are arranged in parallel. 4.8.2
Intermediate station with longitudinal arrangement An intermediate station where the effective length of the up and down arrival and departure lines is partially staggered. 4.8.3 Intermediate station with half longitudinal arrangement An intermediate station where the effective length of the up and down arrival and departure lines is partially staggered. 4.9 Single routes
A route for arrival and departure that only receives and sends trains in one direction, up or down. 4.10 Double routes
A route for arrival and departure that receives and sends trains in both directions, up and down. Catch siding
A catch siding is a route separation device, which is set up to prevent a train or rolling stock from entering the line occupied by another train or rolling stock and causing a collision accident. 4.12 Refuge siding
On a steep and long downhill slope, in order to prevent a train that loses control from colliding or overturning, a steep uphill end line or a turnaround line set up in the section or station according to the line slope and terrain conditions is called a refuge line. 5 Section station
5.1The district station without marshalling operation for break-up and make-up of train
A district station that does not undertake train marshaling operations, or only undertakes marshaling operations for split trains, except for supplying locomotives and handling non-marshaling transfer trains. 5.2The district station with marshalling operation for break-up and make-up of train
A district station that, in addition to supplying locomotives and handling non-marshaling transfer trains, also undertakes marshaling operations for section, split trains and a small number of through and direct trains.
Parallel rangement district station5.3
A district station where the arrival and departure yards and shunting yards for up and down passenger and freight trains are arranged in parallel. Longitudinal arrangement district station 5.4
The two freight train arrival and departure yards for the up and down lines are all staggered on both sides of the main line. Generally, a shared shunting yard is set up in the direction with the larger operation volume, and the shunting yard is arranged horizontally with the arrival and departure yard. 5.5 Passenger and freight tandem section station passenger train and freight train yard longitudinal arrangement A section station where the passenger train arrival and departure yard and the freight train arrival and departure yard are arranged longitudinally. 5.6 Locomotive equipment
5.6.1 Depot
GB/T15165—94
A locomotive depot with attached locomotives, responsible for the operation, preparation and maintenance of locomotives. 5.6.2 Return depot
A locomotive depot that generally has no attached locomotives and is only responsible for the preparation of locomotives, not for locomotive maintenance. 5.6.3 Locomotive running preparation point A place where there is no assigned locomotive and is responsible for the preparation of auxiliary locomotives, shunting locomotives, small operating locomotives, etc. 5.6.4 Locomotive return point A place where small operating locomotives and auxiliary locomotives are partially prepared. 5.6.5 Combined depot A locomotive depot with two or more types of traction locomotives, responsible for operation, maintenance and preparation. 5.6.6 Locomotive tracks
5.6.6.1 Locomotive running track A track usually set up in stations and depots, dedicated to locomotive running. 5.6.6.2 Locomotive waiting track A track for the main locomotive to detach and turn around or temporarily stay. 5.6.6.3 Track for going out and coming into the depot A track set up between the locomotive depot and the station, used for locomotives to enter and exit the depot. 5.6.6.4
Servicing siding
A line for locomotives to stop for servicing work. 5.6.6.5
Waiting track on duty
A line for locomotives to stop for duty in the locomotive depot. Turn-around wye
A device for locomotives to change direction in the locomotive depot, consisting of three side tracks and corresponding turnout end tracks. 5.6.6.7 Turn-around track
Turn-around track
A device for locomotives to change direction in the locomotive depot, consisting of a circular track. 5.6.6.8
Turning jack
A device for locomotives to change direction in the locomotive depot, consisting of a bridge-type rotating trolley. 5.7 Vehicle Equipment
5.7.1 Vehicle Depot
vehicledepot
A place responsible for the section repair of passenger and freight vehicles, temporary repair of some vehicles, and responsible for the maintenance of the inspection equipment and tools within the scope of the section management, and the supply of the required materials and accessories.
5.7.2 VehicleRepairPlaceA place responsible for the technical inspection, brake test and general maintenance of various freight trains without vehicles. 5.7.3 VehicleRepairTrackAtStationA place responsible for auxiliary repair, inspection of axle boxes and temporary repair of vehicles. 5.8 Operation Route
The route through which locomotives and vehicles pass when they are running or shunting at the station. 5.8.1 Parallel Route
A route in the throat area of the station where two or more operations can be carried out in parallel at the same time. 5.8.2 Cross route
Cross route
A route where two operations in the throat area of a station are mutually hostile and cannot be carried out at the same time. 5.9 Carrying capacity of station The number of freight trains and passenger trains that a station can receive and dispatch in each direction in a day and night by adopting a reasonable technical operation process under the existing equipment conditions.
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The carrying capacity of a station includes the throat carrying capacity and the arrival and departure line carrying capacity. 5.9.1 Carrying capacity of throat The number of freight trains and passenger trains that a station throat area can receive and dispatch in each direction in a day and night. It is the sum of the carrying capacity of the throat turnouts (groups) of each approach in the throat area.
5.9.1.1 Throat of station The section where the turnouts at both ends of the yard or the entire station converge is called the station throat area. 5.9.1.2 Throat points
In the throat area, the busy turnout (group) on the train receiving (departing) route in a certain direction, where the total time occupied by various operations in a day and night is the longest, is called the throat turnout (group).
Carrying capacity of throat turnout (group) 5.9.1.3
It refers to the number of freight trains and passenger trains that the throat turnout (group) on the train receiving (departing) route in a certain direction can receive (depart) in a day and night.
5.9.2 Carrying capacity of arrival-departure track The number of freight trains and passenger trains that the line that handles train arrival and departure operations in the arrival yard, departure yard, through yard or arrival and departure yard can receive and send in each direction in a day and night.
5.9.3 Station final capacity stationfinalcapacity The calculated throat and arrival and departure line capacity is comprehensively analyzed or readjusted, and the capacity determined by the controlled equipment is called final capacity.
6 Marshalling station
6.1 Network marshalling station network marshalling station is located at the junction of more than three main railway lines in the network, and is responsible for the reorganization of a large number of transfer vehicles and marshaling a large number of long-distance technical direct and through trains.
6.2 Regional marshalling station regional marshalling station is located at the junction of more than three railways in the network, and is responsible for the reorganization of a large number of transfer vehicles and marshaling a large number of technical direct trains and through trains.
6.3 Local marshalling station local marshalling station is located at the junction of the railway trunk and branch lines, and is mainly responsible for the reorganization of local vehicles and marshaling a certain number of through sections, uncoupling and small operation trains.
6.4 Terminal main marshalling station When there are two or more marshalling stations in a railway hub, it is responsible for the task of shunting the transfer traffic on the network, and is mainly used to marshal direct and through trains.
6.5 Terminal auxiliary marshalling station When there are two or more marshalling stations in a railway hub, it assists the main marshalling station in its operations, mainly marshalling small regional traffic, and in some cases also marshals a small number of direct trains. 6.6 Single direction marshalling station A marshalling station with only one shunting system in the up and down directions. 6.6.1 Unidirectional transveral type marshalling station A marshalling station where the arrival and departure yards for both the up and down directions are arranged in parallel with the shared shunting yard. 6.6.2 Unidirectional longitudinal type marshalling station A marshalling station where the arrival yard, shunting yard and departure yard for both the up and down directions are arranged in sequence. 6.6.3 Unidirectional combined type marshalling station GB/T15165-94
A marshalling station where the arrival yard for both the up and down directions and the shared shunting yard are arranged in longitudinal order, and the departure yard for both the up and down directions and the shared shunting yard are arranged in transverse order.
6.7 Double direction marshalling station A marshalling station where one shunting system is provided for each of the up and down directions. 6.7.1 Bidirectional transversal type marshalling station A marshalling station with a transverse arrangement of the arrival and departure yards and shunting yards for both the up and down directions, and two shunting systems arranged in parallel. 6.7.2 Bidirectional longitudinal type marshalling station A marshalling station with a set of sequentially arranged shunting systems for both the up and down directions. 6.7.3 Bidirectional combined type marshalling station A station with a set of shunting systems for both the up and down directions, one of which is arranged longitudinally, the other is arranged in a mixed manner, or both are arranged in a mixed manner.
6.8 Yard
6.8.1 Receiving yard
A yard for handling the arrival of trains that have been separated. 6.8.2 Departure yard
A yard for handling the departure of trains.
6.8.3 Receiving and departure yard A yard that handles train arrival and departure operations. 6.8.41
Through yard
A yard that handles non-shunting transfer train operations. Marshalling yard
A yard that handles the disassembly, assembly and marshaling of shunting transfer trains, local operation trains, etc. 6.8.6 Auxiliary yard A yard that specializes in the disassembly and marshaling of adjacent section split trains and regional or hub small operation trains. 6.8.7
Marshalling-departure yard A yard composed of shunting lines that handle train assembly, marshaling operations and train departure operations. 6.8.8
Transferred yard
A yard that stores vehicles transferred from one shunting system to another shunting system. 6.9
systemof shunting
An operating system consisting of the arrival yard (or push line), hump, shunting yard (or marshaling yard), lead-out line and departure yard (sometimes without departure yard) and other equipment.
6.10 Receiving and dispatching routes
6.10.1 Oppositearrival
Arriving and dismantling trains in the opposite direction of the hump are connected through the exit throat of the arrival yard before the hump. 6.10.2
Oppositedeparture
Departing trains in the opposite direction of the hump are dispatched from the entrance throat of the departure yard. 6.10.3 Circularreceiving
Arriving and dismantling trains in the opposite direction of the hump are connected through the circular line from the entrance throat of the arrival yard before the hump. 6.10.4 Circular departure
Trains departing in the opposite direction of the hump are dispatched via the circular line at the exit throat of the departure yard. 7 Hump
7.1 Type of hump
GB/T15165—94
According to the size of the dismantling capacity, humps can be divided into three types: large capacity hump, medium capacity hump and small capacity hump. According to the level of modernization of hump technology and equipment, they can be divided into four types: automated hump, semi-automated hump, mechanized hump and non-mechanized hump. 7.1.1 Big capacity of hump Big capacity of hump The dismantling capacity per day and night is more than 4,000 vehicles. There are generally more than 30 shunting lines, using advanced hump technology and equipment. 7.1.2 Middle capacity of hump The dismantling capacity per night is more than 2,000 vehicles. There are usually more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3 Small capacity of hump The dismantling capacity per day and night is less than 2,000 vehicles. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4 Automated hump Automatic hump The hook car shunting route is automatically controlled, the hook car shunting speed is automatically controlled, and the locomotive push speed is automatically controlled. 7.1.5 Semi-automatic hump Semi-automatic hump The hook car shunting route is semi-automatically controlled, the hook car shunting speed is semi-automatically controlled, and the shunting machine remote control equipment can also be used. 7.1.6 Mechanized hump Mechanized hump The hump shunting part is equipped with a reducer brake position, the turnout control is automatic and centralized, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump Non-mechanized hump There is no reducer brake position in the hump release part, the turnout control is automatic and centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump rest
The point where the hump platform and the acceleration slope change slope is called the hump. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train can slide to a certain place on the difficult-to-drive line of the shunting yard to stop or a place with a certain speed under unfavorable slid conditions. The location of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is at the beginning of the hump platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The line range from the hump to the calculation point is called the slid section. 7.2.5 Platform of hump rest A section of flat slope connecting the pushing section and the slid section is called the hump platform. It is called the net platform when the tangent of the vertical curves at both ends is not included. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car is separated from the train and begins to freely roll under the action of its own gravity. 7.2.7 Hump height humpheight
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout at the throat of the arrival site exit (or the warning mark) to the beginning of the peak platform is called the pushing track. 7.3.2
Rolling track
The line segment from the peak to the beginning of the first branch turnout of the rolling section is called the rolling track. 7.3.3 No-humping cars storage The line set up at the peak for temporary storage of vehicles prohibited from sliding. 7.3.4 Around about line of hump A line that takes vehicles that are prohibited from crossing the hump around the hump and sends them to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling3 Unidirectional combined type marshalling station GB/T15165-94
A marshalling station with a common arrival yard and a common shunting yard for both up and down directions arranged in a longitudinal arrangement, and a common departure yard and a common shunting yard for both up and down directions arranged in a transverse arrangement.
6.7 Double direction marshalling station A marshalling station with a shunting system for both the up and down directions. 6.7.1 Bidirectional transversal type marshalling station A marshalling station with a separate arrival and departure yard and a shunting yard for both the up and down directions arranged in a transverse arrangement, and two shunting systems arranged in parallel. 6.7.2 Bidirectional longitudinal type marshalling station A marshalling station with a shunting system for both the up and down directions arranged in a sequential arrangement. 6.7.3 Bidirectional combined type marshalling station A station with one shunting system for both the up and down directions, one of which is arranged in tandem and the other in mixed arrangement or both in mixed arrangement.
6.8 Yard
6.8.1 Receiving yard
A yard for the arrival of trains that are disassembled. 6.8.2 Departure yard
A yard for the departure of trains.
6.8.3 Receiving and departure yardA yard for the arrival and departure of trains. 6.8.41
Through yard
A yard for the transfer of trains without shunting. Marshalling yard
A yard for the disassembly, assembly and marshaling of transfer trains with shunting, local operation trains, etc. 6.8.6 Auxiliary yard A yard that specializes in handling the disassembly and marshaling of adjacent section trains and regional or hub small-scale trains. 6.8.7
Marshalling-departure yard A yard consisting of shunting lines that handle train assembly, marshaling and train departure operations. 6.8.8
Transfer yard
A yard that stores vehicles transferred from one shunting system to another. 6.9
Shunting system system of shunting
An operating system consisting of equipment such as arrival yard (or push line), hump, shunting yard (or marshaling yard), lead-out line and departure yard (some have no departure yard).
6.10 Receiving and dispatching routes
6.10.1 Oppositarrival
Arriving and disassembling trains in the opposite direction of the hump are connected through the exit throat of the arrival yard before the hump. 6.10.2
oppositedeparture
The departing train in the opposite hump direction is sent out from the entrance throat of the departure yard. 6.10.3circularreceiving
The arriving train in the opposite hump direction is connected to the entrance throat of the pre-hump arrival yard via a circular line. 6.10.4circulardeparture
The departing train in the opposite hump direction is sent out via a circular line at the exit throat of the departure yard. 7 Hump
7.1 Type of hump
GB/T15165—94
According to the size of the disassembly capacity, humps can be divided into three types: large-capacity humps, medium-capacity humps and small-capacity humps. According to the level of modernization of hump technology and equipment, they can be divided into four types: automated humps, semi-automated humps, mechanized humps and non-mechanized humps. 7.1.1 Big capacity hump has a dismantling capacity of more than 4,000 vehicles per day and night. There are generally more than 30 shunting lines, and advanced hump technology and equipment are used. 7.1.2 Middle capacity hump has a dismantling capacity of more than 2,000 vehicles per day and night. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3 Small capacity hump has a dismantling capacity of less than 2,000 vehicles per day and night. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4 Automated hump Automatic hump Automatic hump Hook car shunting route automatic control, hook car shunting speed automatic control, locomotive push hump speed automatic control. 7.1.5 Semi-automatic hump Semi-automatic hump Hook car shunting route semi-automatic control, hook car shunting speed semi-automatic control, shunting locomotive remote control equipment can also be used. 7.1.6 Mechanized hump The hump release section is equipped with a decelerator brake position, the turnout control adopts automatic centralized control, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump release section does not have a decelerator brake position, the turnout control adopts automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak top. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train slides to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is located at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The range of the track from the peak to the calculation point is called the rolling section. 7.2.5 Platform of hump rest The flat slope connecting the pushing section and the rolling section is called the peak platform. When the tangents of the vertical curves at both ends are not included, it is called the net platform. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the exit throat of the arrival field to the beginning of the peak platform is called the pushing track. 7.3.2
Rolling track
The line from the top of the hump to the beginning of the first branch turnout of the rolling track is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of the hump for temporarily storing vehicles that are prohibited from humping. 7.3.4 Around about line of hump A line that sends vehicles that are prohibited from crossing the hump around the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling3 Unidirectional combined type marshalling station GB/T15165-94
A marshalling station with a common arrival yard and a common shunting yard for both up and down directions arranged in a longitudinal arrangement, and a common departure yard and a common shunting yard for both up and down directions arranged in a transverse arrangement.
6.7 Double direction marshalling station A marshalling station with a shunting system for both the up and down directions. 6.7.1 Bidirectional transversal type marshalling station A marshalling station with a separate arrival and departure yard and a shunting yard for both the up and down directions arranged in a transverse arrangement, and two shunting systems arranged in parallel. 6.7.2 Bidirectional longitudinal type marshalling station A marshalling station with a shunting system for both the up and down directions arranged in a sequential arrangement. 6.7.3 Bidirectional combined type marshalling station A station with one shunting system for both the up and down directions, one of which is arranged in tandem and the other in mixed arrangement or both in mixed arrangement.
6.8 Yard
6.8.1 Receiving yard
A yard for the arrival of trains that are disassembled. 6.8.2 Departure yard
A yard for the departure of trains.
6.8.3 Receiving and departure yardA yard for the arrival and departure of trains. 6.8.41
Through yard
A yard for the transfer of trains without shunting. Marshalling yard
A yard for the disassembly, assembly and marshaling of transfer trains with shunting, local operation trains, etc. 6.8.6 Auxiliary yard A yard that specializes in handling the disassembly and marshaling of adjacent section trains and regional or hub small-scale trains. 6.8.7
Marshalling-departure yard A yard consisting of shunting lines that handle train assembly, marshaling and train departure operations. 6.8.8
Transfer yard
A yard that stores vehicles transferred from one shunting system to another. 6.9
Shunting system system of shunting
An operating system consisting of equipment such as arrival yard (or push line), hump, shunting yard (or marshaling yard), lead-out line and departure yard (some have no departure yard).
6.10 Receiving and dispatching routes
6.10.1 Oppositarrival
Arriving and disassembling trains in the opposite direction of the hump are connected through the exit throat of the arrival yard before the hump. 6.10.2
oppositedeparture
The departing train in the opposite hump direction is sent out from the entrance throat of the departure yard. 6.10.3circularreceiving
The arriving train in the opposite hump direction is connected to the entrance throat of the pre-hump arrival yard via a circular line. 6.10.4circulardeparture
The departing train in the opposite hump direction is sent out via a circular line at the exit throat of the departure yard. 7 Hump
7.1 Type of hump
GB/T15165—94
According to the size of the disassembly capacity, humps can be divided into three types: large-capacity humps, medium-capacity humps and small-capacity humps. According to the level of modernization of hump technology and equipment, they can be divided into four types: automated humps, semi-automated humps, mechanized humps and non-mechanized humps. 7.1.1 Big capacity hump has a dismantling capacity of more than 4,000 vehicles per day and night. There are generally more than 30 shunting lines, and advanced hump technology and equipment are used. 7.1.2 Middle capacity hump has a dismantling capacity of more than 2,000 vehicles per day and night. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3 Small capacity hump has a dismantling capacity of less than 2,000 vehicles per day and night. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4 Automated hump Automatic hump Automatic hump Hook car shunting route automatic control, hook car shunting speed automatic control, locomotive push hump speed automatic control. 7.1.5 Semi-automatic hump Semi-automatic hump Hook car shunting route semi-automatic control, hook car shunting speed semi-automatic control, shunting locomotive remote control equipment can also be used. 7.1.6 Mechanized hump The hump release section is equipped with a decelerator brake position, the turnout control adopts automatic centralized control, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump release section does not have a decelerator brake position, the turnout control adopts automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak top. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train slides to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is located at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The range of the track from the peak to the calculation point is called the rolling section. 7.2.5 Platform of hump rest The flat slope connecting the pushing section and the rolling section is called the peak platform. When the tangents of the vertical curves at both ends are not included, it is called the net platform. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump trackbzxZ.net
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the exit throat of the arrival field to the beginning of the peak platform is called the pushing track. 7.3.2
Rolling track
The line from the top of the hump to the beginning of the first branch turnout of the rolling track is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of the hump for temporarily storing vehicles that are prohibited from humping. 7.3.4 Around about line of hump A line that sends vehicles that are prohibited from crossing the hump around the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling2Departureyard
The yard for handling train departure operations.
6.8.3Receiving and departureyardThe yard for handling train arrival and departure operations. 6.8.41
Throughyard
The yard for handling non-shunting transfer train operations. Marshallingyard
The yard for handling the disassembly, assembly and marshaling of shunting transfer trains, local operation trains, etc. 6.8.6AuxiliaryyardA yard that specializes in handling the disassembly and marshaling of adjacent section zero-picking trains and regional or hub small operation trains. 6.8.7
Marshalling-departureyardThe yard composed of shunting lines for handling train assembly, marshaling operations and train departure operations. 6.8.8
Transferred yard
A yard for storing vehicles transferred from one shunting system to another. 6.9
Shunting systemsystem of shunting
An operating system consisting of the arrival yard (or push line), hump, shunting yard (or marshaling yard), lead-out line and departure yard (sometimes there is no departure yard).
6.10 Receiving and dispatching routes
6.10.1 Oppositearrival
Arriving and dismantling trains in the opposite direction of the hump are connected through the exit throat of the arrival yard before the hump. 6.10.2
Oppositedeparture
Departing trains in the opposite direction of the hump are dispatched from the entrance throat of the departure yard. 6.10.3Circular receiving
Trains arriving in the opposite direction of the hump are connected to the entrance throat of the arrival yard via the circular line. 6.10.4Circular departure
Trains departing in the opposite direction of the hump are sent out via the circular line at the exit throat of the departure yard. 7 Hump
7.1 Type of hump
GB/T15165—94
According to the size of the disassembly capacity, humps can be divided into three types: large capacity humps, medium capacity humps and small capacity humps. According to the level of modernization of hump technology and equipment, humps can be divided into four types: automated humps, semi-automated humps, mechanized humps and non-mechanized humps. 7.1.1 Big capacity of hump The disassembly capacity of hump is more than 4,000 vehicles per day and night. There are generally more than 30 shunting lines, using advanced hump technology and equipment. 7.1.2 Middle capacity hump has a capacity of more than 2,000 vehicles per day and night. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3 Small capacity hump has a capacity of less than 2,000 vehicles per day and night. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4 Automated hump: automatic hump: automatic control of hook car shunting into the route, automatic control of hook car shunting speed, and automatic control of locomotive hump pushing speed. 7.1.5 Semi-automatic hump: semi-automatic control of hook car shunting into the route, semi-automatic control of hook car shunting speed, and shunting machine remote control equipment can also be used. 7.1.6 Mechanized hump: The hump shunting part is equipped with a reducer brake position, the turnout control is automatic and centralized, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump section does not have a reducer brake position, the turnout control is automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train can slide to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The line range from the peak to the calculation point is called the shunting section. 7.2.5 Platform of hump rest A flat slope connecting the pushing part and the rolling part is called the hump rest. It is called the net platform when the tangents of the vertical curves at both ends are not included. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the throat of the arrival site exit to the beginning of the hump platform is called the pushing track. 7.3.2
Rolling track
The line segment from the peak to the beginning of the first branch turnout of the rolling part is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of a hump to temporarily store cars that are prohibited from humping. 7.3.4 Around about line of hump A line to send cars that are prohibited from crossing the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling2Departureyard
The yard for handling train departure operations.
6.8.3Receiving and departureyardThe yard for handling train arrival and departure operations. 6.8.41
Throughyard
The yard for handling non-shunting transfer train operations. Marshallingyard
The yard for handling the disassembly, assembly and marshaling of shunting transfer trains, local operation trains, etc. 6.8.6AuxiliaryyardA yard that specializes in handling the disassembly and marshaling of adjacent section zero-picking trains and regional or hub small operation trains. 6.8.7
Marshalling-departureyardThe yard composed of shunting lines for handling train assembly, marshaling operations and train departure operations. 6.8.8
Transferred yard
A yard for storing vehicles transferred from one shunting system to another. 6.9
Shunting systemsystem of shunting
An operating system consisting of the arrival yard (or push line), hump, shunting yard (or marshaling yard), lead-out line and departure yard (sometimes there is no departure yard).
6.10 Receiving and dispatching routes
6.10.1 Oppositearrival
Arriving and dismantling trains in the opposite direction of the hump are connected through the exit throat of the arrival yard before the hump. 6.10.2
Oppositedeparture
Departing trains in the opposite direction of the hump are dispatched from the entrance throat of the departure yard. 6.10.3Circular receiving
Trains arriving in the opposite direction of the hump are connected to the entrance throat of the arrival yard via the circular line. 6.10.4Circular departure
Trains departing in the opposite direction of the hump are sent out via the circular line at the exit throat of the departure yard. 7 Hump
7.1 Type of hump
GB/T15165—94
According to the size of the disassembly capacity, humps can be divided into three types: large capacity humps, medium capacity humps and small capacity humps. According to the level of modernization of hump technology and equipment, humps can be divided into four types: automated humps, semi-automated humps, mechanized humps and non-mechanized humps. 7.1.1 Big capacity of hump The disassembly capacity of hump is more than 4,000 vehicles per day and night. There are generally more than 30 shunting lines, using advanced hump technology and equipment. 7.1.2 Middle capacity hump has a capacity of more than 2,000 vehicles per day and night. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3 Small capacity hump has a capacity of less than 2,000 vehicles per day and night. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4 Automated hump: automatic hump: automatic control of hook car shunting into the route, automatic control of hook car shunting speed, and automatic control of locomotive hump pushing speed. 7.1.5 Semi-automatic hump: semi-automatic control of hook car shunting into the route, semi-automatic control of hook car shunting speed, and shunting machine remote control equipment can also be used. 7.1.6 Mechanized hump: The hump shunting part is equipped with a reducer brake position, the turnout control is automatic and centralized, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump section does not have a reducer brake position, the turnout control is automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train can slide to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The line range from the peak to the calculation point is called the shunting section. 7.2.5 Platform of hump rest A flat slope connecting the pushing part and the rolling part is called the hump rest. It is called the net platform when the tangents of the vertical curves at both ends are not included. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the throat of the arrival site exit to the beginning of the hump platform is called the pushing track. 7.3.2
Rolling track
The line segment from the peak to the beginning of the first branch turnout of the rolling part is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of a hump to temporarily store cars that are prohibited from humping. 7.3.4 Around about line of hump A line to send cars that are prohibited from crossing the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling2日
MiddlecapacityofhumpThe capacity of dismantling cars per stack night is more than 2,000. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3SmallcapacityofhumpThe capacity of dismantling cars per day and night is less than 2,000. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4Automatic humpAutomatic humpThe hook car shunting into the route is automatically controlled, the hook car shunting speed is automatically controlled, and the locomotive push speed is automatically controlled. 7.1.5Semi-automatic humpSemi-automatic humpThe hook car shunting into the route is semi-automatically controlled, the hook car shunting speed is semi-automatically controlled, and the shunting machine remote control equipment can also be used. 7.1.6Mechanized humpMechanize humpThe hump shunting part is equipped with a reducer brake position, the turnout control is automatic and centralized, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump section does not have a reducer brake position, the turnout control is automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train can slide to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The line range from the peak to the calculation point is called the shunting section. 7.2.5 Platform of hump rest A flat slope connecting the pushing part and the rolling part is called the hump rest. It is called the net platform when the tangents of the vertical curves at both ends are not included. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the throat of the arrival site exit to the beginning of the hump platform is called the pushing track. 7.3.2
Rolling track
The line segment from the peak to the beginning of the first branch turnout of the rolling part is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of a hump to temporarily store cars that are prohibited from humping. 7.3.4 Around about line of hump A line to send cars that are prohibited from crossing the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling2日
MiddlecapacityofhumpThe capacity of dismantling cars per stack night is more than 2,000. There are generally more than 20 shunting lines, and more advanced hump technology and equipment are used. 7.1.3SmallcapacityofhumpThe capacity of dismantling cars per day and night is less than 2,000. There are less than 20 shunting lines, and more advanced or simple hump technology and equipment are used. 7.1.4Automatic humpAutomatic humpThe hook car shunting into the route is automatically controlled, the hook car shunting speed is automatically controlled, and the locomotive push speed is automatically controlled. 7.1.5Semi-automatic humpSemi-automatic humpThe hook car shunting into the route is semi-automatically controlled, the hook car shunting speed is semi-automatically controlled, and the shunting machine remote control equipment can also be used. 7.1.6Mechanized humpMechanize humpThe hump shunting part is equipped with a reducer brake position, the turnout control is automatic and centralized, and iron shoes are used in the shunting line. 7.1.7 Non-mechanized hump The hump section does not have a reducer brake position, the turnout control is automatic centralized or manual control, and iron shoes are used in the shunting line. 7.2 Hump elements
7.2.1 Hump top
The point where the peak platform and the acceleration slope change is called the peak. 7.2.2 Calculate point of hump When determining the height of the hump, it is ensured that the difficult-to-drive train can slide to a certain place on the difficult line of the shunting yard to stop or have a certain speed under unfavorable shunting conditions. The position of the calculation point should be determined according to the speed regulation system. 7.2.3 Pushing section of hump refers to the line range where the train is located when the first hook car is at the beginning of the peak platform after the train is disassembled by the hump. 7.2.4 Rolling section of hump The line range from the peak to the calculation point is called the shunting section. 7.2.5 Platform of hump rest A flat slope connecting the pushing part and the rolling part is called the hump rest. It is called the net platform when the tangents of the vertical curves at both ends are not included. 7.2.6 Seperation point
When the hump disintegrates the train, the hook car separates from the train and begins to roll freely under the action of its own gravity. 7.2.7 Hump height
The elevation difference between the peak and the top of the track at the calculation point is called the hump height. 7.3 Hump track
7.3.1 Pushing track
The line segment from the beginning of the outermost turnout (or warning mark) at the throat of the arrival site exit to the beginning of the hump platform is called the pushing track. 7.3.2
Rolling track
The line segment from the peak to the beginning of the first branch turnout of the rolling part is called the rolling track. 7.3.3 No-humping cars storage A line set up at the top of a hump to temporarily store cars that are prohibited from humping. 7.3.4 Around about line of hump A line to send cars that are prohibited from crossing the hump to the shunting yard. 7.4 Car rolling conditions
7.4.1 Favorable condition for car rolling
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