CHAPTER 14

al
YARDS AND T ERMINALS1

v
ro
FOREWORD

pp
This chapter deals with the engineering and economic problems of location, design, construction and operation of yards and
terminals used in railway service. Such problems are substantially the same whether railway's ownership and use is to be
individual or joint. The location and arrangement of the yard or terminal as a whole should permit the most convenient and
economical access to it of the tributary lines of railway, and the location, design and capacity of the several facilities or
components within said yard or terminal should be such as to handle the tributary traffic expeditiously and economically and
to serve the public and customer conveniently.

lA
In the design of new yards and terminals, the retention of existing railway routes and facilities may seem desirable from the
standpoint of initial expenditure or first cost, but may prove to be extravagant from the standpoint of operating costs and
efficiency. A true economic balance should be achieved, keeping in mind possible future trends and changes in traffic criteria,
na
as to volume, intensity, direction and character.

Although this chapter contemplates the establishment of entirely new facilities, the recommendations therein will apply
equally in the rearrangement, modernization, enlargement or consolidation of existing yards and terminals and related
Fi

facilities. Part 1, Generalities through Part 4, Specialized Freight Terminals include specific and detailed recommendations
relative to the handling of freight, regardless of the type of commodity or merchandise, at the originating, intermediate and
destination points. Part 5, Locomotive Facilities and Part 6, Passenger Facilities relate to locomotive and passenger facilities,
respectively. Part 7, Other Yard and Terminal Facilities has been moved to Chapter 6, Buildings and Support Facilities as Part
17, Other Yard and Terminal Facilities. Additional information on passenger rail platforms can be found in Chapter 11,
g

Commuter and Intercity Rail Systems.

in
nd
Pe

1 The material in this and other chapters in the AREMA Manual for Railway Engineering is published as recommended practice to railroads and others
concerned with the engineering, design and construction of railroad fixed properties (except signals and communications) and allied services and facilities.
For the purpose of this Manual, RECOMMENDED PRACTICE is defined as a material, device, design, plan, specification, principle or practice
recommended to the railways for use as required, either exactly as presented or with such modifications as may be necessary or desirable to meet the needs
of individual railways, but in either event, with a view to promoting efficiency and economy in the location, construction, operation or maintenance of
railways. It is not intended to imply that other practices may not be equally acceptable.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-i

 TABLE OF CONTENTS

Part/Section Description Page

1 Generalities............................................................................................................................................................. 14-1-1
1.1 Joint Yards and Terminals ........................................................................................................................ 14-1-2
1.2 Environmental Provisions .............................................................................................................................. 14-1-2

l
1.3 Safety ...................................................................................................................................................................... 14-1-3

va
1.4 Security Requirements ................................................................................................................................... 14-1-6
1.5 Summary................................................................................................................................................................. 14-1-7

2 Freight Yards and Freight Terminals ....................................................................................................................14-2-1

ro
2.1 Introduction .................................................................................................................................................... 14-2-3
2.2 Track Arrangement ........................................................................................................................................ 14-2-4
2.3 Yard Components ........................................................................................................................................... 14-2-4
2.4 Hump Classification Yard Design (Full Automatic Control).......................................................................... 14-2-8

pp
2.5 Flat Classification Yard Design ...................................................................................................................... 14-2-26
2.6 Terminal Design Considerations for Run Through Trains ......................................................................... 14-2-31
2.7 Yard Design for Remote Control Locomotives (RCL) ................................................................................... 14-2-35

3 Freight Delivery and Transfer ................................................................................................................................14-3-1

lA
4 Specialized Freight Terminals.................................................................................................................................14-4-1
4.1 Rail/Water Transfer Facilities ......................................................................................................................... 14-4-3
4.2 Design of Intermodal Facilities ...................................................................................................................... 14-4-12
4.3 Automobile and Truck Loading/Unloading Facilities ................................................................................... 14-4-35
na
4.4 Bulk-solid ....................................................................................................................................................... 14-4-47
4.5 Bulk-fluids ..................................................................................................................................................... 14-4-53
4.6 Merchandise Terminal ............................................................................................................................. 14-4-62
4.7 Municipal Solid Waste (MSW) Terminals ........................................................................................................... 14-4-66
4.8 Transloading Facilities (Other Than Bulk) ..................................................................................................... 14-4-71
Fi

5 Locomotive Facilities ........................................................................................................................................14-5-1

5.1 General ............................................................................................................................................................14-5-2
5.2 Fueling .................................................................................................................................................................... 14-5-5
g

5.3 Sanding........................................................................................................................................................... 14-5-9

5.4 Inspection Pits ................................................................................................................................................ 14-5-10
5.5 Locomotive Shops .......................................................................................................................................... 14-5-10
in

6 Passenger Facilities ...........................................................................................................................................14-6-1

6.1 Terminal Planning.......................................................................................................................................... 14-6-2
nd

6.2 Station Environment....................................................................................................................................... 14-6-3

6.3 Passenger Train Yards ...................................................................................................................................................14-6-6
6.4 Utilities ........................................................................................................................................................... 14-6-8

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-G-1
Pe

References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-R-1

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2 AREMA Manual for Railway Engineering

 INTRODUCTION

The Chapters of the AREMA Manual are divided into numbered Parts, each comprised of related documents (specifications,
recommended practices, plans, etc.). Individual Parts are divided into Sections by centered headings set in capital letters and
identified by a Section number. These Sections are subdivided into Articles designated by numbered side headings.

Page Numbers - In the page numbering of the Manual (14-2-1, for example) the first numeral designates the Chapter

l
number, the second denotes the Part number in the Chapter, and the third numeral designates the page number in the Part.

va
Thus, 14-2-1 means Chapter 14, Part 2, page 1.

In the Glossary and References, the Part number is replaced by either a "G" for Glossary or "R" for References.

ro
Document Dates - The bold type date (Document Date) at the beginning of each document (Part) applies to the document
as a whole and designates the year in which revisions were last made somewhere in the document, unless an attached footnote
indicates that the document was adopted, reapproved, or rewritten in that year.

pp
Article Dates - Each Article shows the date (in parenthesis) of the last time that Article was modified.

Revision Marks - All current year revisions (changes and additions) which have been incorporated into the document are
identified by a vertical line along the outside margin of the page, directly beside the modified information.

action with respect to the document.

lA
Proceedings Footnote - The Proceedings footnote on the first page of each document gives references to all Association

Annual Updates - New manuals, as well as revision sets, will be printed and issued yearly.
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-iii

 l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4 AREMA Manual for Railway Engineering

 Part 1

l
Generalities1

va
— 2017 —

ro
FOREWORD

pp
This part deals with the general conditions, factors, features and requirements which may be basically common to or directly
related with the planning, design, construction and function of yards and terminals and their associated facilities.

lA
TABLE OF CONTENTS
na
Section/Article Description Page

1.1 Joint Yards and Terminals ............................................................................................................................ 14-1-2

1.1.1 Economy (1982) R(2017) ........................................................................................................................ 14-1-2
Fi

1.1.2 Analyses (1982) R(2017) ......................................................................................................................... 14-1-2

1.1.3 Agreement (1982) R(2017) ...................................................................................................................... 14-1-2

1.2 Environmental Provisions (2017) ........................................................................................................................ 14-1-2

g

1.3 Safety (2017) ......................................................................................................................................................... 14-1-3

1.3.1 Lighting (2017) ........................................................................................................................................ 14-1-3
1.3.2 Fire Protection (2017) .............................................................................................................................. 14-1-4
in

1.3.3 Fire Prevention (2017) ............................................................................................................................. 14-1-4

1.3.4 Building Fire Protection (2017) ............................................................................................................... 14-1-4
1.3.5 Rolling Stock Fire Protection (1987) R(2017) ......................................................................................... 14-1-5
nd

1.3.6 Emergency Planning (2017) ..................................................................................................................... 14-1-6

1.3.7 Worker Safety (2017) ............................................................................................................................... 14-1-6

1.4 Security Requirements (2017) ............................................................................................................................. 14-1-6

1.4.1 General (2017) ......................................................................................................................................... 14-1-6
Pe

1.4.2 Lighting (2017) ................................................................................................. 14-1-6

1.4.3 Security Camera Systems (2017) ............................................................................................................. 14-1-7
1.4.4 Security Barriers (2017) ........................................................................................................................... 14-1-7

1 References, Vol. 77, 1976, p. 87; Vol. 83, 1982, p. 363; Vol. 84, 1983, p. 417; Vol. 88, 1987, p. 86. Reapproved with Addition of Section 1.5, Summary
(2017), 1987

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-1-1

Yards and Terminals

TABLE OF CONTENTS (CONT)

Section/Article Description Page

1.5 Summary (2017)....................................................................................................................................................14-1-7

l
va
SECTION 1.1 JOINT YARDS AND T ERMINALS

1.1.1 ECONOMY (1982) R(2017)

ro
a. It is not axiomatic that a joint yard or terminal under one management can be operated more economically and
satisfactorily than two or more separately operated yards or terminals of the same aggregate capacity.

pp
b. In a joint yard or terminal, a single organization should control all construction, operation, maintenance and other
activities within the terminal zone. All employees, including those of the participating railways, while functioning
within the yard or terminal zone should be subject to the control of the appropriate officers.

1.1.2 ANALYSES (1982) R(2017)

a. lA
A joint yard or terminal should not be undertaken without thorough analyses of what may be attained in expedition,
economy and convenience, under the arrangements to be surrendered and under those proposed.
na
b. A joint yard or terminal may be undertaken where analyses justify anticipation of its economy as compared with other
available alternatives, or where governmental authority or popular demand has substantially the force of mandate.

1.1.3 AGREEMENT (1982) R(2017)

Fi

A joint terminal agreement should anticipate and definitely cover all relationships between and among the owners, the users
and the management of the joint facilities. With a view to discovering weaknesses and omissions which may be overcome in a
new agreement, it will be found helpful, before drafting it, to examine existing agreements and consult those charged with
their administration.
g
in

SECTION 1.2 ENVIRONMENTAL PROVISIONS (2017)

nd

a. Any yard and terminal design must consider the environmental factors and provide for the minimum controls
established and required by federal, state and local laws, directives and ordinances, as applicable to each specific
project. Some factors to consider include:
Pe

• Post Construction Stormwater management

• Construction stormwater

• Wetlands and streams

• Traffic

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-1-2 AREMA Manual for Railway Engineering
 Generalities

• Air quality

• Noise

• Threatened and Endangered Species Habitat

• Groundwater contamination

l
va
• Soils removal

• Operational permits

• Existing land use

ro
• Population demographics

b. Planners and designers must work closely with those having expertise in environmental policies and procedures to

pp
establish a list of potential environmental factors to be considered early in the project planning / design stages. A full
understanding of requirements early in the project will reduce the risk of unexpected design changes, unscheduled
delays, and cost escalation.

c.

lA
Post construction stormwater management must be considered during planning and design. Most projects will require
detention or retention of stormwater to maintain peak outflow or total volume from a site to less than or equal to pre-
developed conditions. Stormwater storage can require significant areas of a site to be dedicated for that purpose. Proper
planning and design for stormwater storage will help to develop accurate facility capacity projections and prevent
unexpected decreases in capacity later in the project. The design should also consider the potential for groundwater
na
contamination, and mitigations should be developed and implemented if necessary.

d. Construction stormwater management must take local regulations into account. In some locales, construction
stormwater regulations require permanent Best Management Practices, which can affect final facility configuration and
costs. It is important to understand these requirements upfront in order to account for costs and design configuration.
Fi

e. If at all possible without negatively impacting safety or operations, measures should be taken in planning and design to
avoid environmentally sensitive areas, such as wetlands, streams, or critical habitat areas. If avoidance is not possible,
proper mitigations must be developed through coordination with the applicable regulatory agency.
g

f. Traffic, air quality, and noise studies may be required based on the size, type, and location of the project.
in

g. The potential for contaminated soil should be evaluated. If contaminated soil is present options include removal or
leaving the soil in-place. The soil should be classified to determine the level of contamination and types of
contaminants in order to develop a proper management and mitigation plan.
nd

SECTION 1.3 SAFETY (2017)

Pe

1.3.1 LIGHTING (2017)

Consideration should be given to lighting based on the tasks and operations being performed. Additional information can be
found in AREMA Volume 3, Chapter 33, Part 10.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-1-3
Yards and Terminals

1.3.2 FIRE PROTECTION (2017)

a. Fire hydrants should be located near buildings as required by the current applicable building code. The design should
also consider various other points within the yard or terminal where hydrants may be beneficial. The local Fire
Protection District should be consulted early in the design process with regards to hydrant locations, fire lanes, and
emergency access points. Care should be taken to locate fire hydrants outside the path of traffic. In some cases,
protection of hydrants in the form of bollards or some other physical barrier may be warranted.

l
va
b. Consideration should be given to future expansion when placing water mains and hydrants. This may not be done if the
cost is significant.

c. Water mains should be built in loops, if practicable.

ro
d. Chemical extinguishers should be conveniently placed to afford protection, especially against oil and electric fires.

e. Fire lanes should be provided for access to all buildings by firefighting equipment.

pp
1.3.3 FIRE PREVENTION (2017)

a. Consideration should be given to fire prevention, including equipment access and fire prevention planning.

b.

c.
Consider local and national fire codes in planning and design.

lA
Car handling guidelines should be considered, along with water access and firefighting procedures. These may differ
from local applicable codes so it is suggested that local fire officials be consulted on such exceptions.
na
d. Considerations in fire prevention should include the following:

• Railroad rules and guidelines regarding fire prevention

Fi

• A regular program of weed and brush control

• Location and type of fuel storage tanks

• Materials stored in areas free of unnecessary flammable materials

g

• Waste materials be placed in designated areas and be disposed of regularly

in

• Procedures be in place for employees required to use welding and cutting torches

1.3.4 BUILDING FIRE PROTECTION (2017)

nd

a. In the design of all new buildings or in remodeling existing buildings, local building codes must be considered for fire
protection criterion. Refer to AREMA Manual Chapter 6, Buildings and Support Facilities for additional
recommended practices on fire protection in railroad buildings.
Pe

b. A program of regular maintenance is suggested for building and surrounding areas to prevent fire hazards. Items for
consideration are:

• Flammable material storage

• Fuel Storage

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-1-4 AREMA Manual for Railway Engineering
 Generalities

• Weed and brush control

• Heating plant

• Electrical wiring

c. Local fire codes prescribe various types of alarm systems depending on the type of building and the building's use.

l
These types may include:

va
• Smoke detectors

• Flame or heat detectors

ro
• Manual set within building

• Automatic set within building

pp
• Remote alarm (fire department and/or company security)

• Remote alarm by building location (computerized)

d.

lA
Local fire codes normally provide for the number and type of extinguishers required depending upon building type size
and use. A program to regularly check and recharge the extinguishers, if necessary, should be established. It is
important that the type of chemical extinguishers used will provide protection against expected types of fires while
minimizing damage to computers and other expensive electronic equipment.
na
e. Water sources available for firefighting may come from any of the following sources:

• Water main

• Well
Fi

• Surface water

• Tank storage
g

f. One or more of these sources may be provided in design depending upon local fire codes and availability.
Consideration should be given to the distances of hydrants or other water sources from buildings to provide proper
in

water pressure and volume. It is suggested that water sources be identified to employees and local fire departments
through the use of maps or prints.
nd

g. Buildings are normally accessible by road, however, access roads should be designed to accommodate fire trucks.
Road width, turning radii, and railroad crossings should be considered. Procedures should be established to cut
crossings for immediate emergency access.

1.3.5 ROLLING STOCK FIRE PROTECTION (1987) R(2017)

Pe

a. If a car(s) has started on fire it is essential that before anyone gets near the car(s) that the commodity burning be
identified. This information is necessary in determining how to handle the car and is information necessary for the fire
department to extinguish the fire properly. Once the commodity is identified and known to be safe for movement, it is
suggested that a procedure be available and known to affected employees on how the car will be handled. This should
be done with the use of buffer cars between the engine and burning car(s). The crew should take the car(s) to a
predetermined location for firefighting, possibly an isolated spur track.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-1-5
Yards and Terminals

b. It is suggested that one responsible company officer be designated during a fire to coordinate activities with the fire
department. Instructions should be in place for quick, accurate notification of the fire department. The fire department
should be advised of the commodity burning, the exact location of the car(s), and any other relevant information.

c. As in building accessibility, access for fire trucks to yard locations should be considered in design. These should
include width of roadways, turning radii for fire trucks, and instructions for clearing crossings. It is suggested that this
may be coordinated in advance of any emergencies with local fire officials.

l
va
d. As in building fire protection, an adequate water source for rolling stock firefighting should be considered. The
source(s) may be integrated into overall plans for fighting fires of rolling stock. In any case, it is suggested that local
fire codes be reviewed for hydrant locations and pressure and volume requirements. It is likely that classification yard
needs are considerably different from fire codes covering heavy industrial areas, so it is suggested that fire officials be
consulted.

ro
1.3.6 EMERGENCY PLANNING (2017)

pp
In design and planning of yard areas it is suggested that a definite plan of action be established for emergencies. this may
include written instructions which are distributed to key employees outlining what action be taken including notification of
emergency response personnel, handling of cars, clearing crossings, and most importantly, employee conduct for safety. It is
suggested that in any emergency prevention plan that regular communication be maintained with emergency response
officials. They may be informed of usual commodities handled and changes to building or yard areas, so that they can provide
the best protection possible.

1.3.7 WORKER SAFETY (2017)

a.
lA
Consideration should be given in the design to minimize areas with high potential for slips, trips and falls.
na
b. At all time during the design development, exercise precaution for the protection of persons and property. The safety
provisions of applicable laws, building and construction codes shall be observed.
Fi

SECTION 1.4 SECURITY REQUIREMENTS (2017)

g

1.4.1 GENERAL (2017)

a. Protective measures against potential theft and vandalism should be considered in the design of each facility or project.
in

Designs should consider local conditions, facility needs, applicable Government requirements, and input from
applicable local authorities.
nd

b. Site designs should also maximize visibility throughout the facility to reduce potential blind spots or dark corners.

c. A report on the subject of theft and vandalism is contained in the Proceedings, Vol. 75, 1974, pages 609 to 611, incl.
Information on this subject may be obtained from the Transportation Research Board, National Academy of Sciences,
Washington, DC, report No. 487, “Crime and Vandalism in Public Transportation.”
Pe

1.4.2 LIGHTING (2017)

a. Consider adequate lighting levels and consistency based on the desired level of security. Additional information can be
found in AREMA Volume 3, Chapter 33, Part 10.

b. Security lighting should consider illumination levels near all fence lines and behind structures or parking areas.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-1-6 AREMA Manual for Railway Engineering
 Generalities

1.4.3 SECURITY CAMERA SYSTEMS (2017)

a. Locate fixed cameras at every facility entrance. Pair fixed cameras with Pan-Tilt-Zoom (PTZ) cameras for maximum
flexibility.

b. Head-end server equipment should be capable of future expansion.

l
c. Locate perimeter security cameras with overlapping sight lines along all fence lines.

va
d. Limit access to communications center/room. Include access controls and cameras to monitor entry and exit.

1.4.4 SECURITY BARRIERS (2017)

ro
a. Utilize proprietary security fasteners on all perimeter fences. Consider site conditions and landscaping needs in the
selection of fencing or barriers.

pp
b. Maintain space for a clear strip on the outside of fence lines wherever possible, for maintenance and security purposes.

SECTION 1.5 SUMMARY (2017)

lA
The recommendations provided in this chapter generally apply to a wide variety of yards and terminals. A specific type of yard
or terminal may have additional requirements not contained in this section. More detailed information may be found in the
following parts of Chapter 14.
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-1-7
Yards and Terminals

l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-1-8 AREMA Manual for Railway Engineering
 Part 2

l
Freight Yards and Freight Terminals1

va
- 2019 -

ro
FOREWORD

pp
This part deals with the engineering and economic problems of location, design, construction and operation of all the facilities
provided by a railway company, or by railway companies in common, or acting jointly, as the case may be, to handle freight to
or from or through and within a given district on behalf of such railway company or companies.

lA
Conditions of demand and feasibility vary widely, and generally each case of constructing an altogether new layout on a large
scale, or of remodeling or consolidating an extensive existing layout, constitutes an essentially basic problem.

Each of these features and its appurtenances, with a full knowledge of the average and maximum demands to be made upon it,
na
must be carefully designed to fulfill its particular functions expeditiously and economically.

The designation "freight yard" (sometimes called marshalling yard) and "freight terminal" as used herein are only relative to
their location within a railway system, have similarity in meaning and may perform like functions. The term "yard" as opposed
to "terminal" may be used in a certain interpretation or within a certain geographical area to designate an essential unit, a
Fi

supplementary adjunct or a tributary to a terminal.

g

TABLE OF CONTENTS
in

Section/Article Description Page

2.1 Introduction .......................................................................................................................................................... 14-2-3

nd

2.1.1 General (2018) ......................................................................................................................................... 14-2-3

2.2 Track Arrangement ............................................................................................................................................. 14-2-4

2.2.1 General (2019) ......................................................................................................................................... 14-2-4
Pe

1 References, Vol. 77, 1976, p. 87; Vol. 83, 1982, p. 363; Vol. 84, 1983, p. 98; Vol. 89, 1988, p. 188; Vol. 94, p. 85; Vol. 96, p. 65. Adopted 1976.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-2-1

Yards and Terminals

TABLE OF CONTENTS (CONT)

Section/Article Description Page

2.3 Yard Components ................................................................................................................................................ 14-2-4

2.3.1 Receiving Yard (2018) ............................................................................................................................ 14-2-4
2.3.2 Classification Yard (2018) ....................................................................................................................... 14-2-5

l
2.3.3 Departure Yard (2018) ............................................................................................................................. 14-2-6

va
2.3.4 Repair Yard (2018) ...................................................................................................................................14-2-6
2.3.5 Local Yard (2018).................................................................................................................................... 14-2-7
2.3.6 Miscellaneous Yard Tracks and Facilities (2018) ................................................................................... 14-2-7

ro
2.4 Hump Classification Yard Design (Full Automatic Control) ........................................................................... 14-2-8
2.4.1 General (2018) .........................................................................................................................................14-2-8
2.4.2 Intermittent Car Speed Control (2017).................................................................................................... 14-2-11
2.4.3 Continuous Car Speed Control (2018) .................................................................................................... 14-2-14

pp
2.4.4 Hybrid Car Speed Control System (2017) .............................................................................................. 14-2-14
2.4.5 Objective (2018) ..................................................................................................................................... 14-2-15

2.5 Flat Classification Yard Design .......................................................................................................................... 14-2-26

2.5.1 General (2010) .........................................................................................................................................14-2-26

2.6
2.5.2
2.5.3
2.5.4 lA
Gradients (2010) ..................................................................................................................................... 14-2-27
Design Factors (2010) ............................................................................................................................. 14-2-28
Ladder Track Yards with Car Speed Control (2010) ............................................................................... 14-2-28

Terminal Design Considerations for Run Through Trains ......................................................................... 14-2-30

na
2.6.1 Characteristics of Run Through Trains (1993) R(2016) ......................................................................... 14-2-30
2.6.2 Run Through Train Operation (1993) R(2016) ...................................................................................... 14-2-30
2.6.3 Yard Facility Functions (1993) R(2016). ................................................................................................ 14-2-31
2.6.4 Design Objectives (1993) R(2016) ......................................................................................................... 14-2-31
2.6.5 Design Features (1995) R(2016) ............................................................................................................. 14-2-32
Fi

2.7 Yard Design for Remote Control Locomotives (RCL)...................................................................................... 14-2-34

2.7.1 Characteristics of Remote Control Locomotives (2007) ......................................................................... 14-2-34
2.7.2 General Yard Design or Redesign (2007)................................................................................................ 14-2-34
g

2.7.3 Isolation of RCL Operations (2007) ........................................................................................................ 14-2-35

2.7.4 Lighting (2007) ....................................................................................................................................... 14-2-36
2.7.5 Walkways (2007) .................................................................................................................................... 14-2-36
in

LIST OF FIGURES
nd

Figure Description Page

14-2-1 Typical Classification Track Layout ................................................................................................................. 14-2-10

14-2-2 Intermittent Car Speed Control System ............................................................................................................ 14-2-13
Pe

14-2-3 Continuous Car Speed Control System ............................................................................................................ 14-2-15

14-2-4 Track and Profile Diagram (Intermittent Control) ............................................................................................ 14-2-18
14-2-5 Track and Profile Diagram (Continuous Control) ............................................................................................ 14-2-19
14-2-6 Change in Velocity ................................................................................................................................................... 14-2-23
14-2-7 Sketch of Time vs. Distance Curves (Intermittent Control).............................................................................. 14-2-24
14-2-8 Sketch of Time vs. Distance Curves (Continuous Control) .............................................................................. 14-2-25
14-2-9 Flat Yard for Single-Direction Switching ......................................................................................................... 14-2-27
14-2-10 Typical Track Diagram and Gradient Profile Ladder Track Yard with Car Speed Control ................................14-2-30

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-2 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

LIST OF FIGURES (CONT)

Figure Description Page

14-2-11 Through Train Track Layout ........................................................................................................................... 14-2-32

14-2-12 Example Layout.............................................................................................................................................. 14-2-33

l
va
SECTION 2.1 INTRODUCTION

ro
2.1.1 GENERAL (2018)

a. To meet traffic requirements a yard or terminal should be able, even in peak periods, to receive trains promptly upon
arrival, perform any auxiliary service (such as weighing, making running repairs, etc.), switch cars into their proper

pp
classification without appreciable delay, and dispatch these cars in their proper position in outgoing trains in minimum
time.

b. The number of yards should be as few as is consistent with the efficient handling of traffic.

c.

d.
an existing yard or yards.
lA
An additional yard is warranted only when it will result in greater economy than the enlargement or reconstruction of

Yard or terminal layouts should provide for future expansion so that the number and length of the tracks in them may
na
be increased as required with minimum interference with operation or minimum relocation of existing trackage.

e. An existing yard or terminal which is inadequate to handle the current or immediately anticipated traffic should be
enlarged, or redesigned and rebuilt, or retired in favor of a yard or terminal in a different location, according to which
of these alternatives will result in the greatest economy. The property and other requirements for yard expansions and
Fi

new yards can be substantial, may take years to secure, and be costly at some locations. Property acquisition, utility
relocations, roadway relocations, and permitting, among other requirements, should be evaluated when comparing
alternatives between new yards, expansion of existing yards, and other alternatives that may be appropriate.

f. With the advent of articulated rail cars it is difficult to establish an average car length to determine track car capacities.
g

Single car lengths generally vary from 40 feet (12 m) to over 95 feet (29 m) while some articulated intermodal cars
exceed 300 feet (91 m) in overall length. Therefore average car lengths do not have as much purpose as they once did
in

in yard design unless the same type of equipment is to be switched in the yard. A determination needs to be made on
car types before track capacity can be established

g. Yard lighting is desirable. The economical distribution of light over the area involved, so as to provide proper intensity
nd

of illumination, requires careful design. Chapter 33, Part 10 of the Manual for Railway Engineering (MRE) provides
guidance for lighting and should be consulted.

h. A properly designed and maintained drainage system is essential. Because most yards are flat or bowl-shaped to
Pe

achieve operational criteria, drainage is inherently going to require special consideration. Pervious roadbed materials
and a subsurface drainage network should be considered when designing an effective drainage system. Where
applicable, local permitting requirements for stormwater management and/or treatment should be investigated early to
allow design development to accommodate permitting requirements.

i. Signal and communication systems, such as control signals, power operated switches and derails, radios, intercoms,
pagers, talkback speakers, telephones, closed circuit television, AEI and other devices should be considered to expedite
yard and terminal operations.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-3

Yards and Terminals

j. Vehicle roadways and walkways provide important access for the efficient operation of a yard and should be
considered when designing new or expanded yards. Access requirements should consider building locations,
maintenance requirements, train crew hauling, switching crew movements, locomotive fueling, train inspections, and
other possible needs.

l
va
SECTION 2.2 TRACK ARRANGEMENT

2.2.1 GENERAL (2019)

ro
a. Main tracks should bypass yards.

b. Connections to the main track from the receiving, classification or departure tracks should be as direct as practicable.

pp
c. Turnout sizes should be selected based on desired track speed, frequency of use, and maintainability.

d. Crossovers should be provided as required to facilitate all normal and regular movements in the yard or between the
yard and main track, and so located to result in minimum interference between simultaneous movements.

e.

f.
as large as possible.
lA
In order to keep the distance to clearance to a minimum, the angle between a ladder track and the body tracks should be

Ladder tracks should be spaced not less than 15 feet (4.5 m) center to center from any parallel track, and when such
parallel track is another ladder track, they should be spaced not less than 20 feet (6.1 m) center to center. The
na
requirements of governing bodies must be observed and access requirements should be considered.

g. Body tracks should be spaced not less than 14 feet (4.2 m) center to center, and when parallel to a main track or
important running track, the first body track should be spaced at least 15 feet (4.5 m) center to center from such tracks;
Fi

however, this is subject to state regulations on clearances.

h. Hump pull backs and Trim tracks should be kept clear of other movements within the yard.

i. Locomotives need access between the service area and Receiving and Departure Yards.
g
in

SECTION 2.3 YARD COMPONENTS

nd

2.3.1 RECEIVING YARD (2018)

a. The number of receiving tracks should be sufficient to accommodate arriving trains. Parameters to consider include
arrival frequency, train length, and dwell time before moving on to classification or loading/unloading tracks.
Pe

Providing additional tracks to account for possible surges in traffic due to derailments, natural disasters, or unusually
heavy traffic should be considered, as having these features will help the yard remain operationally flexible during
abnormal operating conditions.

b. The length of receiving tracks should be such that each will accommodate a complete train, including assisting
locomotives where used. Additional considerations for track length include the locations of road crossings, derails,
signals, or other optional yard apparatus which will impact the amount of track that a train can occupy. This amount of
track should be added to the design train length to determine the total track length. For Receiving Yard that frequently

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-4 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

may deal with shorter trains, adding crossovers at the mid-points of some tracks or some shorter length tracks can
allow more efficient allocation of yard space. When track lengths cannot accommodate complete train lengths,
consideration should be given to provide yard leads that allow for doubling in without occupying the main track.

c. The gradient of the receiving track should be such to avoid the need for hand brakes. While hand brakes may still be
utilized for safety, flat or bowl shaped track profiles will reduce the risk of roll-outs. Topography can be a driving
factor in the location of the Receiving Yard.

l
va
d. For larger Receiving Yard that will deal with many trains per day, as well as Receiving Yard located along heavily
used mainlines, consideration should be given to having signalized entrances to the yard. These may include power
turnouts and derails, bonded tracks to convey occupancies to the yard controller, or specific control points at the ends
of the Receiving Yard. The benefit of these features is that they allow greater efficiency in yard operations and greatly
reduce the amount of time the mainline is blocked when a train is entering the yard.

ro
e. If motorized inspection is planned, sufficient width between tracks should be provided to permit passage of vehicles
used for such inspection. Paved or aggregate surfacing, along with appropriate drainage structures, should be
provided, with the top of the surface located at or near the top of tie elevation to facilitate walking from a vehicle to the

pp
rail car. It may be desirable to provide overhead lighting. Consideration should be given to vehicle crossings to
facilitate access between the tracks. Track spacing should also allow for any type of utilities that may be located
between the tracks. This could include signal equipment, electrical transformers, light poles, or yard air connections.

2.3.2 CLASSIFICATION YARD (2018)

a. lA
The type of yard which should be adopted in any given case depends upon the volume and character of traffic to be
handled through it, and the train schedules. The decision should be based on a thorough traffic analysis and economic
study.
na
(1) A single flat yard is adapted for handling traffic where the total number of cars is small and the number of
switching cuts per train is also small.

(2) A double flat yard is adapted for handling traffic where the total number of cars is large but the number of
Fi

switching cuts per train is small.

(3) A gravity yard or a hump yard is adapted for handling traffic where the total number of cars is large and the
number of switching cuts per train is also large - also in special cases where the total number of cars is relatively
g

small but normally received in a short period of time, and the number of switching cuts per train is large. See
Section 2.4 Hump Classification Yard Design (Full Automatic Control).
in

(4) In special cases due to the location of the yard, the character of traffic, or the arrangement of schedules, it may be
necessary to provide a double flat yard or a double hump yard, because of limited time for handling.
nd

b. The number of classification tracks should be such that there will be at least one available for each important
classification. Where cars of single classification do not accumulate enough to be assigned a separate track, the design
features should permit re-hump or stage switching to make the required blocks.

c. The length of classification tracks should be such that each will normally hold all accumulated cars of the assigned
Pe

classification until they are to be moved off the classification track under normal operation.

d. Prevent rollout grades should be provided on all Classification Tracks as a safety precaution against uncontrolled rail
cars rolling out of the classification track. Inert retarders, can be utilized as a further safety precaution to control rail
cars, and track protection circuits or camera monitoring systems can be utilized to detect when cars may be fouling
other tracks.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-5

Yards and Terminals

2.3.3 DEPARTURE YARD (2018)

a. Departure tracks may be located alongside or at the end of the classification tracks. A Departure Yard that has the
capability of being used as an alternate Receiving Yard can be very desirable, as the ability to receive trains on these
extra tracks provides greater flexibility in times of service disruption or other operational anomalies where the number
of trains needing to enter the yard temporarily exceeds the number of dedicated Receiving Tracks.

l
b. The number of departure tracks should be such that there will be one available for assembling a departing train

va
whenever necessary.

c. The length of departure tracks should be such that each will accommodate a complete train, including assisting
locomotives where used. Additional considerations for track length include the locations of road crossings, derails,
signals, or other optional yard apparatus which will impact the amount of track that a train can occupy. This amount of

ro
track should be added to the design train length to determine the total track length. When track lengths cannot
accommodate complete train lengths, consideration should be given to provide yard leads that allow for doubling out
without occupying the main track. Consideration should also be given to accommodate setting out bad-order cars

pp
without occupying the main track.

d. The gradient of departure tracks should be as level as possible. Further analysis and concurrence may be necessary
from the operating railroad in the situation that terrain or economics dictates a grade greater than 0.25%.

e.

lA
Compressed air at suitable pressure should be piped along the departure tracks, and sufficient outlets should be
provided to permit the testing of the air brake equipment on the cars of departing trains. The volume of air required
and the power source should be sufficient for proposed yard operations. See AREMA Manual for Railway Engineering
(MRE) Chapter 6 for design parameters.
na
f. Consideration should be given to the installation of shove indicators located at clearance point of each departure track.
These allow single man switch crews to stop their train prior to fouling the clearance point of each track.

g. If motorized inspection is planned, sufficient width between tracks should be provided to permit passage of vehicles
used for such inspection. Paved or aggregate surfacing, along with appropriate drainage structures, should be
Fi

provided, with the top of the surface located at or near the top of tie elevation to facilitate walking from a vehicle to the
rail car. It may be desirable to provide overhead lighting. Consideration should be given to vehicle crossings to
facilitate access between the tracks. Track spacing should also allow for any type of utilities that may be located
between the tracks. This could include signal equipment, electrical transformers, light poles, or yard air connections.
g

2.3.4 REPAIR YARD (2018)

in

a. a. The location of the car repair yard should be such that the movement of bad-order cars will be as direct as
practicable, that switching the repair yard will not interfere with other work, and that repaired cars may be returned
readily to the classification or Departure Yard, as required.
nd

b. The capacity of the repair yard depends on the number of cars to be repaired daily. Tracks should be as short as
possible. In computing the capacity of the track holding the cars, the types of cars to be repaired needs to be identified
first before car length capacity can be determined. Single car lengths generally vary from 40 feet (12 m) to over 95 feet
(29 m) while some articulated intermodal cars exceed 300 feet (91 m) in overall length. If no articulated cars or
Pe

extreme length cars are to be repaired, an average car length of 55 feet (16 m) to 60 feet (18 m) can be considered for
track capacity.

c. Repair tracks should be connected at both ends where feasible. The tracks may be alternately spaced on narrow and
wide centers, the narrow spacing to be not less than 18 feet (5.5 m) to allow repair personnel access and the wide
spacing may be 40 feet (12 m) or more to accommodate motorized equipment, such as forklifts working perpendicular

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-6 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

to the tracks, or large boom / hoist trucks, etc. Jacking pads should be considered at one or more locations for jacking
cars when working on trucks and wheels.

d. A paved driveway should be considered between the repair tracks with wide centers, and paving is also desirable
between the tracks with the narrow centers. The elevation of the driveway is usually the same as the top of rail.
Crossings should be spaced at approximately 8-car intervals or similar to allow ready vehicular access to the repair
area without needing to drive around long cuts of cars.

l
va
e. Consideration should be given to a "one-spot" repair yard, where cars are moved by mechanical means to the repair
building, one at a time, repaired and removed. This system is usually adaptable to one or more tracks.

f. Material storage area requirements, such as for wheel sets, etc., should also be considered when determining repair
yard track location and size.

ro
g. Blue flag or similar protective or warning measures should be utilized for the safety of carmen in the repair yard. When
live tracks are in the vicinity of the repair yard, a fence may be needed for the safety of the carmen.

pp
2.3.5 LOCAL YARD (2018)

a. A local yard may be defined as one which handles cars to nearby destinations and from nearby origins. It generally acts
as a sub-terminal and is often part of, or attached to, another Terminal Yard. The local yard should provide tracks to

b.
lA
stage cars for delivery to local destinations. A switching lead should be included for further classifying of the cars in
these tracks. Classifications of the local yard should not impact other yard operations. While the local yard will
generally follow the flat yard design guidelines, it is possible to use a mini hump for gravity switching these sub yards.

Extra care must be taken in its design because insignificant changes in industry switching patterns, traffic volumes and
na
through train scheduling may have considerable impact on the efficiency of its operation.

2.3.6 MISCELLANEOUS YARD TRACKS AND FACILITIES (2018)

Fi

2.3.6.1 General

All miscellaneous tracks should be located so that the use of them will cause minimum interference with other operations in
the yard, particularly road trains entering and leaving the yard.
g

2.3.6.2 Switching Leads

in

Switching leads should be designed to give the enginemen working on them a clear view of switchmen passing signals along
the ladder track. This may not be necessary where yard crews are equipped with engine-to-ground radio communication.
Multiple parallel leads with well-placed crossovers should be provided where traffic is heavy to facilitate multiple
simultaneous movements.
nd

2.3.6.3 Caboose Tracks

The use of cabooses has generally been discontinued on Class I railroads. However, if there is a need to provide caboose
Pe

tracks, they should be double-ended and located so as to permit easy access to departure tracks.

2.3.6.4 Wrecker Equipment Track

A double-ended track for the storage of the wrecker or other maintenance of way equipment should be considered.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-7

Yards and Terminals

2.3.6.5 Other Tracks

a. Lead tracks should be provided for both Receiving and Departure Yards, and should be somewhat longer than the
maximum train length to allow trains space to clear the mainline at speed with appropriate deceleration distance and to
temporarily hold a train due to the yard or mainline being unable to accept them.

b. Running tracks should provide access to all parts of the yard and between the locomotive terminal and the yard.

l
va
c. Scale tracks, if needed, should be so located to permit the weighing of cars with minimum delay to yard operation. A
common location is between the Receiving and Classification Yards, as most if not all cars in the yard will move
between these yards at some point.

d. Storage tracks may be required to ease yard operations where many cars are held to serve local needs, customers, or

ro
industries or for temporary storage purposes. These tracks ideally should have good access to the departure and
Classification Yards.

e. Tracks may be provided in hump yards for bypassing the hump with certain cars, or to provide an "escape" route from

pp
the retarder area to the Receiving Yard for hump engines. See Section 2.4 Hump Classification Yard Design (Full
Automatic Control).

f. Tracks should be considered for equipment staging or material loading/unloading for Maintenance of Way department.

g.
lA
Turning tracks, such as a wye or balloon track, or a turntable should be located in a practical location for turning
locomotives without impacting yard operations. Ideally this will be close to the locomotive servicing area.

2.3.6.6 Locomotive Fueling, Sanding and Servicing

na
Facilities for the fueling, filling sanding chambers and servicing of locomotives should be provided as outlined and specified
in Part 5, Locomotive Facilities, particularly Section 5.1, General and Section 5.2, Servicing Facilities as well as MRE Chapter
6.
Fi

2.3.6.7 Allied Facilities

Various types of lading transfer facilities such as intermodal and/or automobile trans-loading facilities may be located in or
adjacent to freight yards. A separate analysis should be made of switching needs of each of these facilities so that ready access
can be provided between the facility and the freight yard if required.
g
in

SECTION 2.4 HUMP CLASSIFICATION YARD DESIGN (FULL AUTOMATIC CONTROL)

nd

2.4.1 GENERAL (2018)

a. A hump classification yard should be designed for the volume and character of traffic to be handled and should provide
for continuous movement while humping with minimum loss of time between successive humping operations; also for
Pe

the movement of cars by gravity from the crest to their proper tracks in the classification yard without damaging
impacts.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-8 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

b. Tracks at the outbound end of the classification yard should be connected to ladders so that classifications normally
assembled in one train may be assigned to permit gathering from one ladder, thus providing for minimum movement of
trim-end engines. A sufficient number of ladders, with lead connections to departure tracks, should be provided to
permit working at least two trim-end engines where required with minimum interference. In many yards the throughput
of the facility is determined by the rate you can remove cars from the classification yard; refer to Figure 14-2-1.

c. Where required, a set out track for cars with commodities that are not to be humped (inhalation hazard, explosive, etc.)

l
as well as an escape track to release road locomotives should be installed.

va
d. Where a second locomotive set for continuous humping is desired a second track from the receiving yard may be
required to ensure continuous operation.

e. If trains from two or more directions are to be humped in one direction over the hump, provision should be made so

ro
that cars can be moved into the end of the receiving yard next to the hump with minimum interference with humping
operations.

f. It may be desirable to make up and dispatch trains from the classification tracks if local conditions permit, and such a

pp
method of operation usually expedites movements through the yard and reduces the expense. This requires that a
sufficient number of classification tracks be long enough for each to accommodate a full-length outgoing train, or that
lead tracks be provided at the outgoing end such that the combined length of a classification track and a lead track be
sufficient for a full-length train, thus avoiding unnecessary doubling over or interference with hump operation. This

g.

h.
lA
may involve a temporary reassignment of classification during the inspection and preparatory time of a departing train.

Departure tracks may be required for making up and dispatching trains, depending on local conditions.

The gradient and geometry of a track leading to the crest of the hump should be such as to permit pushing the longest
na
and heaviest train at humping speeds consistent with the proposed available power.

i. A good walkway surface should be provided at the hump crest on both sides of the track for the pin-pullers. If only one
walkway for the pin-puller is provided it should be located on the right hand side when moving toward the hump. (It is
desirable that cars be uncoupled from the right hand side so that the forward knuckle will be open, as the impact of
Fi

normal coupling will often close the rear knuckle.)

j. Reference AREMA MRE Chapter 6 for lighting best practices.

k. Tracks can be set with extra wide centers between adjacent groups to give access for maintenance vehicles to move
g

into the body of the yard.

in

l. Consideration should be given to maintenance of utilities supporting the hump operation. This could include electrical
equipment, air valves, air tanks or signal equipment.
nd

m. Two outer roadways running the length of the yard, and parallel with the tracks can be ideal to facilitate ease of vehicle
movements from one end of the yard to the other.

n. Tracks can be set with extra wide centers between adjacent groups to give access for maintenance vehicles to move
into the body of the yard.
Pe

o. The outer and inner roadways can be connected across the yard by constructing level grade road/rail crossings at the
narrow ends of the track layout and where the minimum number of tracks need to be crossed.

p. For movement across the yard at the hump-end a tunnel may be constructed under the hump itself.

q. Grade crossings in classification yards, when necessary, should take into consideration type and volume of traffic.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-9

Yards and Terminals

l
va
ro
pp
r.
lA
Figure 14-2-1. Typical Classification Track Layout

Adequate car parking facilities for employee and company vehicles at the various office and workshop locations
na
should be a consideration.

s. If the identification numbers of incoming cars are to be read and recorded by a video camera system, then special
purpose high-density illumination should be provided at the camera location.
Fi

t. Modern automated hump classification yards fall into two principal categories, Intermittent Car Speed control or
Continuous Car Speed control systems. A third category can be a hybrid system which combines Intermittent and
Continuous control systems.

(1) Intermittent Car Speed Control System

g

(a) Intermittent car speed control systems in which powered, electronically supervised clasp retarders are located
in

at discrete positions to control the velocity and progress of the cars traveling through the yard.

(b) The position and speed of the cars is constantly measured, monitored and predicted by the electronic
nd

supervisory system which commands the modes of the clasp retarders.

(c) The principal retarders, located in the switching area, are usually powered electrically or pneumatically.

(d) Other types of supplementary retarders may be needed such as tangent point retarders located at the entrances
Pe

to the classification tracks, and operable skate retarders located at the exit ends of the tracks to provide
securement other than tying hand brakes.

(e) The automatic control of the switches, to route the cars into classification tracks, is controlled by the
supervisory system along with other operational functions.

(2) Continuous Car Speed Control System

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-10 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

(a) Continuous car speed control systems in which speed sensitive hydraulic retarder units are distributed as
necessary to tracks to automatically control the velocity of the cars traveling through the yard. Application in
curves should be avoided if at all possible.

(b) This type of retarder is self-contained and needs no exterior power supply or electronic supervisory system.

(c) These retarders are mounted in close proximity along the tracks from the hump, through the switching area
and for a selected distance down into the classification tracks.

l
va
(d) An electronic control system is needed for automatic switch operation and to supervise other operational
functions.

(3) Hybrid System

ro
(a) A hybrid system that combines an intermittent control system with a continuous control system, paragraph (1)
and paragraph (2), can be employed to develop a yard having high car speeds in the switching area and
accurate coupling speeds in the class tracks.

pp
(b) In such a yard design the velocity and progress of the cars in the switching area would be controlled by an
intermittent car speed control system. The function of this part of the hybrid system would be to ensure
adequate separation between cars so as to permit movement of the switches for routing; and to predict,
monitor and control the speeds for the cars arriving at the classification tracks.

lA
(c) The velocity of the cars in the classification tracks would be controlled by a continuous car speed control
system. The function of this part of the hybrid system would be to ensure a maximum allowable coupling
velocity of the cars, to promote full car closure in the tracks and to prevent car runouts from the trim-end.
na
2.4.2 INTERMITTENT CAR SPEED CONTROL (2017)

2.4.2.1 Hump Control Tower and Buildings

Fi

a. A control building can be located near the hump to house operators and offices. This control building should contain
video systems or other methods to allow the operators a good overall view of traffic movements throughout the yard.

b. The control building may need to accommodate a variety of facilities such as:
g

(1) A control room, in which to locate a control panel for the manual operation and monitoring of signals, switches
and retarders. Operational offices with associated communications, signaling and hump process control systems.
in

(2) Hump process control room and electrical power supply equipment with their required cable routes and ducting.

(3) Utility services equipment for the building.

nd

(4) Staff amenities accommodation.

c. See AREMA MRE Chapter 6 for additional information on building design considerations.
Pe

2.4.2.2 On Track and Trackside Equipment - Refer to Figure 14-2-2

To support a central process controller it may be necessary to install a variety of peripheral hardware at locations on the track.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-11

Yards and Terminals

2.4.2.2.1 Car Identification Equipment

This may be a video camera system or an Automatic Equipment Identification (AEI) system to interrogate car mounted
identification.

2.4.2.2.2 Hump and Trim Signal

l
To control train movements toward the hump crest.

va
2.4.2.2.3 Car Characteristics Identification Equipment

a. Pole mounted photoelectric cells and track mounted wheel detectors to monitor car cut lengths.

ro
b. A weigh rail installed in the track to measure axle loads

c. Wheel Detector System or Radar System to form a rolling resistance test section.

pp
d. Radar speed detectors to monitor car speed.

2.4.2.2.4 Track Scale

lA
A weigh in motion scale for the commercial weighing of cars. Weight information can also be for input to car speed control
system. The scale would need to be installed on a suitable foundation.
na
2.4.2.2.5 Car Speed Control

a. Primary, intermediate, group tangent point retarders mounted in the track to control the speed of cars at strategic
locations. These can be electrically or pneumatically powered.
Fi

b. An electrical supply facility to power electrically powered retarders can be constructed in the vicinity of the retarders.

c. Air supply facilities for pneumatic retarders should be located in a position to limit piping run but far enough to prevent
potential intake fouling.
g

2.4.2.2.6 Switches
in

Powered switches would be needed to route the cars from the crest into the classification tracks. Electrical track circuits or
proximity loops, and/or wheel detectors can be included in the switching area to monitor the progress of the cars and provide
switch movement protection as required.
nd

2.4.2.2.7 Distance to Couple

The classification tracks may be equipped with electronic circuits to determine the distance a car must travel to couple.
Pe

2.4.2.2.8 Cable Routes

a. All the above signaling and monitoring equipment would require electrical cabling enclosed in trenches, troughs,
conduits or directly buried.

b. Trackside electrical equipment cases would be needed at various locations.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-12 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA
na
Fi

Figure 14-2-2. Intermittent Car Speed Control System

2.4.2.2.9 End of Track Retarders

g

These may be used at the trim-end of the classification tracks to provide securement other than tying hand-brakes. Reference
in

Figure 14-2-4.

2.4.2.3 Trim-End Tower or Building

nd

a. In large yard developments with extended classification tracks, a trim-end building may be required to house signal
and traffic control room from which operations in the departure end of the yard may be supervised. See AREMA MRE
Chapter 6 for additional information on building design considerations.
Pe

b. The trim-end building may need to contain a number of facilities such as:

(1) A signal and control room with signaling and communications equipment.

(2) An electrical power supply equipment room with their required cable routes.

(3) Utility services equipment for the building.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-13

Yards and Terminals

(4) Staff amenities accommodation.

2.4.3 CONTINUOUS CAR SPEED CONTROL (2018)

2.4.3.1 Hump Control Buildings

a. A control building can be located near the hump to house operators and offices. See AREMA MRE Chapter 6 for

l
additional information on building design considerations.

va
b. The functions of this building could be similar to that described in Article 2.4.2.1 with the following exceptions:

(1) There is no manual or automatic control of this type of retarder.

ro
2.4.3.2 On Track and Trackside Equipment - Refer to Figure 14-2-3

a. Car identification equipment as per Article 2.4.2.2.1.

pp
b. Hump and trim signals as per Article 2.4.2.2.2

c. Multi-unit Hydraulic Retarder system consists of self contained, hydraulically operated devices that require no external
power source and bolted to rails at close intervals throughout the tracks as per Article 2.4.1.t.(2).

d.

e.
Switches as per Article 2.4.2.2.6.
lA
Cable routes. The signaling and track circuit equipment would require cabling as per Article 2.4.2.2.8.
na
2.4.3.3 Trim-End Tower

In large yard developments a trim-end tower may be required as described in Article 2.4.2.3.
Fi

2.4.4 HYBRID CAR SPEED CONTROL SYSTEM (2017)

2.4.4.1 Hump Control Buildings

a. A control building can be located near the hump to house a control tower, operators and offices.
g

b. The description and functions of this building would be similar to that described in Article 2.4.2.1.
in

2.4.4.2 On Track and Trackside Equipment

a. To support the Intermittent Car Speed Control part of the system it may be necessary to install in the switching area a
nd

variety of peripheral hardware at locations on the track.

b. For a description of the type of equipment that may be included refer to Article 2.4.2.2.
Pe

NOTE: Article 2.4.2.2.9, end of track retarders may not be required.

c. For the Continuous Car Speed Control part of the system hydraulic type retarders would be needed in the classification
tracks as described in Article 2.4.3.2c.

2.4.4.3 Trim-End Tower

In large yard developments a trim-end building may be required as described in Article 2.4.2.3.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-14 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA
Figure 14-2-3. Continuous Car Speed Control System
na
2.4.5 OBJECTIVE (2018)

a. The objective for constructing and equipping an automated hump yard is to facilitate an efficient and expedient method
Fi

of automatically routing free rolling cars into designated classification tracks for the formation of outbound trains.

b. To achieve this objective it is necessary to meet certain design criteria within the overall concept.

2.4.5.1 Design Criteria

g

a. To provide a hump of sufficient elevation to ensure that all cars, having a practical rolling resistance value will
in

penetrate far enough into the classification tracks to achieve a high percentile of closed couplings. It may be necessary
to relax this requirement under severe weather conditions such as extreme cold, snow or high winds; but the minimum
need is for all cars to run beyond the clearance points.
nd

b. To form accelerating gradients from the hump that will promote separation between successive cars to facilitate the
operation of switches between cars.

c. To form a series of gradients throughout the switching area of the yard so that the car speeds are compatible with the
Pe

specified humping rate (car throughput) and with the chosen retarder system.

d. To automatically control the velocity and destination of the cars by providing car retarder and route selection systems
respectively.

e. To form gradients in the classification tracks that will assist the cars to penetrate the tracks fully and couple at 4.0 mph
maximum.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-15

Yards and Terminals

2.4.5.2 Design Methods

a. Although it is a range of rolling resistances that influence the gradient profile of a yard, it is the retarder system that
assumes the primary role in yard design by the fact of measuring and monitoring the car speeds to achieve the desired
throughput, controlling acceleration, maintaining separation in the switching area and determining car performance in
the classification tracks.

l
2.4.5.3 Typical Retarder Control Systems

va
2.4.5.3.1 Intermittent Control System

2.4.5.3.1.1 Automatic Yard

ro
a. In an automatic yard employing intermittent retarders and a process controller system the cars are weighed and
classified after leaving the crest of the hump. Rolling resistance measurements are taken at one or more test section
locations. This information is stored for reference in predicting the car exit velocities from the group and/or tangent
retarders.

pp
2.4.5.3.1.2 Primary Retarder

a. The primary retarder is used to adjust the velocity of the cars in order to maintain adequate separation between them;

b.
lA
and to assist the speed control function of the group retarders by providing suitable exit velocities from the primary
retarder.

As a car passes through the primary retarder, the braking shoes are applied at no more than the maximum pressure
allowable for the car's weight category. Radar units measure the speed of the car moving through the retarder and
na
transmit information to the process controller in the form of a constant feedback loop to continuously monitor car
speed and determine the retardation force required.

2.4.5.3.1.3 Group Retarder

Fi

a. The speed control method is the same through the group retarders as for the primary retarder except that in this case the
exit velocities must be adjusted for the cars running varying distances down the classification tracks to finally couple at
a maximum 4 mph.

b. The rolling resistance value of the car, based upon the information collected at the test sections, is modified in
g

accordance with track and car characteristics. The track resistance characteristics are determined from computer
models and practical tests made prior to the system being operational.
in

c. The classification tracks are equipped with electronic distance to couple circuits which monitor the positions and
speeds of the cars and transfer this information to the process controller; from this the exit velocity from the group
nd

retarder is determined for each car. This exit velocity will be automatically and continually modified during switching
operations to strive to achieve the maximum performance in cars coupled not exceeding 4 mph.

2.4.5.3.1.4 Tangent Point Retarders

Pe

a. For some yards, where the distance from the group retarder to the tangent points, and the distances to couple are
extensive or increased throughput is desired, it is necessary to employ tangent point retarders to attain the required car
performance in the tracks.

b. The exit speeds from the group retarder are then controlled so that the cars arrive with predicted velocities at the
tangent point retarders. These retarders, being radar equipped will monitor and control the car speed in accordance with
the distance to couple information.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-16 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

2.4.5.3.1.5 Clasp Type Retarders

a. The clasp type of retarders used in intermittent car speed control systems act upon sides of wheels. The brake shoes
apply a frictional force to slow the wheels of the car; this force is controlled in increments that are proportional to the
car weight classes.

b. Variations of these types of retarders are:

l
va
(1) Pneumatically powered.

(2) Hydraulically powered.

c. A primary or group retarder can be of various lengths and is installed on a well-constructed and consolidated

ro
foundation. The mechanical components and associated steelwork are integrated in assembly with special ties that have
custom made supports on which the running rails are attached within the retarder. This type of retarder, due to the
frictional action at the brake shoe to wheel interface can in some instances emit loud noise levels of high frequency.
Dependent upon location, it may be an environmental requirement to construct acoustical barriers in close proximity to

pp
the retarders. Maintenance and lighting should be considered in the design of acoustical barriers.

2.4.5.3.1.6 Typical Gradients

lA
Typical gradients associated with this type of yard are illustrated in Figure 14-2-4. In the design of the track profile for a
classification yard, the gradients will depend upon factors such as car throughput, range of car rolling resistance values, track
curvature and turnouts, and local weather conditions. Due to the steep grades at the crest, it may be desirable to add a short
section of +0.50% grade between the approach grade to the crest and the -2.5% grade descending into the classification yard.
This will reduce the amount of binding in the knuckles and allow easier uncoupling of the cars. Final design of the gradients in
na
the yard should be modeled to ensure optimal performance for all car mixes.

2.4.5.3.2 Continuous Control System

a. In a yard employing the continuous control method the car velocity for the switching area, i.e. from the hump to the
Fi

tangent points, is selected during the yard design stage. This switching area velocity is dependent upon the humping
rate, separation between cars, range of car rolling resistance values, range of wheel diameters, the track characteristics
and the length of the switching area. The hydraulic retarder units are then calibrated during manufacture to control all
cars constantly at this selected velocity.
g

b. Hump.
in

(1) The hump, for this type of yard will compromise concurrent concave and convex vertical curves and finish at the
first switch.

(2) The hump is used to accelerate cars to the switching area velocity and the installation of the retarder units
nd

commences in the sag curves at the point where the minimum rolling resistance car attains the switching area
velocity.

c. A constant gradient is formed from the first switch to the tangent points in the classification tracks. This gradient is
designed for a modified rolling resistance value comprising car rolling resistance plus air, wind and track characteristic
Pe

resistances. These characteristics, together with the maximum car weight will determine the quantity of retarder units
needed to provide continuous speed control.

d. At the tangent points, or in some instances the clearance points, deceleration zones are used to slow the cars from the
switching area velocity to a 4.0 mph coupling velocity and are situated on the initial gradients at the beginning of the
classification track.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-17

Yards and Terminals

l
va
ro
pp
lA
na
Fi

Figure 14-2-4. Track and Profile Diagram (Intermittent Control)

g

e. The quantity of retarders needed for each zone will depend upon the change of velocity required, the maximum car
weight and the initial classification track gradient.
in

f. Typically, the initial classification track gradient can continue for approximately one third of the total track length with
retarders installed along the track to prevent the heavy, low rolling resistance cars from accelerating above 4 mph. This
initial gradient will assist the penetration of cars down into the tracks and provide a high percentile of coupling.
nd

g. The hydraulic retarders used in continuous control systems are relatively small units installed at close intervals along
the tracks. They are fixed to the inside of the running rails and actuated by the wheel flange.

h. Typical gradients associated with this type of yard are illustrated in Figure 14-2-5. In the design of the track profile for
Pe

a classification yard the gradients will depend upon factors such as car throughput, range of car rolling resistances,
track curvature and turnouts, and local weather conditions.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-18 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA
na
Figure 14-2-5. Track and Profile Diagram (Continuous Control)

2.4.5.3.3 Hybrid Control System

Fi

a. The formulation of a hybrid system of car speed control is based upon the use of the clasp type of retarders, with
process controller, in the switching area to perform the duties of maintaining separation and controlling the group
retarder exit speeds; and a continuous control system that commences with deceleration zones in the classification
tracks and continues with coupling speed control zones.
g

b. The intermittent control system in the switching area would be as described in Article 2.4.5.3.1.1, Article 2.4.5.3.1.2,
in

Article 2.4.5.3.1.3 and in some cases Article 2.4.5.3.1.4 with a modification to the group retarder exit speed
requirements, and the distance to couple circuits would not be needed for speed control. The last active retarder exit
velocities would be controlled to provide a bandwidth of velocity for the cars arriving at the deceleration zones, with
nd

the lower limit of velocity being applied to the low rolling resistance cars and the higher limit to the high rolling
resistance cars in order to ensure good penetration of the light cars through the zone.

2.4.5.4 Design Parameters

Pe

In preparing for a classification yard design it is necessary to ascertain the parameters.

a. Car throughput, the rate at which cars will be expected to pass over the hump. This can be expressed as the humping
velocity. For example 2 mph = 3 - 60' cars per minute.

b. a.The vertical convex and concave curves for the hump profile should be specified in order to ensure adequate
clearance from the car structures, prevent binding of car knuckles and insure adequate cut separation.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-19

Yards and Terminals

c. The maximum and minimum car weights should be stipulated in association with car types, length and wheel diameter.

d. Details of the weigh scale length should be ascertained, with the minimum response and record times, in order to be
able to specify the minimum time that a car must occupy the scale to produce valid recordings before first point of
control.

e. One of the most important parameters is the range of rolling resistance values for the variety of cars to be humped.

l
Detailed research and analysis should be undertaken to determine practical values. A good source of information is the

va
printouts from existing control systems that are already operating in established yards. The basic tangent rolling
resistance values for the total car population should be ascertained and specified.

f. In the event of a catch-up between leading and following cars, the movement of the automatic switches is locked in
position to prevent derailments. Various types of electrical switch protection circuits can be employed to guard the

ro
switches. In order to be able to specify the minimum separation distance between cars it is necessary to ascertain
details of the circuits, such as occupation length and response time, along with the response and operating times for the
switch machines.

pp
g. Where clasp retarders are used, a retarder of sufficient length should be designed to stop the heaviest good rolling car
in the event of an emergency (assuming application of braking throughout the entire retarder). Designing for either
primary or group retarders alone to be capable of stopping a car can cater to this requirement. Another option is to
design for the primary and group retarders in unison to have sufficient total retardation to stop the heaviest good rolling

h.
lA
car (assuming application of braking throughout the entire retarder). The preferred requirement should be specified.

The geometric data of curves and turnouts for all tracks will need to be specified for a well-designed yard layout. The
layout for curves and turnouts are designed to make the distance from crest to clearance point as short as possible. This
will reduce the height of the hump, which reduces the amount of retarders required. The shorter distance also improves
na
yard performance by shortening the time a car is in the switching area and reduces the chance of catch-ups.

i. Additional gradient, to compensate for curve resistance, may be added with advantage to the long curves that lead to
the outer groups of tracks.
Fi

j. Standard turnouts should be preferred to any of special design as these may not be readily available in a future
emergency if a replacement switch panel is needed.

k. End of track retarders in combination with a prevent rollout gradient, should be considered to avoid car run outs. The
retarder capacity must be designed to stop a heavy car at a specified maximum velocity.
g

2.4.5.5 Theory
in

2.4.5.5.1 Car Velocity

nd

a. The velocity of a car traveling along a gradient can be determined at any point by the equation where:

V2 = 2gh

where:
Pe

V = car velocity, ft/sec

g = gravitational acceleration, i.e. 32.2 ft/sec2
h = energy head, ft

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-20 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

b. The energy head, h can be the potential energy, due to the elevation on a gradient, that will accelerate a car to velocity,
V (ignoring resistance losses); or it can be the velocity head, in which case it is the energy invested in the car velocity;
for clarity, let H feet = velocity head and h foot = potential head, refer to example Article 2.4.5.5.4.

c. This basic energy equation needs to be modified to include two coefficients that affect the movement of a car, these are:

• The rolling resistance coefficient, R.

l
va
• he coefficient k, to allow for the inertia of the wheel sets.

2.4.5.5.2 Rolling Resistance

a. The rolling resistance of a car can be expressed as a coefficient, a force per weight ratio or an equivalent percentage

ro
gradient, i.e. 0.003 = 6.0 lb/ton = 0.3%. This expression states that a car with a rolling resistance coefficient of 0.003,
or 6.0 lb/ton resistive force, would travel with constant velocity on a 0.3% gradient tangent track. The total rolling
resistance value for a car is the sum of the tangent rolling resistance + curve and turnout resistance + air and wind
resistance.

pp
b. Typical rolling resistance coefficients are:

Tangent rolling restistance = 0.0005 min. to 0.006 max

lA
Curve resistance = 0.0004 to 0.0005/degree
Air/Wind resistance is heavily dependent on car configuration and
environmental geometry. Modeling may be used to determine numbers.
na
NOTE: In a Continuous Speed Control system an additional factor must be introduced to allow for the idling
resistance of the retarder units when operating below their threshold control speed.

2.4.5.5.3 Wheel Inertia

Fi

a. The coefficient:

k = 1+ (Xwr 2 / WD 2 )
g

where:

X = number of axles * 2
in

w = weight of wheel set, lbs

r = radius of gyration of wheel set, in.
nd

D = wheel tread diameter, in.

W = Car weight, lbs

b. For an estimate of car performance on a given gradient a simplified value for k can be determined from:
Pe

k = (W + 4000) / W, for a 4-axle car

c. Typical car weights are 40,000 lbs. to 315,000 lbs.

2.4.5.5.4 Change in Velocity

a. To determine change in velocity refer to Figure 14-2-6.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-21

Yards and Terminals

let:

V0, V1 and V2 = velocity, ft/sec

H0, H1 and H2 = velocity head, ft
h1, h2 and h3 = potential head, ft
D1 and D2 = distance, ft

l
va
G1 and G2 = gradient coefficient
R = total rolling resistance coefficient

b. To determine V1:

ro
1=
(2 g H1) / k
V2
H1 = H0 + h1 - (D1 R)

pp
also H0 = 0 and h1 = (D1G1)
subs. H1 = D1 (G1 - R)

then V1 = e [(2 g H ) / k] ft / sec

1

c. To determine V2 2:

V2
2=
(2 g H2) / k lA
na
H2 = H1 + h2 - (D2 R)
also H1 = 1 k / 2 g and h2 = (D2 G2)
subs. H2 = H1 D2 (G2 - R)
Fi

then V2 = e [(2 g H ) / k] ft / sec

2
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-22 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA
na
Fi

Figure 14-2-6. Change in Velocity

g

2.4.5.5.5 Car Separation

in

The lengths of the Intermittent Control retarders and the weigh scale, and the operation of the switches make it necessary to
predetermine the separation of the cars as they travel from the crest of the hump to clearance points in the class tracks.
nd

NOTE: In a Continuous Control system only the separation needed to operate the switches has to be
considered.

2.4.5.6 Time/Distance Curves

Pe

a. Each car must be accelerated away from the hump to produce adequate separation distance between cars and this
distance must be maintained at a minimum length throughout the switching area. In order to study and analyze the car's
performance and separation it is necessary to compute Time/Distance curves and to introduce retardation at critical
points in order to adjust speeds and maintain separation.

b. In order to design for a worse case situation it is necessary to take into consideration the separation changes between a
light, high rolling resistance car when followed by a heavy, low rolling resistance car, each routed to adjacent class

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-23

Yards and Terminals

tracks. There must be adequate separation down to the last level of switches; and finally, a following car must not
coincide with a leading one until after the clearance points.

c. For Intermittent Control systems, retarders must be located at the critical points of the Time/Distance curves in order to
adjust car speeds and prevent catch-up between cars of varying rolling resistance values. The exit speeds from the last
active retarder must be varied to match the distance the cars must run to couple in each class track; when a track is
nearly full these exit speeds will be relatively slow and this must be allowed for in the Time/Distance curve by plotting

l
a heavy, low rolling resistance car followed by a light, high rolling resistance car that may need to run un-retarded;

va
refer to the sketch of Time/Distance curves in Figure 14-2-7

d. In Continuous Control systems the car velocity, after initial acceleration, will be nearly constant with little change in
separation; it is however, necessary to allow for a speed control bandwidth due the variation in wheel diameters; refer
to the sketch of Time/Curves in Figure 14-2-8..

ro
pp
lA
na
Fi
g
in
nd

Figure 14-2-7. Sketch of Time vs. Distance Curves (Intermittent Control)

Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-24 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA
na
Figure 14-2-8. Sketch of Time vs. Distance Curves (Continuous Control)
Fi

2.4.5.7 Retardation

a. A typical intermittent retarder yard will comprise a primary retarder and a number of group retarders: the primary will
g

be situated near the hump and its function is to adjust speeds for separation control. The groups, located at the end of
the switching area gradient, control the speeds of cars entering the class tracks; their prime function is to release cars at
in

predicted speeds in order to achieve 4.0 mph coupling at varying distances down the tracks. This method of operation
is often referred to as target shooting and employs Distance to Couple circuits in the tracks, combined with computed
exit velocities from the groups. If tangent point retarders are used at the entrance to the tracks, then the groups will
target shoot to these and the tangent point retarders will then control the final distances and coupling speeds.
nd

b. In a Continuous Speed Control system the retarder units are installed at regular intervals throughout the switching area
and for distances down into the class tracks. The quantities of retarders needed to provide speed control are dependent
upon the control velocity, and are directly proportional to the effective gradient (gradient minus total rolling
Pe

resistances) and the maximum car weight.

Retarder density = A(G - Rmin) / E, units / ft

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-25

Yards and Terminals

where:

A = Maximum axle load, ton

G = Gradient coefficient
Rmin = Minimum total rolling resistance coefficient
E = Retarder energy, ft ton / unit at specified control velocity

l
va
c. At the tangent points the retarders are installed in dense banks, forming deceleration zones to slow the cars from the
switching area velocity down to a 4.0 mph coupling speed.

Quantity of retarders/zone = A(V2 S - 2

C )k / (2gE)

ro
where:

VSA = Switching area velocity, ft/sec

pp
VCV = Allowable coupling velocity, ft/sec

d. As a slight accelerating gradient is usually extended down into the class tracks it is necessary, in order to maintain a
coupling speed of 4.0 mph maximum, to continue with a speed control section comprising an appropriate quantity of

the switching area.

2.4.5.7.1 References
lA
retarder units. The retarder density can be determined by applying the formula used above to calculate unit density in
na
References used in this Part are located at the end of this chapter. See Reference 1, 2, 3, 4 and 5.
Fi

SECTION 2.5 FLAT CLASSIFICATION YARD DESIGN

2.5.1 GENERAL (2010)

g

2.5.1.1 Objective
in

The ideal objective is the design of a series of gradients so that each car will roll to and stop at the far end of the classification
yard, or will roll to coupling at an acceptable speed. The following objectives are the minimum to be expected.

a. Deliver cars having a practical maximum rolling resistance to the clearance point under adverse weather conditions.
nd

b. Deliver cars of the most frequently-occurring rolling resistance to the far end of the yard, or to some desired
intermediate point, if the block sizes do not require filling the track.
Pe

c. Permit maximum switching rate and acceptable coupling speeds.

2.5.1.2 Rolling Resistance

The designer must be familiar with car rollability and the factors which can contribute to rolling resistance. See Article 2.4.5.4,
Design Parameters and Article 2.4.5.5, Theory (including car velocity, Rolling Resistance, Rotational Kinetic energy, and
velocity formulas).

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-26 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

2.5.1.3 Commodities and Equipment

The design should reflect the type of equipment to be used and the commodities to be handled.

2.5.2 GRADIENTS (2010)

The following data are presented to assist in the design of a flat yard with optimum gradients for the switching of cars. The

l
various segments of a flat yard with letter designations are shown in Figure 14-2-9.

va
ro
pp
Figure 14-2-9. Flat Yard for Single-Direction Switching

2.5.2.1 Segment A & G: Switching Lead or Drill Track

lA
Gradient here is not critical. Cars are normally released on or close to the ladder (segment B). However, since this segment
accommodates constant bi-directional movement, the gradient should be relatively flat, with 0.00% preferred.
na
2.5.2.2 Segment B and C: Ladder and Switch to the Clearance Point

The preferred gradient is "slightly" accelerating; which means that the grade must descend sufficiently to overcome rolling,
Fi

switch and curve resistances. The preferred gradients for these segments range from -0.20% to -0.30%. In special cases,
gradient on the ladder can be level if cars are to be released near the switch of their classification track.

2.5.2.3 Segment D: Clearance Point to Clearance Point

g

The preferred design gradient for this segment is "slightly" decelerating ranging from -0.10 to 0.00%.
in

2.5.2.4 Segments E, F and C: Leaving End of the Yard

a. Segments E and F should have sufficient adverse (uphill) gradient to prevent rollouts and thus minimize the need for
retarders or skates. Approximately 300 feet of 0.3% grade is suggested.
nd

b. When conditions permit it is highly desirable to design a flat yard for switching at both ends even when current
operations might not require double-ended switching. A flat yard for double-ended switching would have gradients in
segments G, F and E the same as those in segments A, B and C respectively, and gradient in segment D would be either
Pe

level or "slightly" descending from each end toward the middle. The yard profile would resemble a saucer.

c. In a flat-yard drilling operation, the car, when it is uncoupled, is not unlike the car leaving the group retarder in a hump
yard in that each car has just departed from its last point of external control, unless the ladder leads tracks are equipped
with one of the multi-unit distributive type of the retarder systems as discussed in section 2.5.4. Hence, the basic
formula for the hump yard from the group retarder to the clearance point could be applied to the flat-yard design as
follows:

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-27

Yards and Terminals

Drop from uncoupling point to clearance point = SRe, + C +

NSW + a where:

S = Distance in feet (meters)

Re = Rolling Resistance of easy-rolling car expressed decimally

l
 = Curvature in degrees of central angle

va
C = Curve resistance in feet (meters) of drop per degree of central angle
SW = Switch resistance in feet - 0.06 foot per turnout (0.0183 meters per turnout)
N = Number of switches

ro
a = Difference in velocity head at clearance and velocity head at uncoupling point for easy-rolling cars.

NOTE: If metric units are used for any items, they should be used for all items in the formula.

pp
d. The gradients in the body tracks must not produce unacceptable acceleration of easy-rolling cars.

2.5.3 DESIGN FACTORS (2010)

2.5.3.1 Yard Configuration

a.
lA
If possible, a track should be designated for each classification to be made. However, it should be remembered that a
flat yard is best suited to a situation where the number of switching cuts is small. While fairly large volumes of cars can
be handled in a flat yard, a large number of cuts reduce its effectiveness.
na
b. Body tracks should preferably be on a tangent and of sufficient capacity to hold the volumes of each classification
under normal circumstances.

c. Ladders should be designed to minimize distance to clearance point and provide maximum yard capacity. Switches
Fi

should be as close together as possible for efficient handthrowing. Multiple-frog-angle ladders allow the designer to
provide a compact layout; however, when hand-throw switches are used, the layout should be such that all switch
stands are on the outside of the ladder. Inside switch stands should be used only when power switching is provided.

2.5.3.2 Drainage
g

a. The flat yard will have a natural tendency to retain water, since its profile will usually take the shape of a saucer. Good
in

drainage is imperative to maintain designed track grade, alignment and structure. In most cases, a subsurface drainage
system will be required, unless the subgrade is very porous.

b. The grades of segments B and C in Figure 14-2-9 are between -0.2 and -0.3%. As more tracks are added to the design,
nd

the drop in elevation to the outside tracks increases. This drop may require an extension of the grade further into the
body tracks of the first tracks on the lead than is desired (segment C). If that is the case, then consideration should be
given to lowering the elevation of each track from 0.4 to 0.5 foot which would drain the yard to the outside of the
classification tracks. The yard would drain with equalizer pipes put through the grade at the lowest elevation.
Pe

2.5.4 LADDER TRACK YARDS WITH CAR SPEED CONTROL (2010)

2.5.4.1 Introduction

When designing, what has traditionally been known as a flat yard, it is not possible to select a gradient for the ladder lead
tracks that is compatible with the rolling resistance values of all cars. If the gradient selected is suitable for the average

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-28 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

rollability car, then those with a low rolling resistance coefficient will accelerate to unacceptable speeds and conversely, those
with a high rolling resistance coefficient may stall on the track before reaching their switch destination.

2.5.4.2 Car Speed Control on Ladder Lead Tracks

A method of overcoming this problem is to introduce the multi-unit type of hydraulic retarders and distribute them throughout
the length of ladder lead tracks to provide continuous car speed control. It is then possible to select a gradient that has

l
sufficient inclination to ensure that the high rolling resistance coefficient cars will reach the farthest clearance point in the

va
classification tracks, but at the same time, the retarders will control the acceleration of the low rolling resistance coefficient
cars and limit their velocity to a predetermined maximum.

For yards constructed in warm and temperate climates, typical ladder track gradients can be in the order of 0.4% to 0.45%; and
for locations where low temperature conditions are experienced typical gradients can be 0.5% to 0.75%. If possible, the

ro
lengths of the ladder tracks should be restricted to around 1,000 feet from the king switch1 to the last switch to minimize the
number of stalled cars during inclement weather conditions. These typical parameters are based upon a car velocity of
approximately 6.0 mph; if higher speeds are selected then the gradients could be less, or the length of the ladder lead tracks
extended; if lower speeds are chosen then the inverse applies. The use of tandem turnouts can limit the length of the ladder

pp
lead tracks and provide for about 32 classification tracks.

2.5.4.3 The Addition of a Mini-Hump

lA
The efficiency of the switching operation can be enhanced by constructing a mini-hump on the switching lead track. This
hump would assist the uncoupling procedure and enable a continuous humping process, replacing the normal flat yard
'drilling' method of operation. A hump profile of around 200 feet x 1.0% could be used to accelerate all cars to 6.0 mph
retarder control velocity on the ladder tracks; if higher speeds are required, then the hump elevation can be increased to give
additional potential head. A number of retarders would be needed on the hump to control the acceleration of the minimum
na
rolling resistance cars.

2.5.4.4 Additional Coupling Speed Control

If a maximum allowable coupling speed is an operational requirement in the classification tracks, then this can be achieved by
Fi

extending the retarder system to include these tracks. Retarders can be located at the tangent points to decelerate the cars to the
specified coupling speed. To further enhance both the coupling speed control and the car penetration down the classification
tracks, suitable gradients can be constructed with retarders distributed along the tracks to form continuous speed control
sections. There are many combinations of track gradients and length of speed control sections that can be employed; the final
solution would be dependent upon the degree of coupling speed control that is specified.
g

2.5.4.5 Diagram 1
in

A Ladder Track Yard with Car Speed Control is illustrated in Diagram 1. All values are typical only, but the plan and profiles
are based upon an actual design for a yard located in a warm climate area; the parameters for that design included:
nd

a. Maximum car weight = 270,000 lbs.

b. Range of Rolling Resistances = 2 lbs/ton minimum to 8 lbs/ton maximum

Pe

c. Coupling speeds = 4 mph average & 6 mph maximum

1 The colloquial term designated to represent the first or primary switch, usually located near the crest of an automated switching yard, from which all other
lead switches originate.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-29

Yards and Terminals

A mini-hump was added to enhance the switching operation and to accelerate the cars to 6 mph at the King Switch. The 650
feet x 0.25% gradient in the classification tracks was included to assist car penetration and the 400 feet x 0.35% reverse
gradient was constructed at the trim end to prevent car run-out.

l
va
ro
pp
lA
na
Figure 14-2-10. Typical Track Diagram and Gradient Profile Ladder Track Yard with Car Speed Control
Fi

SECTION 2.6 TERMINAL DESIGN CONSIDERATIONS FOR RUN THROUGH T RAINS

g

2.6.1 CHARACTERISTICS OF RUN THROUGH TRAINS (1993) R(2016)

in

Run through train operations involve the handling of service from the train origin to train destination with bypass of normal
intermediate yard humping or reclassification. Many variations of the definition for a run through train exist in current rail
operations. "Pure" run through trains operate from the shipping origin as a protected "unit" to the receiving destination on a
loaded cycle. Many times the train is assigned as a dedicated train set and cycles from origin to destinations. Variations in train
nd

operations for unit run through trains include:

• Single Origin - Various Local Destinations.

• Various Local Origins - Single Destination.

Pe

• Various Local Origins - Line Haul - Various Local Destinations.

2.6.2 RUN THROUGH TRAIN OPERATION (1993) R(2016)

The operation of these trains in a terminal will likely have an impact on the support yards' efficiency, depending on the
required handling of the particular run through trains. In addition, the handling of these trains likely will impact main track

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-30 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

operations in and around the terminal. It is important, therefore, that as terminals are laid out or reconfigured that consideration
be given to minimizing the impact on yard and main track operations.

2.6.3 YARD FACILITY FUNCTIONS (1993) R(2016)

The primary functions involved in the handling of the bypass or run through trains at a yard facility are crew change, power
change, train changes, train inspection and train servicing.

l
va
2.6.3.1 Crew Change

Terminals are likely locations where run through trains change crews. The timing of these changes will be affected by the
amount of work to be done with the run through train in the terminal.

ro
2.6.3.2 Power Change

Generally, run through train power consists are handled without change at intermediate terminals. Exceptions to this would be

pp
power requiring change due to failure on line of road or power change necessary to handle route alignment or train tonnage
alteration. Power requirements for the departure trip route is governed by increase or decrease in ruling grades.

2.6.3.3 Train Changes

lA
Generally run through trains are handled as a unit from origin to destination. Exceptions to this would be short unit trains such
as grain trains that will be filled with additional blocks at intermediate terminals. Other conditions affecting train changes
would be ruling grade restrictions requiring reduction and filling of the train on either side of the grade. In these cases, set-out
and pickup tracks should be made available adjacent to tracks occupied by the run through train.
na
2.6.3.4 Train Inspection

Inspection of run through trains may be necessary at the terminal depending on where the train originated or other FRA and
local requirements. This is accomplished through a vehicle or walking inspection as necessary.
Fi

2.6.3.5 Train Servicing

Run through train power may be serviced intact. Those that are may have fuel, sand and water added as well as supplies for the
locomotive. The end of train device (ETD) may also be serviced.
g

2.6.4 DESIGN OBJECTIVES (1993) R(2016)

in

2.6.4.1 Access to Main Lines

Where run through trains are routed or held on other than main tracks, those bypass tracks should be adjacent to the main line.
nd

Turnouts should be designed to provide entrance and exit to these tracks at 25 to 30 MPH to minimize train delay. Power or
spring switches should be considered at these locations.

2.6.4.2 Access to Main Yard

Pe

Consideration should be given to the proximity of where the run through trains are routed or held to the main yard. Cars for
pickup or set-out for the run through trains will likely travel through the main yard or nearby support yards. Movement to and
from these yards should cause minimal impact to the main line operation.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-31

Yards and Terminals

2.6.4.3 Access to Crew Office

Crew change locations for run through trains should be close to crew facilities to minimize delays. Consideration should be
given to roadway access at these locations to minimize trains blocking crew vehicles and provide easy turnaround.

2.6.4.4 Access to Locomotive Shop

Track layout should provide direct access to the locomotive shop, where applicable, for power change-out on run through

l
trains. Route should minimize delays due to yard or main track movements.

va
2.6.4.5 Access to Car Shop

Consideration should be given to the proximity of the Car Maintenance facility. Bad order cars on run through trains will

ro
require placement and pickup for the nearest car shop. Train inspection personnel may likely be headquartered at the
maintenance facility as well.

2.6.4.6 Train Inspection

pp
Inspection roads and access should be provided to allow for both rolling and walking inspection of the through train.
Inspection access should provide the ability to perform light repairs to the intact train if the repair condition can be handled
without switching.

2.6.4.7 Train Servicing

lA
Train servicing facilities generally include access for power consist fueling and spot maintenance. The run through handling of
unit trains may require power or car setoffs. Consideration should be given to allow for switching tracks at both ends of the
holding tracks assigned for run through trains. Also servicing of end of train devices (ETD) and protection of employees
na
including that required by "Blue Flag" rules should be considered.

2.6.5 DESIGN FEATURES (1995) R(2016) See Figure 14-2-11 and Figure 14-2-12.
Fi
g
in
nd

Figure 14-2-11. Through Train Track Layout

2.6.5.1 Bypass Yard and Siding Tracks

Pe

These tracks should be designed to handle the maximum train length. They should be accessed through standard lead ladders
with turnouts sized to permit 25 to 30 MPH speeds. The rail in these tracks should be sized to permit these track speeds as
well. Where expected train volume would warrant power or spring switches they should be considered.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-32 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

l
va
ro
pp
lA VIEW A
na
Fi
g
in
nd

VIEW B
Pe

Figure 14-2-12. Example Layout

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-33

Yards and Terminals

2.6.5.2 Engine Tracks

Consideration should be given to providing trackage for temporary locomotive storage. This trackage could be utilized to stage
locomotive changeouts or for fueling and servicing locomotives. It should be in close proximity to the bypass yard.

2.6.5.3 Fueling and Servicing

l
The requirements should be considered for run through train power. A fueling station on the engine track may be necessary to

va
provide quick access to fuel and light engine service, including locomotive supplies. It may be feasible to fuel and service at
the locomotive shop or by a mobile truck. For any of these options, ease of access, proper fueling equipment, environmental
protection and protection of employees working on engines should be considered.

2.6.5.4 Yard Air

ro
Yard air may be required on the bypass tracks for expediting train movement. A review should be made of the type of car set-
outs and pickups and the duration these train blocks will be required to await movement.

pp
2.6.5.5 Roadways

Roads should be built to provide access to crew change locations, inspection along bypass yard tracks and easy access to other
terminal facilities. They should be preferably hard surfaced, low maintenance roads and include the necessary clearances and

2.6.5.6 Lighting
lA
signage around crossings and adjacent to tracks for safe vehicle movement.

Adequate lighting should be considered for bypass yard leads, crew change points, engine tracks or other locations where
na
regular activity will occur.
Fi

SECTION 2.7 YARD DESIGN FOR REMOTE CONTROL LOCOMOTIVES (RCL)

2.7.1 CHARACTERISTICS OF REMOTE CONTROL LOCOMOTIVES (2007)

g

Remote control locomotives (RCL) are used by Class 1, 2, and 3 railroads and by many industries. The use of RCL equipment
places the operator near the point of coupling and uncoupling which reduces the chances of lading damage, and also reduces
manpower required in yard operations. RCL equipment is operated by a radio control unit carried by the operator or at a fixed
in

control location, and can only be used on locomotives or locomotive consists equipped with a radio receiving unit matching
the frequency of the operator's control unit. The control unit usually features forward and reverse, throttle, and braking
controls, plus sand, headlights, and horn. In some industrial applications, a remote control uncoupler mechanism is installed
nd

on one or both ends of the locomotive. The control units also incorporate a trip stop feature to immediately stop the RCL unit
if the operator trips or falls. The locomotives may or may not be equipped with indicator or strobe lights on the side or top of
the unit to indicate when RCL is in use, and direction of travel.
Pe

2.7.2 GENERAL YARD DESIGN OR REDESIGN (2007)

New yards may be designed for RCL equipment, but many existing yards have been or will be converted to RCL use. These
existing yards may not be ideally configured for RCL use, but the following guidelines may be used to modify an existing yard
to the extent practical for RCL use. Remote control switches are part of potential yard design or redesign issues.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-34 AREMA Manual for Railway Engineering

 Freight Yards and Freight Terminals

2.7.2.1 Lead Tracks

Yard leads or "pullback tracks" should be as long as the longest yard track, or as long as the longest cut (block) of cars to be
handled plus the length of the power consist plus safe stopping distance. A slight curve toward the direction of the yard's
ladder tracks will aid an operator standing along the ladder switches to view the position of the far end of the locomotive and
cut of cars. In any case the operator must be able to judge the position of the far end of the cut in relation to the end of the lead
or pullback track. Positive stop equipment may be installed on track and locomotives to provide more security against

l
exceeding travel limits by automatically halting the locomotives and cars approaching the limit of travel. Additionally, remote

va
control switches should have a clearly visible indication system to allow the operator to see switch positions from a distance.

2.7.2.2 Radio Reception

RCL units depend upon line of sight radio communication. Potential obstacles to radio communication should be removed. If

ro
a radio communication analysis or survey reveals obstacles to radio transmission that cannot be removed, a repeater unit
should be provided to eliminate loss of radio communication between the operator's control unit and the locomotive. The
repeater unit should be mounted as high as practical to gain maximum range for the signal.

pp
Similarly, voice radio communications between the yard crew and other yard operations is essential for safety of RCL
operations, and repeaters should be positioned for voice radios as well according to the communications survey. Note that
yard crews that formerly depended on the locomotive radio for voice communications will now have to rely solely on their
portable units.

2.7.2.3 Ladder Tracks

lA
Ladder track turnout areas should be free of trip and stumbling hazards, and should be laid out so that the pullback track or
tracks are visible from the ladder switch area. RCL operators should not be required to stoop to throw switches to eliminate
na
inadvertent activation of the "tilt stop" feature of the control unit. Power-operated or power-assisted push-button switches in
the ladder tracks are recommended. Indicator lights or other devices to indicate switch point position from a distance are
suggested to aid operators who may be some distance from the switch while operating. In areas where snow inhibits switch
operation, switch heaters or blowers are suggested to enhance yard operations during snow conditions.
Fi

2.7.2.4 Track Centers

It is essential that operators on the ground be able to see and judge car or engine position during coupling and switch moves,
and to be able to freely move between ladder tracks when coupling or uncoupling cars. Therefore, ladder tracks should have
wider centers to allow this visibility and to minimize exposure of the operator to being struck by loose banding or shifted
g

loads.
in

2.7.3 ISOLATION OF RCL OPERATIONS (2007)

Since some RCL equipment differs in operational safety procedures from regular switching operations, the trackage where
nd

unoccupied RCL equipment operates is required to be separated from other railroad operations. RCL equipment must be able
to operate without point protection (crewmember on or observing movement of the lead car in the direction of movement)
without concern for other conflicting yard movements. The following requirements apply.

2.7.3.1 Signage
Pe

Warning signs must be posted at all entry points where RCL operations may occur. These signs should be placed at known
roadway entry points, at locations where trespassers are known to enter the yard, and where unoccupied locomotives operate at
or near sidewalks and roadways parallel to the RCL zone location. At times when RCL operations are underway, additional
signage must be applied to warn railroad personnel and others that RCL equipment is in operation. Signage should be placed
at all locations where track entry points occur into the RCL zone to warn train crews of RCL operations. In particular, signage

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-2-35

Yards and Terminals

should be placed at every point a non-pullback track enters the remote control zone of operation, whether facing or trailing
movements. Care must be observed to avoid creation of close clearances when placing the signage.

2.7.3.2 Grade Crossings

In general, grade crossings should be avoided where RCL operations are contemplated. Where crossings are unavoidable RCL
operations proposed over grade crossings should take into consideration how movements over the crossing will be observed

l
by the RCL operator. Crossings utilized by yard or plant operating and maintenance crews should be marked with additional

va
signs to advise that RCL equipment may be in use. Cameras and monitors could be employed to provide operators with a view
of the crossing.

2.7.3.3 Signaled Trackage

ro
Unoccupied RCL operations are not allowed within the limits of interlocking plants, signaled trackage, or controlled trackage
without proper authority. All trackage within the zone of RCL operation must be under the sole control of the RCL foreman or
operator that occupies the zone of RCL operation.

pp
2.7.4 LIGHTING (2007)

Lighting along pullback tracks and along ladder areas should be similar to that for other lead tracks or hump tracks. Good
lighting is necessary for the operators to see the ends of cuts of cars or the locomotive and to help prevent trips, slips or falls

RCL yards.

2.7.5 WALKWAYS (2007)

lA
along the lead and ladder tracks. The guidelines set forth in Chapter 33, Part 10 should be followed for the applicable areas in
na
Care should be taken to provide an unobstructed walking surface for RCL operators. Ballast for leads, ladder areas, and
walkways along ladder tracks should be AREMA size 57 or similar yard ballast for good footing and drainage.
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-2-36 AREMA Manual for Railway Engineering

 Part 3

l
Freight Delivery and Transfer1

va
— 2017 —

ro
FOREWORD

pp
Railroads historically have had freight houses in terminal locations to accommodate the delivery and transfer of freight,
handling of less-than-car-load (LCL) business, and freight consolidation. Team tracks were often provided in the terminal
areas as well to facilitate the rail customer’s use in loading and unloading freight. Business practices and operations have

terminals.
lA
changed and these facilities have been largely replaced by the intermodal transportation network and specialized freight

It is anticipated that as the LCL business evolves it will become disconnected from the railroads’ direct operations and
facilities and will be provided through a third party logistics company or other consolidators of freight. It is recommended that
na
the shipper of LCL freight consult with the railroads to ensure that the freight can be handled in accordance with the railroads’
current practices.
Fi
g
in
nd
Pe

1 References, Vol. 77, 1976, p. 87; Vol. 83, 1982, p. 363; Vol. 91, 1990, p. 107.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-3-1

Yards and Terminals

l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-3- AREMA Manual for Railway Engineering
 Part 4

l
Specialized Freight Terminals1

va
- 2019 -

ro
FOREWORD

pp
This part deals with the engineering and economic problems of location, design, construction and operation of freight
terminals for the expeditious handling of a single type commodity or merchandise as opposed to the handling of several types
of commodity or merchandise as in Part 3, Freight Delivery and Transfer.

Section/Article

4.1
lA
TABLE OF CONTENTS

Description

Rail/Water Transfer Facilities ............................................................................................................................. 14-4-3

Page
na
4.1.1 General..................................................................................................................................................... 14-4-3
4.1.2 Site Selection ........................................................................................................................................... 14-4-3
4.1.3 General Design ........................................................................................................................................ 14-4-5
4.1.4 Commodity Specific Considerations ....................................................................................................... 14-4-6
4.1.5 Terminal Maintenance ............................................................................................................................. 14-4-11
Fi

4.2 Design of Intermodal Facilities ........................................................................................................................... 14-4-12

4.2.1 Introduction (1993) .................................................................................................................................. 14-4-12
4.2.2 Facility Types and Equipment (1993) ..................................................................................................... 14-4-14
g

4.2.3 Design Factors (2004).............................................................................................................................. 14-4-19

4.3 Automobile and Truck Loading/Unloading Facilities ...................................................................................... 14-4-35

in

4.3.1 Automobile Loading/Unloading (1993)................................................................................................... 14-4-35

4.3.2 Truck Chassis Loading/Unloading (1989)............................................................................................... 14-4-41
4.3.3 Military Vehicles (1989) .......................................................................................................................... 14-4-42
nd

4.3.4 Containerized Shipping (1989) ................................................................................................................ 14-4-42

4.3.5 Security (1996) ........................................................................................................................................ 14-4-43

4.4 Bulk-solid ....................................................................................................................................................................... 14-4-47

4.4.1 Grain Elevators (2015)............................................................................................................................. 14-4-47
Pe

4.4.2 Design of Bulk Granular Solids Terminals (2015) .................................................................................. 14-4-48

1 References, Vol. 77, 1976, p. 87; Vol. 83, 1982, p. 363; Vol. 85, 1984, p. 157; Vol. 88, 1987, p. 86; Vol. 90, 1989, p. 91; Vol. 91, 1990, p. 107; Vol 94, p.
109; Vol. 97, p 157.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-4-1

Yards and Terminals

TABLE OF CONTENTS (CONT)

Section/Article Description Page

4.5 Bulk-fluids ............................................................................................................................................................ 14-4-53

4.5.1 Introduction (1996) ................................................................................................................................. 14-4-53
4.5.2 Site Selection (2015) ............................................................................................................................... 14-4-54

l
4.5.3 Unloading and Loading Facilities (1996)................................................................................................ 14-4-55

va
4.5.4 Commodity Storage (1996) ..................................................................................................................... 14-4-56
4.5.5 Buildings (1996) ..................................................................................................................................... 14-4-57
4.5.6 Security (1996)........................................................................................................................................ 14-4-57
4.5.7 Environment and Maintenance (1996) .................................................................................................... 14-4-57

ro
4.5.8 Terminal Configuration (2003) ............................................................................................................... 14-4-58

4.6 Merchandise Terminal.................................................................................................................................. 14-4-62

4.6.1 Produce Terminals (2004) ...................................................................................................................... 14-4-62

pp
4.7 Municipal Solid Waste (MSW) Terminals .............................................................................................................. 14-4-66
4.7.1 General (2000) ........................................................................................................................................ 14-4-66
4.7.2 MSW Rail Haul Equipment (2000) ......................................................................................................... 14-4-66
4.7.3 Site Selection (2000) ............................................................................................................................... 14-4-67

4.8
4.7.4

4.8.1
4.8.2
lA
Construction of Facilities (2000)............................................................................................................. 14-4-67

Transloading Facilities (Other Than Bulk) ....................................................................................................... 14-4-71

General (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Site Selection (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14-4-71
14-4-71
na
4.8.3 Configuration (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4-72
4.8.4 Design Considerations (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4-72
4.8.5 Facility Types (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4-74
4.8.6 Railcar Types (2019) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4-76
Fi

LIST OF FIGURES

Figure Description Page

g

14-4-1 Low-Volume Terminal with End Loading ........................................................................................................ 14-4-20

14-4-2 Low-Volume Terminal - Side Loading ........................................................................................................ 14-4-20
in

14-4-3 Medium-Volume Terminal with Side Loading and Outside Parking ................................................................ 14-4-21
14-4-4 Side Loading Double Stack Cars Between Parallel Tracks .................................................................................. 14-4-21
14-4-5 Medium-Volume Terminal with Side Loading and Inside Parking ................................................................... 14-4-22
nd

14-4-6 High-Volume Terminal, Crane Loading with Outside Parking ......................................................................... 14-4-23
14-4-7 Long Span Crane, Single Track with Double Stack Cars ................................................................................. 14-4-23
14-4-8 Short Span Crane, Single Track with Double Stack Cars ................................................................................. 14-4-24
14-4-9 Typical Rubber Tired Gantry Crane .................................................................................................................. 14-4-25
14-4-10 Typical Container Handler ................................................................................................................................ 14-4-26
Pe

14-4-11 Automobile Loading/Unloading Site Example ................................................................................................. 14-4-38

14-4-12 Typical Layout or "A" Frame Truck Unloading ............................................................................................... 14-4-42
14-4-13 Suggested Automotive Handling Facility (Standard or End Loading)...............................................................14-4-43
14-4-14 Suggested Automotive Handling Facility (Perimeter Loading) ........................................................................ 14-4-44
14-4-15 Bulk Fluid Transfer Terminal - Single End Switching Capacity: 80 Cars Spotted. 11± Plus Storage/Support Yard
................................................................................... 14-4-59
14-4-16 Bulk Fluid Transfer Terminal - Double End Switching Capacity: 80 Cars Spotted. 11± Plus Support Yard 14-4-60

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-40 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

LIST OF TABLES

Table Description Page

14-4-1 Range and Average for Reach-Stackers, Side-Lift and Gantry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4-27

l
va
SECTION 4.1 RAIL/WATER TRANSFER FACILITIES

4.1.1 GENERAL

ro
Rail/water transfer facilities provide for the transfer of shipments or cargoes from ship or barge to railroad cars or trucks, and
from railroad cars or trucks to ships or barges. The facilities at a terminal typically consist of docks with loading and unloading
equipment, suited for general or specific commodities, railroad tracks and roadways, and support buildings and equipment for

pp
transfer purposes.

In designing rail/water transfer facilities, consideration must be given to the type and quantity of freight to be handled. Some
facilities may be designed purely for the transfer of commodities to other modes or directly to a customer, whereas other

lA
facilities may provide intermediate storage between modes, or storage on behalf of the customer. Individual customers may be
served at a terminal or multiple customers may share the terminal and its facilities.

One or more different commodities may also be handled in the same terminal. Some docks and facilities may be designed to
specialize in the handling of a single commodity, such as ores, coal, grains, fruit, automobiles or other vehicles, and general
na
merchandise.

4.1.2 SITE SELECTION

The site for the terminal should be selected to accommodate both near and long term development of the facility to handle the
Fi

volumes of traffic projected for each commodity. Ease of access for customers and all modes of transportation involved are
critical in selecting a suitable site. Site selection and configuration should allow for economy in movement of materials,
unloading and loading equipment, and transportation equipment.

The following factors should be considered during selection, planning and construction of the site.
g

4.1.2.1 Environment
in

Various chapters of the Manual discuss environmental considerations in detail. Environmental items which typically impact
facility design that should be considered include:
nd

a. Air pollution (vapor and dust control and collection)

b. Water pollution (rainfall runoff, spill containment, treatment facilities)

Pe

c. Spill containment (for liquids and solids)

d. Noise levels (impact on terminal employees and surrounding areas)

e. Light pollution (from terminal lighting, vehicles, equipment)

f. Proximity to archaeological and historical sites

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-3

Yards and Terminals

g. Proximity to residential areas

h. Proximity to ecologically sensitive areas including wetlands

i. Elevation of facility relative to ocean tides and storm surges, or stream flood stages

4.1.2.2 Size

l
va
The site selected for a terminal and its facilities should have sufficient land area to allow for future expansion and
development. Sizing of equipment and structures should also allow for expansion and flexibility of operation.

The duration of time allocated to load and unload vessels, railroad cars, trucks and storage areas, and the frequency of
transportation services, will impact the sizing of various elements of a terminal.

ro
4.1.2.3 Access

4.1.2.3.1 Roads

pp
Highways, streets and other roads to be used for access must provide an efficient route for customers. Routes to the site should
be carefully studied for their ability to accommodate trucks and equipment that will serve the terminal. Weight restrictions
including seasonal restrictions, pavement width, curves, intersections and existing traffic volumes and patterns should all be

lA
considered relative to the size and type of trucks and equipment that will use them.

Routes for trucks serving the terminal should also be carefully studied to determine whether they will pass or be near schools,
hospitals, parks, community centers, residential areas, and other sensitive areas. Local ordinances may exist that prohibit truck
traffic on certain roads. Also, site selection should consider public opposition that may prevent new or additional traffic on
na
certain roads.

Site access for emergency vehicles should also be considered, incorporating specific access roads or gates into the site plan as
necessary for use by emergency vehicles only.
Fi

4.1.2.3.2 Waterways

The terminal may be located at waterside of an ocean, an estuary, or a lake or river, but is usually on a harbor of one of these.
The site for a rail/water transfer terminal should be on a regular water shipping route accessible to vessels of the type and draft
that carry the commodities to be handled, and where necessary maritime services, such as pilots and tug boats, are available to
g

the water carrier.

in

Water access should provide sufficient draft, maneuvering and turning basins, and berthing space for the size and type of
vessels to serve the terminal.

Seasonal restrictions to certain waterways in northern climate should also be considered in designing storage facilities.
nd

4.1.2.3.3 Rail

Rail access should be designed to efficiently accommodate rail traffic serving the terminal's customers. The length of cars,
Pe

locomotives and trains, frequency of switching movements, serving the terminal, and the characteristics of existing mainline
train movements and other operations, should be considered.

The site should be accessible to rail switching from a line which is free of clearance restrictions for the size (length and height)
railroad cars and other equipment expected to serve the terminal. The sharpness or degree of curvature of the track (including
turnouts) should be considered as well so as to not restrict the use of rail equipment. The line's capacity should also be
carefully studied and considered to provide for short-term service needs and allow for future growth.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4- AREMA Manual for Railway Engineering

 Specialized Freight Terminals

Modification of an existing yard may permit utilization of little used assets and use to advantage a site with good access. In
other instances, selection of an active, new or undeveloped location may be prudent.

4.1.2.4 Utilities

Utilities required for the site should be considered during the site selection process. Water will be necessary for fire protection,
employee washdown (i.e., showers, eye washout), dust control, equipment cleaning and employee facilities, along with

l
sewage disposal. Electrical power and/or natural gas will be needed for commodity handling equipment, lighting,

va
heating/cooling/ventilation equipment and other equipment. Telecommunications lines will also be needed for voice and data
transmissions for within the terminal and to the outside.

A backup power system for the terminal may also be desirable, particularly for security, telecommunications, fire protection,
and other critical systems requiring power during primary system outages.

ro
4.1.2.5 Zoning and Permitting

Many government agencies have enacted laws which may impact the selection and construction of waterfront terminals and

pp
facilities. Proposals to locate this type of terminal in areas not properly zoned or near residential, commercial, or recreational
areas including schools and hospitals are frequently controversial to the public. Public hearings and other legal processes
frequently become necessary when a controversial site is selected.

lA
Permits of some description are required at nearly all locations.

Schedules for placing a terminal in-service should consider the time associated with such hearings and legal processes and
obtaining permits. In situations in which the timely completion of a terminal is critical, it may be prudent to select a site that
will minimize controversy.
na
4.1.3 GENERAL DESIGN

4.1.3.1 Marine Docks

Fi

A dock is a marine structure at which ships or barges are moored. It may consist of a series of breasting and mooring dolphins
with a structure for the shiploader/unloader, a dock with a rail mounted traveling shiploader/unloader, or an intermediate type.
A dock constructed parallel to the shoreline is typically called a "wharf", while a dock constructed at an angle, ranging from
acute to right to the shoreline, is called a "pier". Wharves and piers may be open or covered, depending on the protection
g

needed for the commodity handled.

Wharves may be served by tracks located parallel to the wharf adjacent to the water's edge to allow goods to be handled
in

directly between ship or barge and railroad cars.

Piers are usually provided with tracks located at their center or along the edge.
nd

At locations where rail equipment is to be transferred to and from ships, car floats or ferries, transfer bridges will be needed.

4.1.3.2 Terminal Track

Pe

Railroad trackage and its layout should be designed to allow switching of various segments of the terminal as efficiently as
possible without interfering with the operations at other segments of the terminal. Depending on the size of the terminal,
remote or separate tracks for railroad cars may be needed to support switching movements at rail/water facilities. Storage
tracks may be needed for cars held for loading or unloading, and to accumulate cars carrying a specific commodity destined
for a particular ship or barge. A terminal handling a variety of commodities may require a separate group of tracks or yard for
classification. Car repair tracks and supporting facilities may also be needed. Separate tracks or tracks for interchange between
rail carriers may be needed if multiple carriers are to serve the rail/water transfer terminal.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-5

Yards and Terminals

4.1.3.3 Commodity Handling

Docks should be equipped with necessary conveyors, pipelines, car dumpers, crane, hoppers and any other equipment for
handling special products. Large structural cranes may be needed to extend over docks and ships or barges to facilitate the
handling of loads. Conveyor systems may be required to move products in bulk or units.

All equipment along railroad tracks, including loading booms and unloading connections, must be retractable to ensure that it

l
meets the guidelines found in Chapter 28 of the Manual for clearances.

va
Adequate ground, pier, and/or warehouse storage areas are essential for products awaiting shipment. The location and
arrangement of the storage space is important so there will be minimal interference with other terminal operations in handling
the commodities.

ro
4.1.3.4 Government Inspections

Certain products may be subject to inspections by government agencies having jurisdiction over customs, agriculture, food,
drugs, and other items. These agencies often must be provided with enclosed heated and air-conditioned offices, and with

pp
inspection areas having prescribed cleanliness, temperatures, lighting, plumbing, lifting and cutting equipment and other tools,
refrigerated storage rooms, locker rooms, rest rooms, and other facilities. Means for holding and disposing wastes and rejected
products must also be provided. Such offices and inspection facilities are often located within or adjacent to transloading
buildings and facilities.

lA
The following factors should be considered during design of facilities for specific products.

4.1.3.5 Fire Protection

na
Water lines and hydrants are typically needed throughout the terminal for fire protection. Local fire protection agencies should
be contacted to determine design requirements for sizing fire waterlines and locations for hydrants.

Contingent upon the level of potential fire hazards and outside emergency response capabilities, it may be prudent to provide a
self-contained fire fighting unit in the terminal. Also, consideration should be given to providing on-site water storage.
Fi

4.1.4 COMMODITY SPECIFIC CONSIDERATIONS

4.1.4.1 Granular Agricultural Commodities

g

The handling of granular agricultural commodities is typically in bulk shipments using unit trains or blocks of railroad cars.
Some commodities, such as flour, may be handled in bags. Rail/water terminals handling bulk shipments typically require
in

large grain storage bins at or near the dock to serve as an intermediate holding or "surge" facility for shipments to be
transferred between transportation modes. In addition, an elevator may be required for mixing certain commodities or grades
of commodities to fulfill the needs of customers.
nd

4.1.4.1.1 Ship Loading and Unloading

Ships may be secured at a wharf or pier and loaded/unloaded by a traveling machine or by cranes on the dock. Ships may also
be loaded/unloaded by a machine which is fixed in position with the ship moving itself fore and aft on its own lines to present
Pe

successive hatches to the machine.

Barge loading/unloading is generally similar to that for ships, except that barge moving machinery and loading/unloading
equipment is typically shore mounted.

Shiploaders/unloaders should be designed and sized to handle the required transfer rates, with a reasonable margin and
allowance for maintenance, movement between hatches and other time out-of-service. Equipment selection may be

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4- AREMA Manual for Railway Engineering

 Specialized Freight Terminals

commodity specific to the exclusion of efficiently handling other materials. Ship unloaders may be grab bucket, various
arrangements of bucket elevator or marine leg, screw conveyors, pneumatic equipment or vacuum unloaders. Use of
traditional ship's gear may be encountered. Site-specific environmental regulations may control or limit the choice of type,
and may further require extensive sound and dust suppression.

4.1.4.1.2 Railroad Car Loading and Unloading

l
Facility switching costs will be minimized by having both loaded and empty tracks equal in capacity to a day's production.

va
Railroad cars may be moved through the loading facility by road locomotives with appropriate control equipment, yard
locomotives, plant locomotives, car movers, or gravity. Conveyors, gravity loading chutes or pneumatic loaders may be used.
Unless a dedicated supply of cars is used, cars delivered for loading may not be compatible with the commodity to be loaded
and accommodations for cleaning of these cars will be required.

ro
For unloading, the track arrangement and car progression are generally similar to those for car loading. Car unloading may be
by rotary dump, coupled or uncoupled, by bottom dump into conveyor pits, stationary or in motion, or by mechanical
excavators. Choice of equipment will be dictated by the volume and physical properties of the commodity to be handled.

pp
4.1.4.1.3 Moisture Content

While temperature is not usually of concern during the handling of granular agricultural commodities, moisture content affects
the weight and value of the product and should be considered in the design of all handling facilities. Grain drying equipment
may also be needed to alter the moisture content.

4.1.4.1.4 Other Design Considerations

lA
It is essential to eliminate or minimize open storage, spillage, and any other practice which may lead to contamination of
na
surface or ground water. Often regulations governing these are very stringent. Water treatment, to conform with these
discharge regulations, can be very difficult and expensive to provide.

Aside from the terminal being located at waterside, many of the design considerations for waterfront granular agricultural
terminals and facilities are the same as for inland terminals. The design considerations for grain elevators are covered in the
Fi

bulk-solid segments of Chapter 14. For specific subjects, refer to Section 4.4.1.

4.1.4.2 Automobile and Other Vehicle Loading/Unloading

A waterfront automobile and vehicle terminal provides facilities for the transfer of shipments of vehicles from ship or barge to
g

railroad car or trucks, and/or from railroad car or trucks to ship or barge. The terminal consists of one or more docks (pier or
wharves), operating buildings, roadways and vehicle parking areas and railroad tracks. Generally, this terminal will be separate
in

from other cargo facilities, to ensure protection and security of the vehicles being handled.

4.1.4.2.1 Terminal Size

nd

The size of the waterfront automobile and other vehicle loading/unloading terminal will depend on the number of vehicles to
be loaded/unloaded within a specific period of time, the length of the time vehicles are to be held at the terminal, and the
method of operation. The terminal will generally require greater parking capacity than a similar land terminal.
Pe

4.1.4.2.2 Loading and Unloading

The loading/unloading of ships or barges is generally accomplished through the use of onboard ramps which allow the
vehicles to be driven or towed from the dock onto the ship or barge, or from the ship or barge onto the dock. Paved areas
adjacent to or on the dock are often necessary to land the ramp and vehicles.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-7

Yards and Terminals

4.1.4.2.3 Other Design Considerations

The site should be accessible to railroad switching from a line which is free of clearance restrictions for multi-level railroad
cars typically used for automobile and truck loading.

Sources of airborne dust and pollutants which could damage vehicle finishes should be considered.

l
Aside from the terminal being located at waterside, many of design considerations for waterfront automobile terminals and

va
facilities are the same as for inland terminals. These design considerations are covered in Section 4.3 of Chapter 14 entitled
"Automobile and Truck Loading/Unloading Facilities".

4.1.4.3 Bulk Fluids

ro
Waterfront bulk fluid terminals are specialized freight terminals which are used to transfer bulk shipments of fluids between
ship or barge and railroad cars, or other modes of transportation.

This section is applicable to bulk liquids such as chemicals, petroleum, fertilizers, food-grade liquids and oils. Also, this

pp
section will apply to some dry bulk solids such as powders and granules, which have physical characteristics similar to a
liquid, and are handled as fluids rather than as solids.

These commodities could transported in single or multiple railroad car block, or in unit train service. Some commodities, such

several cars from a single point.

lA
as petroleum products, may be transported in railroad cars with interconnected piping to allow unloading and loading of

Factors affecting terminal and facility design include number and types of materials to be handled, the size of shipment (i.e.,
unit train, multiple car, single car, ship or barge), the physical characteristics of the site, and the degree of processing and
na
storage to be done on the site.

4.1.4.3.1 Loading and Unloading

Loading and unloading facilities at terminals may vary from low-volume, single, or multiple car customer systems to high-
Fi

volume systems for unit trains. Contingent upon the function of the terminal and the commodities to be handled, the transfer of
commodities may be between railroad car and truck, railroad car and storage tank, and/or truck and vessel. In any case, the
terminal and its facilities must be carefully designed to meet the needs of its customer or customers.

For low-volume terminals, intermittent unloading of commodities is common and will impact the equipment needs for the
g

terminal. For larger terminals, high-capacity equipment may be necessary.

in

In any situation, typical railroad car and truck length should be determined for the installation of loading booms or unloading
connections at the appropriate interval. Careful consideration must be given to the type of commodity and railroad cars, trucks,
vessels and loading/unloading equipment to ensure compatibility. Also, a careful analysis of the equipment, piping,
nd

connections, storage tanks, and other facilities should be done to ensure that they are composed of materials that will not
corrode or deteriorate when exposed to the commodity.

4.1.4.3.2 Other Design Considerations

Pe

It is essential to eliminate or minimize open storage, spillage, and any other practice which may lead to contamination of
surface and ground water. Often regulations governing these are very stringent. Water treatment, to conform with these
discharge regulations, can be very difficult and expensive to provide.

Spill containment slabs or pens, and a system for collection and treatment of spills is often required beneath loading booms
and unloading connections.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4- AREMA Manual for Railway Engineering

 Specialized Freight Terminals

Aside from the terminal being located at waterside, many of the design considerations for waterfront bulk fluid terminals and
facilities are the same as for inland terminals. These design considerations are covered in Section 4.5 of Chapter 14 entitled
"Bulk Liquids".

4.1.4.4 Coal and Bulk Ore

The terminal may consist of a series of mooring dolphins with a structure for a shiploader/unloader, a pier or wharf with a rail

l
mounted traveling shiploader/unloader, or an intermediate type.

va
4.1.4.4.1 Ship/Barge Loading and Unloading

Ships may be secured at a wharf or pier in position one time and loaded/unloading by a traveling machine, by ship's gear, or by
cranes on the dock. Ships may also be loaded/unloaded by a machine fixed in position with the ship moving itself fore and aft

ro
on its own lines to present successive hatches to the machine.

Ship loaders commonly are belt conveyor type, with appropriate slinger or other equipment to distribute cargo around the
ship's hold. Barge loading/unloading is generally similar to that for ships, except that barge moving machinery and

pp
loading/unloading equipment is typically shore mounted.

Shiploaders/unloaders should be designed and sized to handle required transfer rates, with a reasonable margin and allowance
for maintenance, movement between hatches and other time out-of-service. Equipment selection may be product specific to

lA
the exclusion of efficiently handling other materials. Ship unloaders may be grab bucket, various arrangements of bucket
elevator or marine leg, belt or screw conveyors, pneumatic equipment or vacuum unloaders. Use of traditional ship's gear may
be encountered. Self unloading ships exist which mount a slewing belt conveyor boom to deliver bulk material to shore.

Site-specific environmental regulations may control or limit the choice of type, and may further require extensive noise and
na
dust suppression.

4.1.4.4.2 Railroad Car Loading and Unloading

Facility switching costs will be minimized by having both loaded and empty tracks equal in capacity to a day's production.
Fi

Railroad cars may be moved through the loading facility by road locomotives with appropriate control equipment, yard
locomotives, plant locomotives, car movers, or gravity. Conveyors, gravity loading chutes or pneumatic loaders may be used.
Unless a dedicated supply of cars is used, cars delivered for loading may not be compatible with the commodity to be loaded
and accommodations for cleaning of these cars will be required.
g

For unloading, the track arrangement is generally similar to that for car loading. Car progression may be with road
locomotives with appropriate control equipment, yard locomotives, plant locomotives, car movers or gravity. Car unloading
in

may be by rotary dump (coupled or uncoupled), bottom dump (stationary or in motion), or by mechanical excavators. Choice
of equipment will be dictated by the volume and physical characteristics of the commodity to be handled.
nd

Unloading of materials that stick to the inside of the cars by excavating machines may require devices to secure cars, with a
rapid set and release mechanism. Cleaning facilities may also be required. Unloading in winter may require cars and lading to
be thawed in thawing or heating sheds.

4.1.4.4.3 Material Stacking, Reclaiming and Handling

Pe

Equipment selected should be suitable to the material to be handled, to the site, and to the other facility equipment. Conveyor
belt systems, level and inclined, with or without bucket elevators, are useful for many types of commodities. Use of air slides
and airlifts, suitable for some commodities, provide a fully enclosed system with good dust control capability.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-9

Yards and Terminals

4.1.4.4.4 Other Design Considerations

It is essential to eliminate or minimize open storage, spillage, and any other practice which may lead to contamination of
surface and ground water. Often regulations governing these are very stringent. Water treatment, to conform with these
discharge regulations, can be very difficult and expansive provide.

4.1.4.5 Intermodal

l
va
Aside from the terminal being located at waterside, many of the design considerations for waterfront intermodal terminals are
the same as for inland terminals. These design considerations are covered in Section 4.2 of Chapter 14.

4.1.4.6 Perishables

ro
Perishables commodities handled at ports may include fruits, fruit juices, juice concentrates, vegetables, meats, poultry, fish,
dairy products, candy plants, cut flowers, pharmaceuticals, photography supplies, and chemical. Perishable commodities may
be handled in bulk, usually in cartons with or without pallets, or in refrigerated railroad cars, containers or truck trailers. Some
of these are shipped frozen at low temperatures, and others fresh at controlled temperatures to prevent overheating or freezing.

pp
In all cases, it is important to minimize the time taken to transfer one transportation mode to another to prevent spoilage.

4.1.4.6.1 Buildings and Docks

lA
Enclosed buildings are required to break, and sometimes mix bulk commodities for transloading to or from ships, rail cars,
containers and truck trailers. Temperature controlled storage rooms are also required in such buildings if the commodity is
temperature sensitive and delays in transloading are possible. These buildings should have exterior doors at rail car height and
at truck height, and should be equipped with extendible shrouds which provide seals between railroad cars or trucks and the
building to provide a protected environment during handling.
na
Outside docks should be wide enough to provide adequate maneuvering room for loading equipment. Lighting should be
provided for night time operations.

See AREMA Chapter 6, for additional related information.

Fi

4.1.4.6.2 Containerized Shipments

Containerized perishable commodities use refrigeration or heating units, ranging from -20 F (-29C) to +80F (+27C), which
require electric outlets on shipboard, typically 460V, 60hz, 3. On docks, these containers may be plugged into on-shore power
g

outlets provided specifically for that purpose, or powered by diesel-electric motor generator units, typically having a capacity
of approximately 18kva, which are either fastened onto the top front nose of the container using fork lift, or mounted on the
in

underside of the trailer chassis. If on-shore power is subject to interruption, a reliable stand-by power source should be
provided.
nd

Containers on railroad cars may utilize refrigeration equipment powered by individual, nose mounted motor generator units or
by a central, removable power unit, typically 113kw, mounted in a container flat car which feeds up to nine containers on the
same articulated car.

Most refrigerated truck trailers carry their own, built-in motor generator. Some equipment modifies its internal atmospheric
Pe

pressure and is charged form tank trucks or gas bottles which may require storage areas at the terminal.

4.1.4.6.3 Other Design Considerations

A facility should be provided near the facility for the cleaning, fueling, maintenance, repair, and preparing of railroad cars,
containers, trailers, chassis and refrigeration and motor generator units. It should have technical equipment for testing,
diagnosing and recording equipment performance. A secure, fenced and well lighted area should be provided for storage of
spare parts and MG units.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4- AREMA Manual for Railway Engineering

 Specialized Freight Terminals

See Section 4.2 of Chapter 14, for additional related information concerning containerized and truck trailer terminals.

4.1.4.7 Phosphate Rock and Phosphate Chemicals

Phosphate rock and phosphate chemicals are different commodities which will likely have to be handled in separate areas to
meet customer requirements. These materials must be handled, transported, and stored in a dry state. Prevention of moisture
intrusion and contamination is essential. Facilities should be designed to avoid product degradation.

l
va
4.1.4.7.1 Environmental Considerations

Dust collection is essential for all storage facilities and transfer points. Dry dust collection is strongly preferred because the
product can be returned to the system. Wet scrubbers should only be considered to meet the most stringent air quality
requirements. Fully enclosed dumpers and conveyor transfer points with dust collection should be provided. Telescoping

ro
chutes with encapsulated dust collection must be provided for ship or barge loading. Measurement of loading point air quality
(opacity) is a less-than-precise science which should be considered in attempting to meet local air quality standards.

Local air quality standards may specify the annual amount of pollutants that may be discharged into the air which in turn may

pp
limit the hours of operation for a particular transfer terminal.

It is essential to eliminate or minimize open storage, spillage, and any other practice which may lead to contamination of
surface and ground water. Most states or municipalities have laws or regulations which stipulate the amount of nitrogen or

lA
phosphate that can be contained in water discharge. Often these regulations are very stringent. Water treatment, to conform
with these discharge regulations, can be very difficult and expensive to provide.

4.1.4.7.2 Storage
na
Storage facilities must be enclosed from the weather, and provide compartments to separate rock and various grades of
chemical. Additional separation may be needed if there is more than one customer. Dust collection may be needed and curtains
may be required to prevent transport of dust between rock and chemical.

4.1.4.7.3 Rail Equipment

Fi

Phosphate rock and chemicals are normally transported by rail in covered hoppers. Unloading is usually done by rotary
dumping to allow elimination or sealing of bottom hatches. Cars should be dry cleaned, mainly to avoid the environmental
difficulties associated with disposal of wetted product.
g

4.1.4.7.4 Maintenance
in

Special attention must be given to prompt cleanup of material resulting from normal or accidental material spillage. Scheduled
maintenance to clean pulleys, rollers, dumping equipment, pipes, chutes, etc. must be provided to assure efficient operation
and extend equipment life.
nd

4.1.4.8 Other Miscellaneous Cargoes

Aside from the terminal being located at waterside, many of the design considerations for other cargoes are the same as for the
inland merchandise terminals. These design considerations are covered in Section 4.6.
Pe

4.1.5 TERMINAL MAINTENANCE

Bulk materials facilities should be designed to minimize maintenance and provide for adequate housekeeping. Areas where
material spills are likely should provide access for loaders and trucks for easy removal of spillage. Particular attention should
be given to the prevention of dust accumulation. Materials used in construction should be resistant to deterioration from the
commodities handled.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-11

Yards and Terminals

Every effort must be made to avoid product discharge into harbor waters, not only to maintain compliance with regulations,
but also to avoid contamination and special handling of dredge materials when maintenance dredging is required.

The design of the terminal should include provisions for ongoing maintenance and staged replacement of components. Areas
should be provided within the limits of the facility for storage and easy access to routinely used maintenance materials and
equipment. Fueling and maintenance facilities for mobile and fixed equipment should also be provided.

l
Use of secondhand rail, ties, or turnouts should be kept to a minimum and used only in areas where track can be easily

va
removed from service without unduly restricting the overall use of the facility. The main switching leads and areas that will be
either paved over or located immediately adjacent to fixed elevation pavements or mechanical systems, should be constructed
with new premium or first grade material. Care must be taken during track maintenance to hold the elevation of the rail to
within the designed tolerances.

ro
Drainage structures and pavement slopes should be designed to avoid temporary ponding of water and allow easy removal of
debris. The use of subsurface drains should be included in confined areas, such as track roadbeds within paved areas, to
provide an outlet for moisture infiltration.

pp
SECTION 4.2 DESIGN OF INTERMODAL FACILITIES

4.2.1 INTRODUCTION (1993) lA

na
Intermodal terminals are specialized freight terminals designed to efficiently transfer trailers and/or containers to and from rail
cars. Trailer on flat car/container on flat car (TOFC/COFC) operations involve mounting trailers or containers on specially
equipped flatcars. Double-stack intermodal operations involve placing one container on top of another on specially designed
rail cars that support the containers at a height of about one foot above the top of the rails. Intermodal terminals integrate rail,
highway and waterway transportation modes. For additional pertinent information on design of TOFC/COFC Facilities, refer
Fi

to Bulletin 696, Proceedings Volume 85, May 1984, Pages 157-190.

4.2.1.1 General
g

Factors influencing the facility location and design are accessibility to major highways and water routes, and capacity and
clearance capability of the serving rail lines. The location studies must consider the equipment type, the traffic volume,
railroad operations, highway traffic patterns and central location with respect to market area. There must be a commitment
in

from railroad management concerning the general area where an intermodal or TOFC/COFC terminal is desired.

4.2.1.1.1 Operational Concept

nd

a. The design of an intermodal or TOFC/COFC terminal will be governed principally by the volume of intermodal traffic,
the land available, storage requirements and the existing layout for expansion projects.

b. A waterfront terminal serving a port handling container ships usually requires more storage/parking area than an inland
Pe

terminal unless the operations of the two facilities are closely coordinated. Waterfront terminals will frequently be
called upon to handle high volumes of movements on peak days and stand idle the remainder of the week. Operations
commonly handling perishable loads have different needs since electrical outlets and additional fuel supplies are
required to keep the refrigerated units running.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-12 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. Standards should be developed to permit efficient truck-trailer movement between the terminal gate and the parking
areas. A computer program to help locate and retrieve trailers and containers will permit more efficient location
assignments for incoming and outgoing trailers.

d. A centralized management information system will facilitate trailer handling, spotting, preblocking and all associated
paper flow.

l
4.2.1.1.2 Rail Equipment Considerations

va
a. A variety of specialized rail equipment is used in the transport of trailers and containers. Trailer carrying railcars
provide a supporting platform for the trailer wheels and a stanchion to support the trailer at the king pin. The stanchion
latches the king pinto provide longitudinal restraint to the trailer. Some of these railcars have continuous platforms and
short bridge plates to span the gap between coupled cars, thus allowing the trailers to be driven onto and across the

ro
cars. Lighter cars have platforms only at specific support points and require that all trailers be lifted on and off the cars.

b. Containers are carried on two basic types of cars. These are single-level cars similar to those used for trailers and

pp
double stack cars specifically designed to carry two containers stacked one on top of the other. Single level cars have
special fittings that support and secure the corner castings of standard containers. Two types of double-stack car
designs are in use. Both carry the lower container in a "well" with the bottom of the container supported approximately
one foot above the top of rail. Bulkhead cars restrain the top container from longitudinal and lateral movement with
bulkhead guides at all four corners of the container, holding the lower one foot of the container in place. The weight of

lA
the container is sufficient to prevent the container from bouncing out of the guides. Double-stack cars without
bulkheads require the use of twist-lock inter-box-connectors (IBC's) to secure the upper box to the lower box. The IBC
provides both horizontal and vertical restraint for the upper box. All containers must be lifted on and off the rail cars
using various types of lift equipment that is generally dedicated to use at a given intermodal terminal.
na
4.2.1.2 Site Selection Planning

a. Many of today's TOFC/COFC terminals are inadequate because they were originally designed to conform to an
available site. This approach should be avoided if at all possible.
Fi

b. Layout and planning for the facility should include the following elements:

4.2.1.2.1 Environment

Environmental factors to be considered include:

g

a. Air.
in

b. Water.

c. Noise and Lighting.

nd

d. Rainfall Runoff.

e. Archaeological and Historical Sites.

Pe

f. Housing Displacement.

g. Proximity to Residential Areas.

h. Wetlands.

i. Floodplains.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-13

Yards and Terminals

j. Difficult soils conditions.

4.2.1.2.2 Economics

The ideal facility topography is relatively level with good cross drainage and stable foundation material. The site should allow
a design that facilitates through train pickup and set-out, or termination and origination where possible. A minimum of switch
engine moves should be used to assure the most economical return.

l
va
4.2.1.2.3 Traffic Volume

Projected traffic volumes and possible future volumes will influence layout and traffic circulation plans.

4.2.1.2.4 Size

ro
The size of a terminal depends on the number of trailers/containers loaded and unloaded in a specific time period, the length of
time the trailer/container is held at the facility and the method of operation. Space is often limited and expensive, which
therefore leads to more mechanized storage and handling systems.

pp
4.2.1.2.5 Standardization

Standardizing certain elements of a TOFC/COFC terminal is desirable. This will permit the future transfer of terminal
equipment from one terminal to another.

4.2.1.2.6 Highway Access

lA
Good highway access is essential to the proper TOFC/COFC terminal siting. Highway load restrictions and clearances must be
na
considered.

4.2.1.2.7 Rail Access

The approach tracks should be free from rail traffic congestion and have the proper rail clearances. If the daily volume of an
Fi

intermodal terminal exceeds the track capacity of that terminal, additional support yard trackage will be required to
accommodate arriving and departing trains and additional car storage.

4.2.1.2.8 Zoning
g

Most governmental jurisdictions have zoning laws that govern constructing the facility. It is highly desirable to avoid sites near
residential areas or sites that require rezoning, as this is often a lengthy process with limited prospects of successful results.
in

4.2.2 FACILITY TYPES AND EQUIPMENT (1993)

nd

a. Committee 6, Assignment 1 entitled "Buildings, Platforms Ramps, Paving, Lighting and Other Facilities for Piggyback
Terminals," in Bulletin No. 625, Proceedings Volume 71, January 1970 describes mechanical loading considerations,
loading methods and yard design considerations.

b. There are three types of TOFC/COFC facilities: end, side and overhead loading and unloading. Each has different
Pe

cycle times.

4.2.2.1 General

The approximate cycle time for each method during typical TOFC/COFC loading/unloading operations is five min. for end-
loading: two and one-half to three min. for side-loading (TOFC): and one and one-half to two min. for overhead loading
(TOFC).

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-14 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.2.2.2 Volumes

Three ranges of TOFC/COFC facility volumes are discussed and are defined as the total number of trailers or containers
loaded or unloaded in each 24-hr day.

4.2.2.2.1 Low Volume - Less than 100 Lifts/Day

Low volume terminals are characterized by infrequent train service. Some parking or yard space is necessary. In many cases,

l
trailers can be ramped as they arrive.

va
4.2.2.2.2 Medium Volume - 100 to 300 Lifts/Day

Medium volume terminals are designed to maximize the availability of trackside parking. Ramps can be used although cranes

ro
and side-loaders are preferred.

4.2.2.2.3 High Volume - 300 and More Lifts/Day

pp
a. High volume terminals are distinctly different from low and medium level terminals in configuration, equipment and
method of operation. They are usually designed to use side-loaders or overhead cranes for loading and unloading.

b. When a trailer enters the terminal area, the trucker may be directed to leave the trailer in a specific parking area or
deliver it to trackside for loading. Hostlers pick up trailers from assigned parking spaces and spot them at trackside

c.
before loading operations begin.

lA
The rail unloading cycle works in a similar manner but in reverse.

4.2.2.3 End-Loading (Fixed or Portable Ramps)

na
Railroad cars are end-loaded by backing the tractor-trailer combination onto a flat car or string of cars using a platform or ramp
constructed at car-floor height. The reverse procedure is used to unload trailers.

4.2.2.4 Side-Loading
Fi

Side-loading and unloading can be done by a forklift truck, a platform at car-floor height, a depressed track or by special
equipment which permits separating the trailer body from its wheels and placing the body on a flat car.

Side-loaders have poor weight distribution which increases both the subsurface density and paving thickness requirements,
g

and thus, greatly increases construction costs.

in

Side-loader characteristics vary depending upon the manufacturer. The following list displays key information regarding the
major types of side-loaders now in use:
nd

a. Capacity: 44,000 to 90,000 lb.

b. Minimum aisle: 30 to 55 feet.

c. Ideal aisle: 55 to 75 feet.

Pe

d. Turning radius: 20 to 52 feet.

e. Transport to storage area: Yes.

f. Speed: 9 to 26 mph.

g. Stacks containers.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-15

Yards and Terminals

4.2.2.5 Overhead Loading

a. Gantry cranes permit overhead handling of containers and trailers. The cranes may be rubber-tired or rail-mounted,
either of which permits picking up trailers or containers from the roadway adjacent to the track and longitudinal
movement from car to car. Rubber-tired cranes often require reinforced concrete runways to support the wheel loads,
while a rail-mounted crane requires a firm foundation to support the crane rail.

l
b. In an overhead crane operation, a trackside parked trailer or container is lifted vertically and moved laterally to the flat

va
car, and lowered onto the car. Ground operations supporting container loading/unloading operations are more complex
because the bogies or chassis must be brought trackside.

c. The characteristics of gantry cranes vary depending upon the manufacturer. The following list displays key information
regarding the major types of gantry cranes now in use:

ro
(1) Capacity: 50,000 to 100,000 lb.

(1) Span (rubber-tired): 32 to 76 feet.

pp
(2) Transport to storage area: possible with rubber-tired units.

(3) Stacks containers: four high (maximum; however, not normally desired).

(4) Turning radius: generally five feet over gantry width.

(5) Number of lifts per day: 360. lA

na
d. Straddle carriers (Van carrier) also provide overhead loading capabilities. Unlike the gantry crane, the straddle carrier
provides both the lifting and transport functions. The straddle carrier picks up the trailer or container at its current place
of rest by straddling it and lifting it. The straddle carrier then transports the unit to the end of the string of railcars to be
loaded. The unit then travels over the railcars, straddling the track and car, carrying the trailer or container in an
elevated position. Upon reaching the car to be loaded, the unit is lowered into position. The process is fully reversed for
Fi

unloading.

e. The characteristics of straddle carriers vary depending upon the manufacturer. The following list displays key
information regarding the major types of straddle carriers now in use:
g

(1) Capacity: 50,000 to 100,000 lb.

in

(2) Span (rubber-tired): 15-20 feet.

(3) Transport to storage area: eliminates the need for an independent hostling vehicle.
nd

(4) Lift height: One trailer over trailer on flat car; one container over two containers on a double-stack car.

(5) Turning radius: 35 feet outside radius.

Pe

(6) Number of lifts per day: Depends on travel distance to staging area.

(7) Travel speed: 23 mph.

f. The choice of equipment characteristics must be made in concert with other facility development issues, such as: track
centers, traffic flows and operating volumes.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-16 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.2.2.6 Parking/Staging Equipment

4.2.2.6.1 Containers

a. Yard tractors include flatbed trucks and trailers/chassis units which move containers from trackside to the parking area.

b. Straddle-carriers are specialized units designed to transport one container at a time between trackside and the parking

l
area.

va
c. Heavy-duty forklift trucks are used for stacking and repositioning containers.

d. Travel cranes are mounted on either rubber-tired wheels with straddle widths up to 75 feet or rail mounted with
straddle widths up to 200 feet.

ro
4.2.2.6.2 Trailers

Trailers are usually moved between trackside and the parking area by a yard or road tractor.

pp
4.2.2.7 Standard Rail Cars

The type of railroad cars to be used in the facility must be considered in the design. The 89-foot flatcar is the normal car
presently used for TOFC/COFC service. However, the trend is toward longer cars carrying two of the longer highway trailers
on a flat car.

4.2.2.8 Special Intermodal Cars lA

na
Various kinds of intermodal cars have been designed to reduce weight, improve aerodynamic efficiency, improve train
handling characteristics to reduce damage to lading, reduce fuel consumption, reduce the number of locomotive units needed
to move a given consist and improve terminal operation. Several types of cars now in common use include:

4.2.2.8.1 Single Platform Skeleton Cars

Fi

These cars are designed to carry containers or trailers on a lightly framed car. These cars are generally equipped with special
single axle trucks at either end of the car. Each car is capable of carrying one trailer or one long or two short containers.

4.2.2.8.2 Articulated Skeleton Cars

g

These cars are generally made up of five independent platforms similar to the single platform cars. The five platforms are
in

carried on a total of six two axle trucks. Each platform is capable of carrying one trailer or one long or two short containers.

4.2.2.8.3 Single Platform Double-Stack Well Cars

nd

These cars carry one or two containers in the well and one more container on top of those in the well. The top container is
secured to the lower container(s) with inter-box-connectors (twist locks).

4.2.2.8.4 Articulated Double-Stack Well Cars

Pe

These cars consist of five well car type platforms connected with articulated couplings, and carried on six two axle trucks.

4.2.2.8.5 Articulated Double-Stack Bulkhead Car

These cars are very similar to the well type car except that the upper container is held in place by fixed or adjustable bulkheads
located at each end of each platform.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-17

Yards and Terminals

4.2.2.8.6 Articulated Well-cars

Articulated well-cars, some with a mix of trailer and container carrying capabilities.

4.2.2.8.7 Stand-Alone Well Cars

These cars are basically a series of single platform well cars connected with rigid drawbars in order to achieve a train with a

l
minimum of slack action.

va
4.2.2.8.8 Dual-mode Vehicles (Rail/Highway Vehicle)

These vehicles are specially designed highway trailers that either have a single rail axle permanently mounted to the trailer, or
connect to a special two axle rail boggie. The individual units are connected to each other in elephant train fashion. A special

ro
connector on the nose of one trailer is used to connect that trailer to a receiving socket at the back of the preceding trailer. A
large pin locks the two units together.

4.2.2.9 Trailers

pp
The size and weight of truck trailers operating over highways are controlled by state and federal law. Federal Law permits up
to 80,000 lbs gross weight, trailers up to 102 inches wide and semitrailer portion of a tractor-semi-trailer combination up to 53
feet long on sections of the federal aid primary system highways. The allowable load limits and the seasonal weight
restrictions on the access roads to the TOFC/COFC terminal are important.

4.2.2.10 Containers
lA
Containers come in a variety of common sizes, however their fittings and securement devices are usually standardized based
na
on the location of these devices on 20 feet and 40 feet ISO (International Standards Organization) marine containers. Common
container lengths include 20 feet, 40 feet, 45 feet, 48 feet and 53 feet. 24 feet and 35 feet containers are found in the fleets of
some steamship lines. Introduction of a 28-foot unit is anticipated. Widths are generally 96 inches or 102 inches with heights
being 4 feet, 8 feet, 8′-6″ and 9′-6″.
Fi

4.2.2.11 Securement

a. Trailers are secured to the railcar with a stanchion support that locks onto the trailers kingpin. These stanchions may be
a fixed type if the car is only designed for TOFC service. The stanchions are retractable if they also accommodate
container service or if they are designed for loading by the "End Loading" method (Article 4.2.3.1.1). Two types of
g

retractable tie-down mechanisms or trailer hitches on flatcars are presently in use, the "wrench-operated" and "tractor-
operated." Trailer wheels are not secured, but lateral movement is resisted by curbs in the wheel support area.
in

b. Containers are secured in a variety of ways. On flat cars or most skeleton cars, the container is supported on pedestals
at all corners. The pedestal provides vertical support plus lateral and longitudinal restraint. A special spring clip
nd

provides vertical restraint. Double-stack container cars restrain lateral and longitudinal motion of the lower container
with fixed guide pins on the support plate. These pins mate with a standard casting on the container at the 40′ ξ 96″
location. The container sits deep within the frame of the car so that lift out is not a problem. For well cars, the upper
container is locked to the lower container using standard marine type interbox-connectors at the 40′ ξ 96″ location.
On bulkhead cars the upper container is also supported on the lower container, but all other restraint is provided by
Pe

the bulkheads. A special saddle is being proposed to carry two 28 foot containers in the upper position on double-
stack well cars.

4.2.2.12 Chassis

Provisions for chassis storage should be made in the design for all terminals that will handle containers.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-18 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.2.3 DESIGN FACTORS (2004)

The design factors that must be considered include the type of terminal, layout and configuration, pavement types, parking and
storage, security, facility services, environmental controls, the terminal buildings and the maintenance and service buildings.

4.2.3.1 Terminal Types

l
The facility should be designed so the truck driver can check in at the gate and then park the trailer in a well-marked parking

va
area or at an assigned trackside position for subsequent loading.

4.2.3.1.1 End Loading

a. The ramps for stub-end tracks can be constructed from timber, steel, or concrete filled with earth. Tracks for two-

ro
directional unloading can be provided by paving an area level with the top of rail on which a portable ramp may be
maneuvered. Portable ramps can be used to eliminate the need to turn cars. The unloading track must be tangent.
Between-track platforms or platform walkways adjacent to the tracks are desirable. These platforms, which permit easy

pp
worker movements between cars, should be about 2′− 3″ wide and 3′− 6″ high or car floor-height. Laws governing
track clearances affect the width of these platforms.

b. A small efficient low-volume end-loading terminal with the configuration shown in Figure 14-4-1 can handle 30 to 50
trailer loadings per shift. The configuration will vary in accordance with the land available.

4.2.3.1.2 Side Loading

a.
lA
The track and adjacent parking configuration shown in Figure 14-4-2 with a length of five to ten cars can easily handle
a volume of 50 lifts per shift. This low-volume configuration can be expanded for higher-volume terminals: up to 300
na
lifts per day can be attained with multiple-shift operations. The single track facility can be readily expanded as shown
in Figure 14-4-3 and Figure 14-4-4. A second track is added about 110 feet from the first track, with its own adjacent
parking area outside of the track area. One-way traffic flow should be provided to minimize interference with the
load/unload operation.
Fi

b. Traffic control and communications become very important when a medium-volume terminal approaches a volume of
300 lifts a day. An efficient operation will, therefore, require road and parking stall markings and signing.

c. An alternative to the outside parking shown in Figure 14-4-3 is a configuration with adjacent parking between the two
tracks as shown in Figure 14-4-5. The traffic-flow patterns are good with minimum interference with the side-loading
g

operation.
in

d. Side loading of containers requires the coordinated efforts of the equipment operator and several truck or hostler
drivers as the container chassis must be removed from trackside to allow the equipment to approach the
railcar.
nd

4.2.3.1.3 Overhead Loading

a. Replacing side-loader equipment with crane-loading equipment should be explored when lift volumes approach 250 to
350 lifts per day. Overhead loading is usually provided at high-volume terminals with 300 or more lifts a day. The
Pe

high-volume terminal shown in Figure 14-4-6 equipped with two cranes can be used for daily volumes in the range of
300 to 600 lifts a day. This terminal configuration can then be expanded from 600 to 1,200 lifts a day by adding tracks
and cranes. Figure 14-4-7 and Figure 14-4-8 show a configuration for loading double stack rail equipment using long
span and short span overhead equipment.

b. Terminal operators will vary in their opinion regarding the merits of sidelift equipment versus overhead lift equipment.
This is generally a speed vs. flexibility argument. The overhead equipment has faster cycle times and is very efficient
when moving from one end of the track to the other loading or unloading a unit at each position. Side loading

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-19

Yards and Terminals

l
va
ro
pp
lA
na
Fi

Figure 14-4-1. Low-Volume Terminal with End Loading

g
in
nd
Pe

Figure 14-4-2. Low-Volume Terminal – Side Loading

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-20 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

l
va
ro
pp
lA
na
Figure 14-4-3. Medium-Volume Terminal with Side Loading and Outside Parking
Fi
g
in
nd
Pe

Figure 14-4-4. Side Loading Double Stack Cars Between Parallel Tracks

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-21

Yards and Terminals

l
va
ro
pp
lA
na
Figure 14-4-5. Medium-Volume Terminal with Side Loading and Inside Parking

equipment generally has a higher ground travel speed allowing it to move around the facility quicker to handle "Hot"
Fi

loads at random locations.

c. Expanding terminals to volumes of more than 1,000 lifts a day should be considered only after a very thorough analysis
has been made of truck-traffic flow-patterns. In major cities where volumes of these magnitudes may be available, the
efficiency of several high-volume terminals located at strategic points around the city should be contrasted with the
g

efficiency of a single very-high-volume terminal.

in

4.2.3.1.4 Lift and Travel Loading

Straddle (van) carriers provide a variation on the other mechanical systems in that the lift and travel functions are provided by
a single piece of equipment. This approach allows a terminal to expand through a range of throughput rates without altering
nd

the basic organization of the facility.

4.2.3.2 Layout and Configuration

a. The type of loading-unloading equipment to be used in a terminal influences the terminal layout and configuration.
Pe

b. Terminal layouts also affect the efficiency of loading/unloading and parking activities. Rail-mounted cranes require the
least amount of lateral space but may complicate the problem of movement between rail cars. Rail-mounted machines
are used where they can serve several tracks from a single travel path. While portable ramps are inexpensive, access
room is required at the end of the rail cut. Side-loaders are flexible, but need adequate operating space between parallel
tracks. Rubber-tired, overhead-lift equipment can function in a wide range of layout widths, but when configured for
the maximum operating flexibility has the widest site requirement per track. Van carrier systems require the least site
width per track of all the mechanized systems, but always require an independent parking area. The parking area for a

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-22 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

l
va
ro
pp
lA
na
Figure 14-4-6. High-Volume Terminal, Crane Loading with Outside Parking
Fi
g
in
nd
Pe

Figure 14-4-7. Long Span Crane, Single Track with Double Stack Cars

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-23

Yards and Terminals

l
va
ro
pp
lA
Figure 14-4-8. Short Span Crane, Single Track with Double Stack Cars

van carrier facility requires more land per parking stall than other systems because of pathways required for the carriers
wheels. The requirements of a combination TOFC/COFC facility should be considered when determining the most
na
effective equipment and layout.

c. Medium-volume terminals consist of multiple parallel tracks with the appropriate space between each set of tracks for
equipment operation. The tracks vary in length from about 1,000 to 3,000 feet and are usually stubbed although some
facilities have flow-through trackage.
Fi

d. High-volume terminals have typical track lengths of 3,000 to 8,000 feet with a driveway crossing near the middle for
ease of trailer handling by yard hostlers. High-volume terminals can handle up to 1,000 units per day flowing through
the facility. The typical high-volume terminal does not have the track capacity needed for a full day's volume of rail car
traffic and cars must be pulled into or out of the facility several times a day.
g

e. Curves on the approach track should have the longest radii possible, with a minimum allowable radius on a constant
in

vertical gradient of 441.68 feet (13 degrees). Due to extreme length of rolling stock, design of minimum radius may
result in operating difficulties.
nd

4.2.3.3 Pavement Systems

4.2.3.3.1 General Considerations

There are a variety of requirements for pavement design considerations at TOFC/COFC terminals.
Pe

a. The capacity to support parked, loaded semi-trailers and containers based on short and long term projections of
equipment utilization.

b. The capacity to support lifting equipment while carrying and lifting maximum loads. (Side-loading equipment in
particular have heavy concentrated front-wheel pressures when under load, and under the steering wheels when
empty.)

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-24 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. The pavement should require minimum maintenance because closing part of the terminal for such work can seriously
impair service to customers as well as cause operating problems.

d. Long and short term planned facility development should be considered as business types (trailer vs. container), and
customer base may effect pavement considerations. Potential changes in labor organization contracts (ports),
operations/ownership, track expansion, ingress, egress, loading equipment, initial capital cost, pavement life, and
serviceability all play a role in pavement design.

l
va
4.2.3.3.2 Design Criteria

Most pavement design models incorporate four key components: soil condition, environment, design loads, and pavement
life/serviceability. Of these, the first two are site-dependent, with in-situ mitigation measures the only means to change the
input parameters.

ro
a. Design Loads. Vehicular loading can be classified as four types:

(1) Loading/Lift equipment

pp
Loading equipment generally takes one of four forms; side-loading, reach-stackers, gantry crane, or straddle
carrier. Side-loading and reach stacking equipment, though extremely flexible, have a highly concentrated load
about the front axle. The mobility of these machines generally requires significant increased pavement depth over

lA
a large area (effectively all areas where the equipment can be operated). Further, the tight turning radii relative to
the machine's size cause significant lateral surface loads, which can lead to rutting and plastic flow of paving
materials. Typical loading ranges and footprints can be found in figures/tables following text.

Gantry cranes and straddle carriers generally have a more evenly distributed wheel loading. Furthermore, their
na
mobility throughout the facility is generally concentrated along defined runways adjacent to the tracks or over
blocks of stacked containers. However, the overall vehicle weight coupled with the concentration of loading
cycles generally results in the paved runways being at least as substantial as pavement designed for side-loading
equipment. Typical loading can be in the area of 120 psi.
Fi
g
in
nd
Pe

Figure 14-4-9. Typical Rubber Tired Gantry Crane

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-25

Yards and Terminals

l
va
ro
pp
lA
na
Fi
g
in
nd
Pe

Figure 14-4-10. Typical Container Handler

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-26 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

Table 14-4-1. Range and Average for Reach-Stackers, Side-Lift and Gantry

l
va
ro
pp
lA
na
Fi
g
in
nd

(2) Trailer/container storage (loaded or empty)

Pavement loading considerations for trailer storage must address these four questions:
Pe

(a) Is the pavement designed for the parking of full semi-trailers?

(b) Will the aisles between the parking rows be accessed only by truck traffic, or will lift equipment also be
operating in the area for 'turning' of containers?

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-27

Yards and Terminals

(c) Are the chassis (dolly) wheel pads adequate? (Dolly or chassis wheel pads, usually 5-8 feet in width, are
subject to much higher concentrated loads. The older style, round steel wheels have significantly higher
loadings than do the newer flat-plate style.

(d) Will stacked containers by adequately supported? Stacked container storage (without dollies) will have
concentrated loads at the four lock-down pins located about the base of the containers. The concentrated
loads at these pins will be higher than most any pavement can withstand, resulting in localized punching until

l
the body of the container is resting upon the ground. The limit of most rail facility loading equipment is a

va
stack 4-containers high. The aisles in stacked container storage must be designed for side-loading lift
equipment which can exert very high loads.)

(3) Hostlers vs. Over-the-Road trucks

ro
Though similar in nature, hostlers differ from OTR tractors in the incorporation of a single rear driving axle versus
the tandem arrangement employed by OTR's. This will result in higher loads throughout the facility where
hostlers are driven.

pp
(4) Chassis storage

Empty chassis are generally stored either as parked trailers or in special racks. Where racks are not employeed,
light duty pavements are frequently used.

b.
lA
Pavement Life. The life of any pavement is comprised of two factors; load cycles and serviceability. Over the life of
the pavement, it will support a number of load repetitions at a given severity. Each load will damage, or in effect, wear
the pavement. The relationship to load versus frequency is not linear, with a single heavy load causing more wear than
several, or even many loads at half the weight. In summary, every pavement fails, the goal is to ensure maximum
na
service life for the least overall cost.

As the pavement wears, it cracks, pumps, shifts, ruts, shells, and otherwise deforms from the original flat, smooth
condition that existed when it was constructed. Over the life of the pavement, maintenance measures may be
incorporated to correct the damage, or to reduce its advancement. The point at which a pavement is worn or damaged
Fi

beyond the economic effort to maintain it, thus requiring replacement, is the practical end of its service life. This point
is a function of both the level of corrective maintenance applied over the life of the pavement, and the acceptable level
of damage over which facility vehicles can be operated.

The terminal serviceability level of the pavement is defined by the facility operator. This is impacted by the level of
g

maintenance that will be performed over the life of the pavement. Assuming the number and severity of load cycles
can be calculated, the pavement design can be defined.
in

From these considerations several conclusions can be deduced:

nd

(1) A facility which will not receive much maintenance over its life due to cost or operational considerations will
require a more durable pavement section than one under like conditions which receives regular maintenance.

(2) Temporary or short-term pavements can be employed which have a lower cost of installation, but they will require
heavy maintenance or frequent replacement. The ultimate choice of a short term pavement versus long term
Pe

solution must not only include allowances for changes in area use, but an economic decision of the total cost of the
pavement over the total life of the facility.

(3) Though gate facilities which only handle highway traffic experience light loads over their life, the number of load
cycles in these areas will be significantly higher as all highway traffic must pass through them. Likewise, aisles
and frequently traveled routes will generally require a more durable pavement than parking areas.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-28 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

(4) The total facility cost of a side-load operation is generally much greater than a gantry only, due to the overall
surface area which is subject to side-loading equipment loads. Careful planning must be undertaken to ensure that
the limits of pavement designed for side-load equipment closely match the actual operation.

(5) The use of ridged pavements under stacked container storage is not advised as the concentrated loads result in the
fracture of the pavement rather than the deformation. Flexible pavements with pockets from loading pins can be
healed without replacement.

l
va
4.2.3.3.3 Portland Cement Concrete Wearing Surface

a. Gantry crane runway widths vary from 5 to 10 feet. Thickness will depend upon factors referenced in Article 4.2.3.3.2.

b. Concrete pads for semi-trailers landing gear are often necessary. The pads should be at least 5 feet wide and 8 inches

ro
thick, but actual dimensions should be governed by soil conditions.

c. The consideration of sub-base layers may be as crucial as the design thickness of the concrete.

pp
d. The use of concrete roadways normally provides the following benefits:

(1) Assures stable, non-erodable, skid-resistant, uniform platform surface.

(2) Increases possible uses of overall platform area as business conditions change, assuming this was taken into
account when pavement section was designed.

lA
(3) Historically has longer service life between maintenance cycles if designed properly.

4.2.3.3.4 Asphalt-Concrete Wearing Surface

na
This paving is frequently used for roadways, trailer/container parking space, and for truck driveway maneuvering areas.

a. Use of asphalt-concrete in the roadways, parking, and maneuvering areas, normally provide the following benefit to
Fi

the owner or operator of the facility.

(1) Lower initial capital cost

(2) Historically lower maintenance costs per individual failure point

g

(3) Assures stable, non-erodable, uniform platform design

in

(4) Facility disruption is minimized during periods of surface repair

b. Use of asphalt-concrete should use maximum design criteria for local DOT or airport design specifications.
nd

c. As in concrete design, consideration should be given to aggregate type (slag, processed miscellaneous base or large
crushed aggregate) as non-traditional mixes have shown positive results in many cases. Pavement design procedures
link pavement performance to the material's elastic modulus or stiffness, and Poisson's ratio, as well as their
Pe

performance under load repetitions and environmental changes. These can be summarized in the form of fatigue
performance during service for different temperatures.

4.2.3.3.5 Liquid Asphalt Surface Treatment

This type of paving can be constructed where economy in initial capital expenditures is vital, yet a dust-free surface is
necessary.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-29

Yards and Terminals

4.2.3.3.6 Waterbound Macadam

This is the least expensive type of paving and can give satisfactory performance at small to medium sized ramp-loading
terminals. It can also be used in empty storage areas. After compaction under use, a stronger type of pavement can be overlaid
for facility expansion.

4.2.3.3.7 Roller Compacted Concrete

l
va
Roller compacted concrete (RCC) is a zero slump concrete mixture that is mixed, placed, and rolled with the same commonly
available equipment utilized for asphalt pavement construction. Because of low water content, the mix can have similar or
greater strength than conventional Portland concrete cement. Potential problems arise from the fact that few contractors have
experience with the process, it tends to unravel over time, and it cracks continuously making it susceptible to water migration,
hence freezing and thawing. The attendant unsightly cracking, is usually offensive to management.

ro
4.2.3.3.8 Pavers

The use of pavers has had limited use in the U.S. and has been tried at a few port facilities. They are reputed to provide a

pp
highly durable surface, while tending to perform in a manner of flexible pavements.

4.2.3.3.9 Unbound Granular Materials

lA
Granular materials consist of gravel or crushed rock that have a gradation which makes them stable and workable. Recycled
concrete and/or asphalt should not be overlooked as an excellent base material. Dust control and surface maintenance is an
accepted liability with the use of this product.

4.2.3.3.10 Cement Treated Materials

na
Cement treated materials are produced by adding a sufficient amount of cement to the granular materials or soil to create a
bounded layer with higher stiffness and strength than unbound materials. The layer should not be so thin that it cracks under
load, thereby permitting pumping of underlying soils if water is present.
Fi

4.2.3.3.11 Specifications and Construction Procedures

Individual state department of transportation standard specifications can be used with airport pavement and drainage
specifications for constructing the pavement and drainage systems. In most circumstances, ASTM tests are still the standard
testing benchmark for soil and materials testing.
g

4.2.3.3.12 Soil Treatments

in

Existing soils play a major role in their potential to influence the type and cost of surface material used on a given site. Certain
fundamental treatments applied to soils have shown to be successful.
nd

a. Lime/Flyash: Incorporated into certain soil types, it can lower the Plasticity Index and actually strengthen the soil. It
will leach out and lose strength if not under a water repellant wearing surface.

b. Cement can:
Pe

(1) Provide an impermeable, uniform, support for the pavement.

(2) Eliminate subbase consolidation.

(3) Improve load transfer at joints.

(4) Expedite construction since it stabilizes the working base during adverse weather.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-30 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

(5) Provide firm support for slipform paver or side forms.

(6) Be cost competitive over granular materials in certain areas.

(7) Increase strength of substandard granular materials.

c. Geo-Webs: Consolidate granular material in confined spaces, bridges sub-standard soil support conditions.

l
va
d. Geo-Grids: Combined with layers of granular materials and/or select fill, can bridge substandard soil conditions.

e. Fabrics: See Geo-Grids.

In summary, the sensitivity of subgrade strength to moisture content should be assessed in detail. In general the following

ro
rules apply:

a. For sandy soils, small fluctuations in moisture content produce little change in stiffness/strength or in volume,

pp
b. For silty soils, small fluctuations in moisture content produce little change in volume, but can produce large changes in
stiffness/strength,

c. For clay soils, small fluctuations in moisture content may produce large changes in volume and in stiffness/strength
characteristics.

4.2.3.3.13 Drainage Structures

lA
Drainage structures can be of most varieties, but must be able to withstand the loading of lift equipment. Generally, those
na
grates and drainage structures approved for airport use are readily applied to intermodal facilities.

4.2.3.4 Parking

Parking facilities should be near the loading tracks with additional parking for storage, as required.
Fi

4.2.3.4.1 Trailers

a. Yard and road tractors are the primary method of moving trailers within a terminal. The trailer parking configuration
shown in Figure 14-4-1, Figure 14-4-2, Figure 14-4-3, Figure 14-4-5, and Figure 14-4-6 should be adequate to
g

accommodate the daily traffic in each type yard. A 10-by-50-foot parking area should be provided as a minimum for
each trailer. Additional length may be desirable to avoid having 53 feet units encroach upon aisleways. Wider slots
in

may make maneuvering easier but does so at a significant loss in the total number of parking slots that can be provided
on a given piece of land.

b. A trailer parking area of approximately two-and-one-half times the number of trailers handled each day should be
nd

planned. This ratio is based on historical trailer dwell periods experienced at intermodal terminals. The amount of
parking necessary may vary widely for terminals that primarily serve a single customer, such as a marine terminal, the
U.S. Postal Service or UPS.
Pe

4.2.3.4.2 Containers

a. A crane is used to move the container from the chassis or flat bed pulled by a yard tractor. Alternatively, the containers
can be left on the chassis. A large number of containers are loaded or unloaded at marine terminals in a short period of
time and the storage-yard capacity will control operational efficiency.

b. There are three basic configurations for parking/stacking the containers.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-31

Yards and Terminals

4.2.3.4.2.1 Herringbone Layouts

Used to store containers either on chassis or on support legs, with no stacking.

4.2.3.4.2.2 Block Layouts

The best use of scarce parking areas; containers are stacked three or four high in a tight block. Block layouts are often used for

l
storing empty containers and for long-term storage of containers awaiting outbound movements.

va
4.2.3.4.2.3 Ribbon Layouts

Offer better container selectivity than block layouts.

ro
NOTE: For further information and typical design drawings on container terminals, refer to the report of
Committee 14, Assignments entitled "Terminal Facilities for Container Handling," in Bulletin No.
635, Proceedings Volume 73, Nov. - Dec. 1971.

pp
4.2.3.5 Security

TOFC/COFC facilities are easy targets for both organized and random burglary. Further, the terminals are often in high-crime
environments where theft operations can be highly organized. Security for TOFC/COFC facilities is therefore essential.

4.2.3.6 Facility Services

4.2.3.6.1 Electrical
lA
Security measures include fencing, lighting, guards and patrols, closed circuit TV to scan the terminal and sensor systems.
na
a. Lighting and power outlets in the track area may be provided to assist tie-down operations. Parking areas should be
lighted if there are extensive night operations or for security and safety reasons.

b. Typical design procedures and criteria are published in the Illuminating Engineering Society's IES Lighting
Fi

Handbook.

4.2.3.6.2 Communications

Communication facilities within and beyond the operation area should be provided for efficiency. In addition to traditional
g

phone systems and two-way radios, modern communications systems include computer-in-cab systems for both cranes and
yard hostlers, radio frequency automatic equipment identification systems, and localized geopositioning systems.
in

4.2.3.6.3 Utilities
nd

Underground utilities are desirable to avoid conflict with operation. Sanitary, water, HVAC, electrical utilities and possibly
engine block heaters should be provided in accordance with the facility requirements. Fire Protection should be provided as
stipulated in Part 1, Generalities, Section 1.6, Fire Prevention in Yards.

4.2.3.6.4 Grading and Drainage

Pe

a. A typical drainage system layout usually consists of a trunk line parallel to the tracks with lateral lines running under
the tracks at about 200 to 300 feet intervals with catch basins between each track. Inlets should be located at all gutter
low points and at any planned low points in parking areas. Other methods use trench drains between the track and
pavement sections, or slotted drains in large paved areas.

b. Local, state, or national agencies may have drainage-design requirements and may specify certain design procedures.
In the absence of any jurisdictional agency, county or state highway department procedures are suggested for use.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-32 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. It is imperative to follow good engineering practice in all elements of design and construction, including preparing and
compacting of the subgrade, increasing the bearing capacity of soils as necessary, erosion protection, proper sloping of
cuts and fills and surface and subsurface drainage systems.

d. Care should be taken with the design of drainage systems where containers are staged or stored in grounded stacks.
Where possible drainage should be directed away from these areas. Other methods include providing slightly raised
concrete pads to support containers on their corner castings, allowing a few inches of space under the body of the

l
container for the passage of surface water.

va
4.2.3.6.5 Water Pollution Control

Water pollution control ranging from oil/water separators to full treatment and pH balancing may be required at the following
service areas:

ro
• Fuel.

• Maintenance Building.

pp
• Outside Maintenance Areas.

• Trailer and Truck Washing Facilities.

• Paved Parking Areas.

4.2.3.6.6 Truck Scale lA

na
A truck scale meeting state highway specifications may be needed to check the weight of loaded trailers. When required, it
should be installed in the facility entrance/exit area. See AAR Scale Handbook included in this manual for details.

4.2.3.7 Terminal Buildings

Fi

Complete design criteria available in Chapter 6, Buildings and Support Facilities. However, for information note the
following:

4.2.3.7.1 Offices
g

The larger-volume operations will require an office for supervisory and clerical staff, with the normal amenities for operating
personnel. Standard office design criteria should be used, including provisions for communications, uninterruptable power
in

supply and employee parking.

4.2.3.7.2 Storage Building

nd

A storage building should be provided for blocking and bracing material for adjusting shifted loads.

4.2.3.7.3 Air Compressor Facilities

Pe

Air compressor facilities are required for making brake tests on cars and for the use of air tools.

4.2.3.7.4 Interior Washing Facilities

Interior washing facilities and appurtenances may be necessary if refrigerator trailers are handled in sufficient quantity.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-33

Yards and Terminals

4.2.3.7.5 Container Transloading Building

A container transloading building may be required.

4.2.3.7.6 Guard Building

a. When the office is not located at the entrance, a separate guard building should be provided for check-in and check-out

l
and equipment condition inspection. If not provided elsewhere, the guard building may also be used to support security

va
activities and provide for outside communication.

b. There are several methods of making trailer/container roof inspections when required.

(1) Overhead mirrors;

ro
(2) High platforms with ladders or stairways; and

(3) TV cameras monitoring from the interior of the office building.

pp
4.2.3.7.7 Transfer and Customs Inspection Dock

A transfer and customs inspection dock may be provided for transferring loads from damaged trailers and for making customs
inspections.

4.2.3.7.8 Gate Check-in Facilities

lA
High volume facilities require efficiently functioning gates to maintain a smooth flow of vehicles into and out of the terminal.
na
Special lanes may be provided for bob-tail tractors. Telephone pre-check stations allow drivers to give clerks all necessary
information before they proceed to scales and inspection stations. By executing a pre-check, an interchange document can be
printed at the inspection station before the driver arrives.

4.2.3.7.9 Hazardous Material Containment

Fi

A special area of the terminal may need to be set aside where hazardous material can be contained if a leaking container or
trailer is encountered.

4.2.3.8 Maintenance and Service Buildings and Facilities

g

4.2.3.8.1 Locomotive and Car Maintenance

in

a. Maintenance operations for locomotives and cars at TOFC/COFC facilities are usually done at nearby service
facilities.
nd

b. Much of the maintenance of both freight cars and locomotives is closely regulated by either the FRA or the AAR, and
it is important to consider their repair procedures in designing a maintenance facility. EPA and state environmental
agency requirements must also be considered. Car repair at a TOFC/COFC facility normally includes light repair
performed in the yard, however with the intense use of double-stack container cars, heavier repairs such as wheel
Pe

changeouts are also undertaken while the car is in the terminal rather than sending it to a shop location for this work.

4.2.3.8.2 Trailer/Container and Tractor Maintenance and Servicing

a. The corner-post securing devices (for containers) and the fifth wheel/trailer securing devices must be periodically
checked to ensure the devices are secure. In the case of refrigerated units, diesel-powered generators must be checked.
Tractor maintenance and service may be provided when necessary.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-34 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

b. Other repairs that may be accommodated at an intermodal facility include:

(1) Watertightness repairs to trailers and containers.

(2) Tire repairs to hostlers, trailers and chassis.

(3) Lamp and lens replacement for chassis and trailers.

l
va
4.2.3.8.3 Equipment Fueling Facility

Fueling facilities for equipment should be considered. The equipment requiring fueling facilities are:

a. Tractors.

ro
b. Refrigerated Trailers.

c. Gantry Cranes.

pp
d. Side Loaders.

e. Portable Generators.

f.

g.
Straddle Cranes.

Other Mechanical Equipment.

4.2.3.8.4 Side-Loader/Crane Maintenance Facility

lA
na
a. A separate building will improve maintenance of this equipment, especially in colder climates.

b. Complete design criteria and additional pertinent information are readily available in Bulletin 696, Proceedings
Volume 85, May 1984, pages 157-190.
Fi
g

SECTION 4.3 AUTOMOBILE AND TRUCK LOADING/UNLOADING FACILITIES

in

4.3.1 AUTOMOBILE LOADING/UNLOADING (1993)

4.3.1.1 General
nd

a. The transfer of automobiles to and/or from rail cars (i.e. rail-truck, rail-rail, truck-rail, ground-rail or rail-ground)
generally requires a separate facility to accomplish this task. This separation is required to insure protection and
security of the automobiles.

b. Domestically-produced automobiles are frequently loaded on rail cars within the confines of the manufacturing plant.
Pe

Foreign-produced automobiles are usually loaded on rail cars at dock-side. Many transfer variations can be utilized;
however, in each case, securing the operation is of prime concern. This type of facility may also be used for automobile
ferry services.

c. Items to be considered in selecting an automobile loading/unloading (transfer) facility are as follows.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-35

Yards and Terminals

4.3.1.1.1 Location

A site should be selected with easy access to main highways, as well as ease of rail switching. Consideration should also be
given to the potential of vandalism so as to avoid missile damage and theft. Proximity to areas that may generate air pollution
which could damage automobile finishes should also be examined. It is also desirable to not locate in low lying areas to avoid
potential flood damage to vehicles.

4.3.1.1.2 Size

l
va
a. The size of the facility, its trackage, ramping and vehicle storage areas, should be large enough to handle the maximum
expected load under the proposed operating conditions. Some of the conditions to be considered are: the average work
week, type and quantity of vehicles handled and the number of agencies using the same facilities. The auto production
and distribution process, by its very nature, requires a considerable degree of advance planning, including volume

ro
predictions. All auto manufacturers can and do make rather good volume predictions which can be utilized for
planning purposes. Future needs should also be evaluated if possible.

b. Factors which affect the sizing of an unloading facility are:

pp
(1) Automobile Parking. Requires estimate of maximum number of vehicles in facility at one time.

(2) Truck Transport Area. The number of truck transport loading stalls must be determined.

lA
(3) Track Capacity. Adequate multilevel rail car capacity should be provided to allow one switch or spot per shift.

(4) Rain Runoff Retention Ponds. Consideration should be given to retaining runoff from the large paved areas to
prevent flood damage to adjoining properties.

(5) Buildings. Office space, washrooms and locker facilities should be determined. Cleanliness of employees handling
na
automobiles is important to prevent soiling of vehicles. Office buildings or servicing facilities for haul-away
trucks may be necessary. However, separation of these facilities from the primary automobile area is desirable to
maintain automobile security.
Fi

(6) Employee/Visitor Parking. Consideration should be given to providing a separate secured parking area.

(7) Miscellaneous. Dead battery parking, damaged vehicle parking, specialized vehicle handling requirements (i.e.
van, truck, luxury and military).
g

4.3.1.1.3 Security

Since the vehicles are left with the keys in them, security is of prime importance. The entire area should be fenced to
in

discourage unauthorized entry and theft. Many facilities are arranged so that automobiles can only be driven out of the parking
area over haul-away docks or ramps. Provisions for checking employees and visitors in and out should be made. Parking stalls
should be away from security fence to provide an unobstructed buffer area around inside of fence. Other electronic security
nd

devices can also be utilized. (See Article 4.3.5.)

4.3.1.1.4 Lighting

Lights should be provided for entire area adequate for security and for loading, unloading and inspection, if required. Poles
Pe

should not be located in fence line. (See Article 4.3.5.)

4.3.1.1.5 Zoning, Building Codes and Permit Requirements

All Local, State and Federal requirements must be met. Considerable time may be required to obtain some Permits.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-36 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.3.1.1.6 Special Requirements

Customers' needs or standards should be evaluated.

4.3.1.2 Design Considerations

4.3.1.2.1 Parking

l
Layout configurations vary from facility to facility. Most patterns are determined by the overall size and shape of the land

va
available. Four patterns of parking are available. They are 90 degrees head to head, angle parking-head to head or angle
(herringbone) pattern. Parallel line parking, head to tail, is sometimes utilized for direct loading. The advantages or
disadvantages of each must be addressed for each facility.

ro
a. Typical Configurations (right angle parking-head to head). See Site Plan Example - Figure 14-4-11.

(1) Stalls:

pp
• Standard - 10′ ξ 20′.

• Luxury or Van - 10′ ξ 22′.

• Dead Battery - 11′ ξ 20′.

• Damaged Vehicles - 12′ ξ 22′.

lA
• Clearance from security fence - minimum 10 feet.
na
(2) Aisles:

• Between Stalls, One Way - minimum 22 feet.

Fi

• Main Trafficways, Two Way - minimum 30 feet.

(3) Number of stalls:

• Approximately 125 vehicles per acre with 10′ ξ 20′ stalls.

g

b. Surface Asphalt Paving Recommended:

in

• Many facilities are built with 4 inch asphalt thickness made up of 2-1/2 inch base course and 1-1/2 inch surface
course on a suitable soil or rock subbase.
nd

• However, pavement design, including subbase, should be based on local design considerations with asphalt thickness
consistent with site conditions.

c. Grades.
Pe

(1) Grade:

• As near level as practicable but with sufficient slope to promote drainage.

(2) Sub-Grade:

• Consistent with local conditions and adequate to support automobile loading.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-37

Yards and Terminals

d. Row and Stall Identification.

(1) Striping recommended for parking stalls and lanes. Direction arrows may also be desirable.

(2) Rows designated with Capital Letters:

• Desirable to locate row letters on signs (12-inch high letters) at end of rows, minimum 8 feet to bottom of sign.

l
va
(3) Stalls numbered with numbers placed on left near aisle.

e. Staging Area - Bumper to bumper staging (aisles 9 feet - 12 feet wide) may be used for common destination
movements.

ro
pp
lA
na
Fi
g
in
nd

Figure 14-4-11. Automobile Loading/Unloading Site Example

Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-38 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.3.1.2.2 Track

a. Grade. As near level as practicable.

b. Centers.

(1) 15 feet minimum.

l
va
(2) 25 feet or more where service vehicles drive between rail cars and for placement of bridge plate storage racks.

c. Structure.

(1) Open (unpaved).

ro
(a) Advantages.

1 Ease of maintenance.

pp
2 Easier drainage if ballast above pavement.

(b) Disadvantages.

fixed.

2 Ballast must be kept out of roadways.

lA
1 Requires crossings and/or unloading areas every four to six car lengths and unloading configuration is
na
(2) Paved.

(a) Advantages.
Fi

1 Can spot rail cars for unloading from either end in any grouping (from one to six cars).

2 Less restricted driving when tracks unoccupied.

(b) Disadvantages.
g

1 Track maintenance difficult.

in

2 Requires sub-drainage.
nd

3 Additional cost.

d. Lengths.

(1) All (un)loading tracks same capacity if possible for uniformity of switching (approximately 95 track feet required
Pe

for typical rail car).

(2) Multiple of four to six car segments with paved (or planked) unloading area (120 feet minimum length) at each
end and between each four to six car segments.

(3) Tangent track required for each multiple rail car spot.

e. Turnouts.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-39

Yards and Terminals

(1) Unpaved for ease of maintenance.

(2) Recessed switch stands where high switch stands might be struck by vehicles.

f. Limits for Rail Car Spotting.

(1) Stripe in paved areas.

l
va
(2) Steel bumping posts with heavy impact break-away design.

(3) Wheel stops placed for cars with least end overhang.

(4) Concrete dock with wood or mechanical bumper at coupler level.

ro
g. Other Features.

(1) Auxiliary trackage.

pp
(a) Secondary rail car storage tracks may be necessary, depending on volume of automobile shipments.

(b) Additional tracks may also be needed for rail car inspections and/or repairs prior to loading.

(2) Bridge plate storage racks.

(a) Serve two adjacent tracks.

lA
na
(b) Should be opposite car couplers.

(c) Can also serve as mounts for fee extinguishers.

(d) Paint bright color to inhibit vehicles striking.

Fi

(3) Protection of (un)loading personnel.

(a) Provide Blue Flag protection at entry ends of all (un)loading tracks with rack for unused flag storage.
g

(b) Provide private locks on entry switches, derails and/or gates.

in

(c) Provide audible rotating light alarms on rail entry gates.

4.3.1.2.3 Rail Car Loading/Unloading Equipment

nd

a. Should be designed to allow quick drive on/off of automobiles. Automobile manufacturers should be consulted to
determine maximum permissible ramp angles.

b. Typically self-propelled, rubber-tired, ramps used which can be raised and lowered to reach the three levels of a
Pe

standard rail car.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-40 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. Consideration should be given to provide concrete pavement or planked crossing surface at loading/unloading area
under portable ramp since area is heavily travelled, has frequent twisting of wheels and is exposed to hydraulic oil and
gasoline leaks.

d. Track or rail-mounted ramps used at same locations either from ground level or on elevated dock.

4.3.1.2.4 Transport Truck Loading/Unloading Area

l
va
a. The truck haul of automobiles is normally handled by a separate company or contractor. There are many variations of
transport trucks in existence. It is important to verify transport truck dimensions before designing this area.

b. Provide sufficient space to permit turning and spotting of truck for loading/unloading of automobiles.

ro
c. Volume predictions required to determine number of transport truck spaces. Stalls normally 12 feet wide.

d. Consider use of concrete pavement for durability.

pp
e. Provide physical separation of area from automobile parking-staging area for security. Fence and/or low guard rail
normally used. Guard rail must be low enough to allow placement of ramps over rail and high enough to prevent
driving automobiles over the rail. Verify transport truck dimensions.

f. Ground mounted, adjustable, steel ramps sometimes required to load some types of transport trucks.

4.3.2 TRUCK CHASSIS LOADING/UNLOADING (1989)

4.3.2.1 General
lA
na
Factors regarding location, size, buildings, surfacing, security and lighting enumerated above for automobiles apply equally as
well to truck chassis. The rail equipment and the placement of the trucks on the rail equipment differs. Trucks with cabs, but
without bodies (truck chassis) are commonly shipped in "saddleback" fashion on a specially equipped flat car. Thus, the use of
a crane is required for loading and unloading. While the loading may be done at a plant site exclusively devoted to trucks, the
Fi

unloading operation can conveniently be incorporated into and made a part of a typical automobile unloading facility.

4.3.2.2 Unloading Track

Truck shipping volumes being considerably less than autos, a single truck set apart from, but adjacent to, auto facilities should
g

suffice. Volume and economic considerations will dictate the degree of separation from, and/or incorporation within, auto
facilities.
in

4.3.2.3 Unloading Facilities

Trucks loaded in "saddleback" fashion must be removed from the truck they have been set upon and secured to for transport to
nd

a level position on the car deck before being started and driven from the car. The job can be accomplished by a mobile crane of
sufficient capacity operated adjacent to the rail car where volume is light and the need only occasional. Where volumes require
a greater degree of specialization, it is recommended that an "A" frame crane, track-mounted and electrically operated with
running rails located outside of regular track rails, be provided. The "A" frame straddles the car to be unloaded and can be
Pe

positioned to handle any car spotted within its reach. Figure 14-4-12 details a tie layout to accommodate the "A" frame.
Access to the unloading track for pre-starting service should be given consideration. Air supply sufficient to release truck
brakes is a necessity.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-41

Yards and Terminals

l
va
ro
pp
lA
na
Fi
g
in

Figure 14-4-12. Typical Layout or “A” Frame Truck Unloading

nd

4.3.3 MILITARY VEHICLES (1989)

This type of facility may also be used for receipt and transfer of new military vehicles. Special provisions may be necessary to
handle some of these vehicles due to weight, size or other considerations.
Pe

4.3.4 CONTAINERIZED SHIPPING (1989)

Some new automobile shipments are also being moved in standardized containers or enclosed trailers. These shipments can be
moved directly from loading point to the dealer's site without actually handling the automobile while in transit. A TOFC-
COFC facility is more appropriate for these types of shipments rather than the above-noted configurations.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-42 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.3.5 SECURITY (1996)

4.3.5.1 Introduction

Rail served auto terminals are specialized facilities designed to transfer autos, trucks, and other vehicles to and from rail cars.
Their designs are as unique or individualized as the companies that construct and operate them. The design criterion, however
unique, has a common denominator, security. Security not only protects the customer's commodity, but provides a safe

l
working environment for all employees. Security can be enhanced through various methods, including lighting, fencing,

va
barriers, gates, alarms, closed circuit television, card access systems, signs, security guards, or through any combination of
these methods.

4.3.5.2 General

ro
The level of security commitment can be a direct result of facility design or operational concept. It is also influenced by citing
environmental demands, local building codes, capital commitment, volume of traffic, history of thefts or vandalism in area,
and combined day/night operation.

pp
4.3.5.3 Influence of Operational Concept

a. Currently there are two major methods utilized by the trucking companies that pick up and deliver vehicles to the
facility:

• standard or end loading (Figure 14-4-13).

• perimeter loading (Figure 14-4-14).

lA
na
Fi
g
in
nd
Pe

Figure 14-4-13. Suggested Automotive Handling Facility (Standard or End Loading)

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-43

Yards and Terminals

l
va
ro
pp
lA
na
Figure 14-4-14. Suggested Automotive Handling Facility (Perimeter Loading)
Fi

b. Trucks that use end loading never actually enter the vehicle baying or rail car areas. They back their truck up to a fixed
barrier, which should be part of the perimeter barrier, drop their ramps over the barrier, and load or unload vehicles
onto or from their trucks. Fixed ramps are also utilized in the same manner. This method ensures that the integrity of
the vehicle storage area is maintained. No trucks are permitted in the vehicle baying area.
g

c. Although originally end loading was the standard for most auto facilities, this method is rapidly giving way to
perimeter loading due to perceived operational efficiencies of the latter. Trucks using the perimeter system actually
in

enter the vehicle storage area, and as a result, security demands are increased due to the required monitoring of the
additional vehicles and personnel in the storage area. This monitoring may require security guards and/or electronic
card reader systems. Exit and entry gate design, as well as camera systems, are influenced by this additional liability.
nd

4.3.5.4 Physical Design Criteria

4.3.5.4.1 Lighting
Pe

a. Proper lighting provides a safe working environment for employees and customers. It helps prevent theft and
vandalism of a shipper's product by enhancing the power of the human or electronic observer. It can also act as an
effective psychological deterrent.

b. At this time, high pressure sodium lighting has proven to be the most efficient and cost effective in security
applications. It provides more than twice the illumination of a standard mercury vapor light. Depending on the size and
shape of the facility, 200, 400, and 1,000 watt high pressure sodium lights should be considered. Every effort should be
made to maintain a minimum of 1 foot candles throughout the facility, with an average of 1.5 feet candles.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-44 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. Additional localized lighting will be required for facilities with camera monitoring or where truck loading, or other
operations, is prevalent at night.

d. All light poles should be located as far from the perimeter fence as possible.

4.3.5.4.2 Perimeter Barriers

l
a. Perimeter barriers prevent the unauthorized removal of vehicles from the facility. The barrier should be within or a part

va
of the perimeter fencing and completely encompass the interior except those areas protected by gates.

b. Barrier types include scrap rail, standard highway barriers, pipe, horizontal rails in fences, bollards cable, and concrete.

c. Barriers should be of a sufficient strength and planted to a depth as to withstand a direct impact by a vehicle.

ro
d. In facilities using an end loading or standard concept, barriers in the loading/unloading area should be just low enough
to allow truck ramps to clear.

pp
4.3.5.4.3 Fencing (or Walls)

a. Proper fencing can prevent the unauthorized entry of persons onto a facility. A fence or wall should completely
surround the facility with exit/entry gates incorporated into the system.

b.

lA
Chain link fence is one of the most cost efficient and effective types of fence. Fencing should consist of galvanized
steel fabric with horizontal rails and tension wires. Fabric should be at least #9 gage hot dip galvanized per ASTM A-
392, Class 1, 2-inch mesh. Minimum height of fabric should be 8 feet. Tension wires, top and bottom, should be #7
gage and conform to ASTM A-824. Posts should be steel pipe per ASTM A-120. Fence should be constructed in a
manner that will not allow deformation to occur. Considerations for maximum fence strength include diameter of
na
posts, depth planted, bracing, post spacing, fabric tension, and concrete footings.

c. Regardless of fence or wall type, the addition of barbed wire should be considered to compliment the structure. Wire
should be attached to a V or 1/2 V rake, placed on every pole or no less than every 10 feet. There should be a minimum
Fi

of three strands of wire per leg of V.

d. In high crime areas razor ribbon or concertina wire should be considered in addition to the barbed wire strands.

4.3.5.4.4 Gates
g

a. Gates should be designed to prohibit the entrance or exit of unauthorized vehicles and persons, and to control the traffic
flow of trucks entering and exiting the facility. Gates are also used to control the entrance and exit of locomotives and
in

rail cars.

b. Gates can be constructed from iron, tubular steel, flat steel, and chain link. They should be at least as high as the
nd

perimeter fence. The structural integrity should be reinforced and greater than the fence alone. They can be opened and
shut by swinging, sliding, or rolling up. Drop bars should be solid steel. All gate hinges should be tack welded to gate
posts to prevent gates from being lifted off.

c. Electronically controlled, motorized gates can be activated on site, from a remote location, or self activating
Pe

underground wire using loops and a card reader system. A telephone or intercom will be required at the gate if it is
monitored from a remote site. Gate stability is a primary concern if the facility has a fence alarm system.

4.3.5.4.5 Tire Spikes

a. Depressible spikes can be used at gate areas to control traffic flow and prevent unauthorized exit of vehicles from the
facility. They should be well signed and considered a secondary system.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-45

Yards and Terminals

b. Heavy snow and ice may interfere with the operation of these units and available heating systems may be required,
along with appropriate drainage to carry off melted snow and ice.

4.3.5.4.6 Fence Alarm Systems

a. Fence alarm systems detect the presence of a person or device against the fence. They sound an alarm, either audible,
silent, or both when someone tries to climb, cut or jack up the fence.

l
va
b. These systems use point or line sensors, or fiber optic strands to discern impact. A circuit of electricity or light passing
through the sensor or fiber is altered when the fence material deflects or breaks. A processing unit is required to
respond to circuit changes and signal an alarm, either locally or to a remote location, via telephone modem.

c. The system should be installed in zones, the number of which to be determined by the size of the facility.

ro
d. Terrain, environmental, and weather conditions should be taken into account when considering such a system.

4.3.5.4.7 Closed Circuit Television

pp
A closed circuit television system acts as both a deterrent to theft and vandalism, and as a means of obtaining an accurate
record for the investigation of criminal cases. They can be positioned for total or partial coverage of the facility. They can also
work in conjunction with the gates, running continuously or activated only when the gates are utilized. Cameras should be
capable of recording in color, onto a VCR recorder. The use of color cameras will require additional lighting, up to 10 feet
candles.

4.3.5.4.8 Card Access Systems lA

na
a. A card access system is an effective method of monitoring or maintaining an inventory of all persons entering and
leaving an auto facility.

b. Authorized persons are issued preassigned cards in advance. Upon entering or departing the facility, they activate the
gate/card system with their cards. The monitoring/gate access decision making can be performed on site or from a
Fi

remote location using a computer and phone modem. It is tied directly to the gates, authorizing and monitoring their
functions.

c. The card access system consists of cards, card readers, processing controller, software, and a computer. Each card
reader may contain its own microprocessor that permits memory and decision making at individually secured gates and
g

doors. It should also include a battery backup system for use in the event of a power failure.

d. The card access system can be tied electronically to the fence alarm system, monitoring both functions.
in

4.3.5.4.9 Signs
nd

a. Signs placed around the perimeter of the facility can deter trespassing. When placed within the facility they are
beneficial in controlling traffic flow.

b. They should be located as not to obstruct the view of the drivers and other personnel. For easy recognition, they should
be constructed in a manner similar to those recommended by the Manual of Uniform Traffic Control Devices.
Pe

Preferably, signs should be made of aluminum with a reflective backing.

4.3.5.5 Buildings and Employee Accommodations

Accommodations should be provided for security guards if applicable. Parking for employees should be provided in a
separate, secured area.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-46 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.3.5.6 General Comments

a. A maintenance and system testing schedule for all electronic equipment should be developed and followed.

b. Emergency stand-by generators should be considered. This system will provide power for lighting, card readers, gates
and/or the perimeter detection system if desired. It should be actuated automatically upon its sensing the loss of
commercial external power to the facility.

l
va
SECTION 4.4 BULK-SOLID

ro
4.4.1 GRAIN ELEVATORS (2015)
4.4.1.1 General

pp
a. Track facilities to serve large grain elevators involve special yard design. Cooperation between the elevator's engineer
and the railway engineer is essential to the development of a satisfactory plan.

b. The location of elevator site, type and capacity of elevator, topography and local conditions will influence the
arrangement of tracks.

c.

d.
lA
When selecting the site, consideration should be given to property values, possible arrangement of connections to plant
tracks, local railway operating conditions, future expansion of elevator plant and of existing railway facilities.

Proposed method of railway operation should be established and approved by the elevator operating company and
na
operating officials of the railway.

4.4.1.2 Types

There are four general types of grain elevators, viz.,

Fi

• rail to rail,
• rail to water,
• water to rail, and
g

• truck to rail.
in

Specific plants may be combinations of these types.

4.4.1.3 Tracks
nd

4.4.1.3.1 Loading and Unloading

a. The number and capacity of unloading tracks will depend upon the type, arrangement and capacity of elevator
unloading facilities, but may be limited in some cases by the space available.
Pe

b. The car capacity of the tracks in advance of and beyond the loading or unloading facilities should be the same.

c. Where the car capacity of the unloading tracks on each side of the unloading facilities is equal to the normal daily
unloading capacity of the elevator plant during the grain handling season, and where the car capacity of the loading
tracks on each side of the loading facilities is equal to the normal daily business handled, the plant switching will be
reduced to a minimum.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-47

Yards and Terminals

d. Double-ended tracks will permit the continuous movement of cars in one direction and facilitate switching.

e. Spur unloading tracks may necessitate switching cars through unloading shed and over unloading facilities, requiring
the use of idler cars. Locomotives should not be permitted to enter the unloading shed.

f. Adverse gradients and curvature in tracks will limit the capacity of car haul and should be avoided. An assisting
gradient to and from the loading and unloading facilities should be provided. A short runoff gradient below the
unloading facilities will speed up the movement of empty cars.

l
va
g. Where car unloaders are used, the track arrangement should provide for the relative increased capacity of this device. A
small plant locomotive or other special car handling equipment should be considered in connection with car unloaders.
Flexibility of track layout in the vicinity of car unloader, to facilitate the operation of plant locomotive, should be given
special attention.

ro
h. Loading tracks may be located on the same or opposite side of "workhouse" from unloading tracks.

i. Certain unloading tracks may be used for loading or to augment the capacity of the loading tracks.

pp
j. Some of the auxiliary buildings, such as storeroom and dust house, may be served by the loading tracks.

k. If elevators are being converted to accommodate longer train lengths for unit train operation, to the extent that space is
available, the existing tracks or yard should be appropriately lengthened to reduce the number of times the train must
be broken to enter or leave the elevator.

4.4.1.3.2 Other Tracks

a.
lA
A running track, located outside of unloading shed, should be provided where double ended tracks are installed.
na
b. Although most elevators now use commercial electrical power, if the elevator includes a power house with rail-
delivered fuel, a separate track should be provided to the power house.

4.4.1.4 Storage Yard

Fi

a. The use of a separate storage yard will require additional handling of cars; therefore careful consideration should be
given to the advisability of such a yard.
g

b. Where the elevator is located near an existing yard and sufficient capacity is available, or can be economically
provided, a separate storage yard may not be required.
in

c. A separate storage yard may be justified where it can be used to augment the existing yard during seasonal increases in
business, or where the elevator is located some distance from the main or an auxiliary yard.
nd

d. The capacity of either the loading or unloading tracks, or both, may influence the necessity for a separate storage yard,
as well as the capacity of such a yard.

e. Facilities for inspection of cars and lading should be provided.

Pe

4.4.2 DESIGN OF BULK GRANULAR SOLIDS TERMINALS (2015)

4.4.2.1 Introduction

Railroad bulk granular solids terminals are specialized freight terminals which are used to transfer bulk lading from point of
origination to rail cars, transfers from rail cars to point of destination or to transfer bulk lading between rail and other modes.
For additional pertinent information regarding design of bulk granular solids terminals, refer to Bulletin 660, Proceedings

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-48 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

Volume 78, November-December 1976, pages 255-259, and Bulletin 713, Proceedings Volume 88, December 1987, pages
395-424. This section is applicable to dry bulk solids such as aggregates, coal, phosphates, ore, and coke, which suffer little or
no damage from normal handling or from exposure. A search of other bulletins may offer additional information on other
materials or design options.

4.4.2.1.1 General

l
Factors affecting terminal design include number and types of materials to be handled, the size of shipment (unit train, ship or

va
barge, multiple car, single car), the physical characteristics of the site, and the degree of processing and storage to be done on
the site.

4.4.2.1.2 Site Selection

ro
The site should be selected to accommodate both near and long term development of the site. The following factors should be
considered during layout and planning of the site.

4.4.2.1.2.1 Environment

pp
Environment factors to be considered include:

a. Air, especially dust control and collection.

b.

c.

d.
Water.

Noise and lighting.

Rainfall runoff.
lA
na
e. Archaeological and Historical Sites.

f. Adjacent development.
Fi

g. Proximity to residential areas.

h. Adjacent development.

i. Avoidance of wetlands and other ecologically sensitive areas.

g

4.4.2.1.2.2 Economics
in

Site selection and arrangement should allow for economy in movement of materials and transportation operations.

4.4.2.1.2.3 Size
nd

The terminal should include sufficient land area to accommodate the ultimate development of the terminal. Sizing of
equipment and structures should allow for expansion and flexibility.

4.4.2.1.2.4 Access
Pe

a. Design of highway access should consider the requirements for service vehicles and heavily loaded trucks normally
associated with bulk terminals. Water access should include sufficient draft maneuvering space and berthing for the
size and type of vessel anticipated at the terminal.

b. Rail access should be designed for the longest and heaviest anticipated shipments arriving or departing by rail at the
terminal.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-49

Yards and Terminals

4.4.2.1.2.5 Utilities

Siting and planning should account for required utilities at the site. Water will be required for fire protection, dust control, and
washdown. Bulk handling equipment may require a significant amount of electrical power, and some sewage disposal is
generally necessary.

4.4.2.1.2.6 Zoning

l
va
Siting near residential, commercial, or recreational areas is almost always a controversial issue, with potential delays from
hearings and other legal process. Many governmental entities have enacted zoning laws that govern construction of these
facilities. It is desirable to avoid areas where rezoning is necessary in order to construct the facility.

4.4.2.2 Facilities

ro
Facilities vary with the size and function of the terminal, but can be classified into the following categories.

a. Unloading.

pp
b. Loading.

c. Storage and Reclaim.

d.

e.

f.
Conveyance.

Sampling and Weighing.

Service Facilities.
lA
na
4.4.2.2.1 Unloading Facilities

Unloading facilities vary from low volume single or multiple-car systems to the high-volume terminals capable of unloading
Fi

unit trains. The unit train terminals may be rotary or bottom dump unloading. In some specialized applications, side-dump
equipment or trains equipped with under-hopper conveyors may be more economically utilized, which simplify or eliminate
fixed unloading facilities.

4.4.2.2.1.1 Unloading Facilities for Single or Small Multiple-Car Shipments

g

a. A small under-track pit with lading removal by conveyor or small mobile equipment is economical in many cases for
in

small shipments. Design of a pit of this type is shown in Chapter 15, Steel Structures, Section 8.4, Unloading Pits. Car
shakers may be used to aid in clearing lading from the car.

b. Rotary dumpers can also be used for multiple-car shipments. Rotary dumping may offer advantages if lading tends to
nd

freeze or to clog during unloading from bottom-dump equipment. Rotary dumpers can be equipped to take various
sizes of cars when the cars are uncoupled before dumping.

4.4.2.2.1.2 Unit Training Unloading

Pe

a. Unit train unloading facilities must be designed to unload as quickly as possible to take advantage of the high
utilization economies of unit trains. Unloading without uncoupling or switching should also be a high priority in most
instances.

b. Fast unloading automatic bottom dump hopper cars unloading in-motion over a pit or trestle provides the fastest
unloading time of any bulk granular material unloading system. The unloading facilities must therefore be designed for
high mass flows through the facility. Particular attention should be directed to prevention of "bridging" of material in

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-50 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

the bottom of the unloading pit, and reliability of feeders and conveyors to minimize expensive delays in train
unloading.

c. Rotary dump facilities using train positioners and rotary coupler equipped cars also have a high unloading rate. Rotary
dumper systems generally utilize cars with lower tare weights, and thus higher capacities per car. Reliability of the
dumper machinery is a key item in the design of rotary dump unit train facilities to minimize expensive delays in train
unloading. Train positioner design should provide sufficient power to handle the unit train easily during unloading.

l
va
4.4.2.2.1.3 Frozen Lading

To aid the unloading of frozen lading in cold weather climates, provisions should be made for thawing lading which is
susceptible to freezing. Additives to the lading, thaw sheds or pits, and car shakers are all methods which have been used to aid
the unloading of frozen lading.

ro
4.4.2.2.2 Loading Facilities

a. For all loading facilities, accurate weighing of lading is essential to take full advantage of the car capacity without

pp
overloading.

b. Loading of small shipments may be accomplished with clamshell-equipped cranes, shovels, or other mobile
equipment. Hoppers over the track, or conveyors can also be used to load single or small multiple car shipments

c.
economically.

lA
For unit trains, a high capacity load-in-motion system should be considered to minimize train delays. Weighing bins to
accurately meter lading into each car, based on the car's empty weight, will allow maximum advantage of the capacity
of the train.
na
d. In general, excess switching should be minimized during loading operations.

4.4.2.3 Storage and Reclaim

Fi

a. Most bulk granular materials handling systems require some type of storage and reclaim system. Storage may be
necessary for seasonal or environmental reasons, surges in material flow, blending, or through put demands. Multiple
types of materials may be stacked, and blending of materials may be required.
g

b. Design of storage and reclaim systems should take advantage of gravity flow wherever possible, and also minimize
handling of materials. Stacker/reclaimer equipment should be sized for the expected terminal throughput, so that train
loading and unloading are not limited by this equipment. Covered stacks, silos, or sheds should be utilized to protect
in

materials from exposure if necessary. Dusty materials should be covered or otherwise protected to control fugitive dust
emissions.
nd

4.4.2.4 Conveyance

Conveyors are the links between the functions of most bulk terminals. Conveyor design should consider the desired material
flow rate, material density, and angle of repose. If the terminal may expand at some future date, provisions for dual conveyors
or other necessary facilities should be included in the initial design. Some conveyors may be critical enough to require dual
Pe

systems so that delays in loading or unloading trains, ships, or vehicles may be avoided.

4.4.2.5 Sampling and Weighing

Sampling and weighing provisions should be provided where required for each material handled. The AAR Scale Handbook
(included in this manual) provides guidance on weighing facilities.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-51

Yards and Terminals

4.4.2.6 Terminal Tracks

a. Bulk handling terminals will very likely be served by cars with 286,000 pound gross weight, with a trend toward larger
capacity cars. Trackage and subgrade in bulk handling terminals should be designed for these heavy axle loadings.

b. For rotary dump installations, heavy anchorage of rail should be used on the inbound side of the dumper to prevent rail
creepage into the dumper platen or other machinery.

l
va
c. Rail lubricators may be beneficial for reduction of rail and flange wear.

4.4.2.6.1 Track Geometry - Unit Train Facility

a. For unit train trackage, consideration should be given to train action and conservative curvature and gradient standards.

ro
The following criteria are recommended for unit train trackage design:

• Maximum recommended curvature on loops and lead tracks: 7 degrees, 30 minutes.

pp
• Maximum recommended gradient on approach to loop: 1%, compensated for curvature.

• Gradient on unloading loop: (level), or slight upgrade to unloading trestle or pit.

• Minimum recommended size loop and lead turnouts: Number 10.

lA
• Maximum recommended rate of change for vertical curves: 0.12 per 100 foot station in sags. 0.20 per 100 foot
station in summits.
na
b. The AAR Train Performance Calculator or other similar programs can be run to verify train performance over the new
design.

c. Trackage affecting the operation of dumpers, train positioners and other material handling equipment should take into
account the requirements and recommendations of the equipment manufacturers.
Fi

4.4.2.6.2 Track Geometry - Non-Unit Train System

a. Trackage of non unit-train terminals varies widely with the type of terminal. Switching is more common in this type of
terminal, and trackage should be designed accordingly. Yard design criteria from other sections in this chapter should
g

be considered in trackage design.

in

b. Sufficient car storage track should be available to accommodate surges in traffic with adequate room allowed for
switching cars through the loading or unloading facilities.

c. In general, the following track design standards are recommended:

nd

• Maximum recommended curvature: 12 degrees, 30 minutes.

• Minimum recommended turnout: Number 8.

Pe

• Lead Tracks: as long as the longest storage track.

• Gradients: preferably flat, unless cars are moved through the dumper by gravity. Grades for storage tracks should be
such that the application of hand brakes is not necessary.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-52 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

d. In some terminals, where cars are moved by a combination of gravity and barneys or other car movers, the principles of
hump yard design and automatic classification yard design can be used to design the trackage. These principles are
found in Part 2, Freight Yards and Freight Terminals.

4.4.2.7 Structures

Structures in granular bulk material handling terminals should be designed for durability and easy cleaning. Electrical
equipment and other sensitive equipment may require air conditioning and dust-free environment. Clearances for railroad and

l
va
mobile equipment should be considered. Additional guidance for structural design and construction are found in the Manual,
Chapter 5, Track; Chapter 6, Buildings and Support Facilities; Chapter 8, Concrete Structures and Foundations; and Chapter
15, Steel Structures.

4.4.2.8 Maintenance and Housekeeping

ro
Bulk materials facilities should be designed for easy maintenance and housekeeping. Areas where potential material spills are
likely should provide access for loaders and trucks for easy removal of spills. Particular attention should be given to the
prevention of dust accumulation. Materials used in construction of a bulk material terminal should be resistant to deterioration

pp
from the materials handled.

4.5.1 INTRODUCTION (1996) lA

SECTION 4.5 BULK-FLUIDS
na
a. Bulk fluid terminals are specialized freight terminals which are used to transfer bulk lading from point of origination to
rail cars, from rail cars to point of destination, or between rail and other modes of transportation. Some terminals may
be designed purely for the transfer of commodities to other modes or directly to a customer, whereas other terminals
may provide intermediate storage between modes, or storage on behalf of the customer.
Fi

b. This section is applicable to bulk liquids such as chemicals, petroleum, fertilizers, food-grade liquids and oils. Also,
some dry bulk solids such as powders and granules, which have physical characteristics similar to a liquid, and are
handled as fluids rather than as solids.

c. These commodities could be transported in single or multiple railcar blocks, or in unit train service. Some
g

commodities, such as petroleum products, may be transported in railcars with interconnected piping to allow unloading
and loading of several railcars from a single point.
in

d. Contingent upon the customer service to be afforded and the commodity to be handled, terminals may range in size and
purpose from a single track, single car spot facility to a multiple track facility capable of unloading or loading unit
trains. Individual customers may be served at a terminal or multiple customers may share the facility and its
nd

equipment. One or more different commodities may also be handled in the same terminal.

e. Factors affecting terminal design include number and types of materials to be handled, the size of shipment (i.e. unit
train, ship, barge, multiple car, single car), the physical characteristics of the site, and the degree of processing and
storage to be done on the site.
Pe

f. Although consideration herein is primarily directed to such common transfer terminals, design principles may be
applicable to in-plant and other transfer facilities.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-53

Yards and Terminals

4.5.2 SITE SELECTION (2015)

a. The site should be selected to accommodate both near and long term development of the terminal to handle the
volumes of traffic projected for each commodity. Ease of access for customers and all modes of transportation involved
are critical in selecting a site suitable for a terminal. Site selection and configuration should allow for economy in
movement of materials, unloading and loading equipment, and transportation equipment.

l
b. Modification of an existing yard, particularly a team yard, may permit utilization of little used assets and use to

va
advantage a site with good access. In other instances, selection of an active, new or undeveloped location may be
prudent.

c. The following factors should be considered during the selection, planning and construction of the site.

ro
4.5.2.1 Environment

Various chapters of this Manual discuss environmental considerations in detail. Environmental items relating to a site that
typically impact terminal design that should be considered include:

pp
a. Air pollution (vapor and dust control and collection).

b. Water pollution (rainfall runoff, spill containment, treatment facilities).

c.

d.

e.
Spill containment (for liquids and solids).

lA
Noise levels (impact on terminal employees and surrounding areas).

Light pollution (from terminal lighting, vehicles, equipment).

na
f. Proximity to archaeological and historic sites.

g. Proximity to residential areas.

Fi

h. Adjacent development.

i. Proximity to ecologically sensitive areas including wetlands.

4.5.2.2 Size
g

a. The site selected for a terminal should have sufficient land area to allow future expansion and development of the
in

terminal. Sizing of equipment and structures should allow for expansion and flexibility of operation.

b. The length of time allocated to discharge vessels, railcars, trucks and storage areas and the frequency of transportation
nd

service will impact the sizing of various elements of a terminal.

c. Bulk fluid terminals will include the more recent terminals for ethanol and crude oil in unit trains.

4.5.2.3 Access
Pe

4.5.2.3.1 Roads

a. Highways, streets and other roads to be used for access must provide an efficient route for customers. Routes to the site
should be carefully studied for their ability to accommodate trucks and equipment that will serve the terminal. Road
weight restrictions including seasonal restrictions, pavement widths, curves, intersections and existing traffic volumes
and patterns should all be considered relative to the size and type of trucks and equipment that will use them.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-54 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

b. Routes for trucks serving the terminal should also be carefully studied to determine whether they will pass or be near
schools, hospitals, parks, community centers, residential areas, and other sensitive areas. Local ordinances may exist
that prohibit truck traffic on certain roads. Also, site selection should consider public opposition that may prevent new
or additional traffic on certain roads.

c. Site access for emergency vehicles should also be considered, incorporating specific access roads or gates into the site
plan as necessary for use by emergency vehicles only.

l
va
4.5.2.3.2 Waterways

Water access should provide sufficient draft, maneuvering and turning basins, and berthing space for the size and type of
vessels to serve the terminal.

ro
4.5.2.3.3 Rail

Rail access should be designed to efficiently accommodate rail traffic serving the terminal's customers. The length of cars,

pp
locomotives and trains, frequency of switching movements serving the terminal, and the characteristics of existing mainline
train movements and other operations, should be considered.

The availability of existing tracks or the ability to construct new tracks in yards or along running or main tracks to support the
short and long term needs of the terminal should be considered.

lA
For bulk fluid unit trains there will likely be a requirement to be able to accommodate one or more unit trains on site without
fouling the main line. This requirement also includes direct connections to the main line with accommodation for signals and
approach circuits where applicable.
na
4.5.2.4 Utilities

Utilities required for the site should be considered during the terminal site selection process. Water will be necessary for fire
protection, employee washdown (i.e. showers, eye washout), dust control, equipment cleaning and employee facilities.
Electrical power will be needed for commodity handling equipment, lighting, heating/cooling/ventilation equipment and other
Fi

equipment. Sewage disposal is likely to also be needed.

4.5.2.5 Zoning and Permitting

a. Many governmental agencies have enacted laws which may impact the selection and construction of bulk fluid
g

terminals. Proposals to locate this type of terminal in areas not properly zoned or near residential, commercial or
recreational areas including schools and hospitals are frequently controversial to the public. Public hearings and other
in

legal processes frequently become necessary when a zoning change or when a controversial site is selected.

b. Permits of some description are generally required at nearly all locations.

nd

c. Schedules for placing a terminal in-service should consider the time associated with such hearings and legal processes
and obtaining permits. In situations in which the timely completion of a terminal is critical, it may be prudent to select
a site that will not arouse controversy.
Pe

4.5.3 UNLOADING AND LOADING FACILITIES (1996)

a. Unloading and loading facilities at terminals may vary from low-volume, single or multiple car and customer systems
to high-volume systems for unit trains. Contingent upon the function of the terminal and the commodities to be
handled, the transfer of commodities may be between railcar and truck, railcar and storage tank, railcar and water
vessel, truck and storage tank, and/or truck and vessel. In any case, the facilities must be carefully designed to meet the
needs of its customer or customers.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-55

Yards and Terminals

b. For low-volume terminals, small portable or fixed pump systems may be utilized, and similarly, small portable or fixed
vacuum systems may be utilized for powders or granules. Some commodities being transferred between a railcar and
truck in low-volumes may be handled using the truck's onboard pump or vacuum equipment. Intermittent unloading of
commodities is also common in smaller terminals and will impact the equipment for the terminal.

c. For larger terminals, stationary, high-capacity equipment may be necessary.

d. In any situation, typical railcar and truck length should be determined for the installation of loading booms or

l
va
unloading connections at the appropriate interval. Careful consideration must be given to the type of commodity and
railcars, trucks, vessels and unloading/loading equipment to ensure compatibility. Also, a careful analysis of the
equipment, piping, connections, storage tanks, and other facilities should be done to ensure that they are composed of
materials that will not corrode or deteriorate when exposed to the commodity.

ro
e. All equipment, including loading booms and unloading connections, must be retractable to enable it to clear railroad
tracks pursuant to the guidelines found in the chapter for Clearances of the Manual.

4.5.3.1 Services

pp
a. Certain commodities may require specialized services to effect their transfer between modes or to and from storage,
such as electricity to power transfer machines, compressed air to move powders or granules between vehicles, steam or
hot water to decrease viscosity of liquids, and nitrogen to purge railcars and pipelines. Provisions for these services at
convenient locations along tracks or in other areas must be considered and incorporated in the design of the terminal.

b.
lA
Railcars, trucks and vessels, particularly those with special linings, may require specialized cleaning after each
unloading or prior to use for other commodities. Specialized equipment, personnel, and facilities may be necessary to
perform these functions to meet regulatory, customer and equipment owner needs and to protect equipment from
damage and failure.
na
4.5.3.2 Walkways

Elevated walkways may be necessary to permit personnel to safely access the top of railcars and trucks for unloading and
Fi

loading purposes. Retractable, telescoping or hinged walkway sections to reach the tops of railcars and trucks from elevated
walkways parallel to the track or driveways, are common. Typical railcar and truck length should be determined to construct
these sections at the appropriate intervals.

4.5.3.3 Sampling and Weighing

g

Sampling, weighing or metering provisions may be necessary for certain customers and commodities. The AAR Scale
in

Handbook (included in this manual) provides guidance on such facilities.

4.5.3.4 Environmental Facilities

nd

a. It may be necessary and required by laws or regulations to construct spill containment systems such as dikes, paving
and other appurtenances at unloading/loading areas and in commodity storage areas. To prevent contamination of the
atmosphere, vapor or gas collection systems may be necessary or agency required. For some powders and granular
commodities, dust collection or abatement systems may be necessary or required. Also, special treatment and pre-
Pe

treatment facilities for the discharge of water may also be necessary.

b. Various chapters of the Manual discuss environmental considerations and design criteria in detail.

4.5.4 COMMODITY STORAGE (1996)

a. Most bulk fluid terminals require some level of storage capability to accommodate fluctuations in commodity demand,
unloading and loading constraints between transportation modes, and blending of materials on-site.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-56 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

b. The transfer and storage systems for a bulk fluid terminal should be designed to utilize gravity, minimize the handling
of commodities as much as possible, and be of appropriate size or capacity to unload or load railcars, trains, vessels
and/or trucks. Covered unloading or loading areas, stacks, silos or sheds may be desired to protect commodities from
exposure and loss. Commodities composed of fine particle size, that are prone to become airborne by wind or other air
movements, should be covered or otherwise protected.

4.5.5 BUILDINGS (1996)

l
va
a. Buildings may be required for a variety of purposes. These could include offices and supporting facilities for
employees, commodity storage, enclosure of commodity transfer areas, protection of boilers, water heaters and transfer
equipment, security and any other function or item needed given weather and general site conditions.

b. Structures in bulk material handling terminals should be designed for durability and ease in cleaning. Electrical

ro
equipment and other sensitive equipment may require air conditioning and a dust-free environment. Lighting and
ventilation must be designed to assure the safety of employees and allow the efficient execution of their duties.
Clearances for railroad and mobile equipment should be considered. All structures must meet all applicable OSHA

pp
requirements and any local building and fire codes. Additional guidelines for structural design and construction are
found in various chapters of the Manual.

c. Office buildings should be located for convenience near the entry to the terminal to allow monitoring of traffic in and
out of the terminal, and to monitor the activities within the terminal itself. Separate offices and facilities may be

d.
lA
necessary for outside contractors operating all or various portions of the terminal.

Certain customers and environmental regulations may require that commodity transfers be performed within an
enclosure to protect the commodity from degradation or escape into the atmosphere.
na
e. Buildings for storage and servicing of transfer and other terminal equipment is typically required at most terminals. It
is particularly critical that buildings be provided for equipment handling food grade commodities which require
cleaning and protection from contamination. An appropriate work area as might be required for cleaning and
maintenance of equipment, and a storage area with racks for hoses, fittings and other items for maintaining the
equipment, should be provided in the building.
Fi

4.5.6 SECURITY (1996)

a. In most instances, the commodities handled at bulk material terminals are of a unit value that security concerns address
preservation of purity and protection of equipment.
g

b. At many sites, no sophisticated security measures are justified, other than to restrict points of entry to the terminal with
in

perimeter fencing and a limited number of gates to allow ease of monitoring during operating hours and closure of the
terminal during non-operation.

c. Area and perimeter lighting aids in deterring intruders and allows monitoring at night. Lighting levels should be such
nd

that shadowed areas are minimized.

d. Undergrowth and trees should be removed as needed around fences to prevent their use to breach or scale fences, and
to allow improved visibility for monitoring the terminal perimeter.
Pe

4.5.7 ENVIRONMENT AND MAINTENANCE (1996)

a. Bulk material terminals should be designed in conformance with all federal, state and local environmental laws and
regulations, and to allow easy maintenance of the infrastructure and equipment to minimize the potential and resulting
impact of spills and site contamination. Various chapters of the Manual discuss environmental considerations in detail.
Environmental items relating to the design of the terminal that should be considered include:

(1) Air contamination (vapor and dust control and collection).

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-57

Yards and Terminals

(2) Water contamination (rainfall runoff, spill containment, treatment facilities).

(3) Soils contamination.

(4) Noise levels (impact on terminal employees and surrounding areas).

(5) Light pollution (from terminal lighting, vehicles, equipment).

l
b. Equipment and measures should be employed to control and/or collect airborne particles to prevent pollution of the

va
atmosphere, dust explosions, adverse affects on employee health, loss of commodity, and deterioration of facilities and
equipment from dust accumulation. The terminal's equipment and facilities should be constructed of materials resistant
to deterioration from the commodities handled.

c. Areas where commodity spills are likely should be easily accessible for loaders and trucks to facilitate cleanup. Paving

ro
in areas where not structurally necessary may still be desirable to provide a barrier between commodities and the
ground.

d. A drainage system should be provided which will effectively remove stormwater runoff to avoid deterioration of work

pp
surfaces, contamination of commodities, and minimize the impact upon unloading and loading operations. The systems
should be designed to channel runoff to a central location for ease of containment, cleanup and/or treatment of spills,
and should be constructed of materials that will not interact with any potential spill material. Similarly, the drainage
system should be designed to allow the easy removal of any residue or sedimentation to prevent any potential
interaction with any other materials spilled.

4.5.8 TERMINAL CONFIGURATION (2003)

a.
lA
The terminal should be configured to provide the most efficient movement of commodities, transfer equipment and
na
transportation vehicles. Security, safety and environmental facilities and appurtenances appropriate to the commodities
handled should be considered in the design. Service facilities and utilities should be strategically located to allow easy
access without conflicting with other operations, activities or movements within the terminal.

b. The length of time allocated to discharge vessels, railcars, trucks and storage areas and the frequency of transportation
Fi

service will impact the configuration of various elements of a terminal.

c. See Figure 14-4-15 and Figure 14-4-16 for examples of bulk fluid terminals.

4.5.8.1 Tracks
g

a. Bulk fluid terminals may be served by tank cars and/or covered hopper cars of varying lengths and capacities
in

contingent upon the commodity being carried. At low-volume terminals, railcars tend to be switched individually or in
relatively short blocks or "cuts," whereas at high-volume or large terminals, larger blocks or unit train movements may
be employed. Track lengths, switching leads and ladders must be designed pursuant to the type of operation or service
nd

planned.

b. The overall design of the terminal, including the track configuration, must provide adequate room to accommodate
driveways for unloading and loading equipment, service equipment and inspections. Also, the design must minimize
any conflicts between trucks, unloading and loading equipment, and rail movements to allow the terminal to operate as
Pe

efficiently as possible. Intermittent unloading of commodities is also common in smaller terminals and will impact the
configuration of the terminal.

c. For terminals to receive individual or short cuts, relatively short track lengths for unloading and loading may be
prudent to allow switch engines easy access to individual railcars. Multiple, short tracks may be necessary to enable
switching without having to halt or await the completion of other railcar unloading or loading activities, or move
partially loaded railcars.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-58 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

l
va
ro
pp
lA
na
Fi

Figure 14-4-15. Bulk Fluid Transfer Terminal – Single End Switching Capacity:
80 Cars Spotted. 11± Plus Storage/Support Yard
g
in
nd

d. For terminals to receive longer cuts or unit train service, longer unloading or loading, lead and storage tracks lengths
will be necessary.

e. In terminals where access is needed only on one side of a track for unloading or loading, tracks may be configured in
Pe

pairs with services and lighting required placed between the tracks. Paired tracks must have track centers that provide
clearances which conform with the guidelines presented in the clearance chapter of the Manual and governmental
regulations.

f. Covered hopper cars can be expected to range from 100 to 125 tons, therefore, trackage and subgrade construction
should be of a design to accommodate heavy axle loadings.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-59

14-4-60
Pe Yards and Terminals

nd
in
g
Fi
na
Figure 14-4-16. Bulk Fluid Transfer Terminal – Double End Switching Capacity: 80 Cars Spotted. 11± Plus Support Yard

© 2019, American Railway Engineering and Maintenance-of-Way Association

lA
pp
ro

AREMA Manual for Railway Engineering

va
l
 Specialized Freight Terminals

g. Blue flag protection should be provided at unloading and loading locations in the terminal, or any other location where
employees will be working on top of, beneath, or inside of railcars.

4.5.8.1.1 Track Geometry - Non-Unit Train Operation

a. Trackage for non-unit train terminals varies widely with the type of terminal. In general, the following track design
standards are recommended:

l
va
• Maximum curvature - 12 degrees - 30 minutes.

• Minimum turnout - Number 8.

• Lead tracks - Length should be as long as the longest storage track.

ro
• Gradients - preferably flat or sloping toward the end of track at a grade not to exceed 0.1%; grades for storage tracks
should be such that application of hand brakes is not necessary; a slight ascending grade should be included at either
end of the storage tracks to prevent rollouts.

pp
b. In some terminals where cars are moved by gravity, the principles of hump yard design can be used. These principles
can be found in Part 2, Freight Yards and Freight Terminals.

4.5.8.1.2 Track Geometry - Unit Train Operation

a.
lA
For trackage to accommodate unit trains, curvature and gradients should be designed with unit train dynamics
considered. The following criteria are recommended:
na
• Maximum curvature on loops and lead tracks: 7 degrees - 30 minutes.

• Maximum gradient on approach to loop: 1% compensated for curvature.

• Gradient on unloading loop: Level or slight ascending grade.

Fi

• Minimum turnout for loop and lead: Number 10.

• Maximum rate of change for vertical curves: 0.12 per 100 feet in sags; 0.20 per 100 feet in crests.
g

b. The AAR Train Performance Calculator or other similar train dynamics simulators can be run to verify train
performance over a proposed design.
in

c. Trackage affecting the operation of unloading and loading equipment, train and other material handling equipment
should take into account the requirements and recommendations of the equipment manufacturers.
nd

4.5.8.2 Driveways

a. At locations where the transfer of commodities between rail and trucks is to occur, driveways of sufficient width must
be provided on at least one side of each unloading or loading track to permit a truck to park. The width allowed for
Pe

each truck should be 12 feet plus any width required to angle a truck relative to the track and railcar. Additional width
must be provided to allow other vehicles to safely pass the parked truck and for sufficient space to position any transfer
equipment. Adequate turning radii for trucks must be provided to promote the unobstructed and efficient flow of traffic
and equipment.

b. Parking for employees and visitors should be provided in a separate area from the terminal operations to minimize
traffic congestion and promote security of the terminal's equipment and supplies. Parking should be located in close

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-61

Yards and Terminals

proximity to the office building, but positioned so that pedestrians and vehicles are clear of the circulation of trucks,
equipment and other vehicles.

c. Paving must be designed to support the loads anticipated from fully loaded tractor trailer trucks and transfer
equipment. Selection of pavement materials must be appropriate to the service. Some commodities may damage
pavement if spilled, such as petroleum products in contact with bituminous concrete. Crushed stone or gravel may be
appropriate at smaller terminals, however, some aggregate particles may interact with commodities or its dust may

l
contaminate commodities. Also, spills onto stone areas can be difficult to clean up and could allow contamination of

va
ground beneath the stone paving.

d. For guidelines concerning road and pavement design, see the "AASHTO Guide for Design of Pavement Structures,"
published by the American Association of State Highway and Transportation Officials, Chapter 4. Paving materials
and construction methods for a given area are typically specified to meet state or local highway authority

ro
specifications.

4.5.8.3 Truck Scale

pp
1. Many customers require that commodities and drayage be weighed at the terminal. The location of the scale should be
carefully planned to allow trucks easy access to the scale without adversely affecting activities elsewhere in the terminal
when entering and exiting the terminal. The location of the scale should also permit trucks to easily return to an unloading
area if necessary to "top off" their load.

a.
lA
It may be desired to position the scale in close proximity to the terminal office to allow scale equipment to be placed
within the building for protection and use by office personnel.
na
SECTION 4.6 MERCHANDISE T ERMINAL

4.6.1 PRODUCE T ERMINALS (2004)

Fi

4.6.1.1 General

a. Produce terminals are designed for expeditious distribution and transfer of various commodities such as fruits,
vegetables, some dairy products, meat and meat products, seafoods and dry groceries between truck and rail modes of
g

transportation. However, these terminals are generally no longer built and operated by railroads. Separate companies
have taken over this function so that railroads now only provide switching services for the facility. In addition much of
in

the produce is now handled in refrigerated trailers which are then handled through the railroad's intermodal facility.
From a railroad perspective, the railroad only coordinates with the shipper or owner of these facilities.

b. Terminals should be located and designed to handle peak business.

nd

c. A union terminal serving the entire trade of a community is preferable.

d. The location must be convenient for dealers, with easy access over wide and well improved highways and easy
gradients. It should have convenient railway connections. A location adjoining a railway terminal yard is
Pe

advantageous.

4.6.1.2 Functions of Railway and Marketing Facilities

a. A produce terminal should be considered to include:

(1) railway facilities.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-62 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

(2) wholesale marketing facilities.

(3) team yards.

b. Railway facilities include the primary units for handling carload shipments prior to distribution or reconsigning. Any
or all of the following facilities may be required:

l
(1) Receiving and delivery yard.

va
(2) Hold and inspection yard; with or without supplemental classification tracks.

(3) Team yard.

ro
(4) Buildings for sorting, reconditioning and transferring of lading.

(5) Administration building.

pp
(6) Motor truck sales.

(7) Buildings for coopering and supplies.

(8) Buildings for heaters and supplies.

lA
(9) Rest rooms for yard crews, stevedores, truck operators and laborers.

(10) Incinerator.
na
(11) Communication facilities.

(12) Yard lighting.

Fi

(13) Icing facilities.

(14) A track system for serving the yards.

(15) A system of driveways for movements to and from the team yard and the hold and inspection yard.
g

(16) Fire protection facilities.

in

c. Wholesale marketing facilities include units for the sale and distribution of produce and may be situated adjacent to or
within easy access of the railway facilities. In either case certain units should be served directly by railway tracks. Any
nd

or all of the following units may be required:

(1) Buildings divided into separate stores.

(2) Buildings for display and private sales.

Pe

(3) Buildings for display and auction.

(4) Auction rooms.

(5) Offices, restaurants, etc.

(6) Cold storage warehouse.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-63

Yards and Terminals

(7) Bulk delivery platforms.

(8) Ripening facilities.

(9) Reconditioning facilities.

(10) Motor truck and other scales.

l
va
(11) Incinerator.

(12) Communication facilities.

(13) Fire protection facilities.

ro
(14) Farmers' market.

(15) A railway track system serving the buildings.

pp
(16) Driveways serving the buildings.

(17) Separate buildings for individual large firms.

d.
(18) Adequate parking areas.
lA
The location of a team yard should be such that it will be convenient for use by shippers and consignees, and also as
convenient as possible to a freight house, so that the receipt and shipment of freight may be easily under control of the
na
freight agent's force.

(1) Equipment. A crane for handling heavy freight should be provided when required. A motor truck scale, with
office, should be provided near the main entrance to the team yard when required.
Fi

(2) Tracks.

(a) Switching tracks for holding and working cars should be provided in the immediate vicinity of the team tracks
and so arranged as to facilitate the switching of these tracks.
g

(b) The spacing of tracks, where multiple team tracks are built, may be fixed by regulatory bodies, but it is
recommended that the minimum distance between track centers be 14 feet.
in

(c) The distance between track centers where the driveway is located between tracks should be 16 feet greater
than the width of the driveway.
nd

4.6.1.3 Layouts

4.6.1.3.1 Track
Pe

a. The track layout should be as compact and flexible as possible, and extensive enough to take care of traffic without
delay. It is governed by the number of cars handled at peak periods, the different kinds of produce received, and the
average standing time until cars are released.

b. A receiving and delivery yard is sometimes desirable for receiving transfers from various roads and for assembling
outbound empties and reconsigned cars.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-64 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

c. A hold and inspection yard is sometimes provided. This yard should have two-lane driveways between pairs of tracks
to permit access for inspection and icing from trucks.

d. Inspection platforms are sometimes provided. It may be a separate yard or combined with the receiving and delivery
yard or with a small classification yard.

e. Team yards should have ample standing capacity. Extremely long tracks should be avoided.

l
f. Track centers should be not less than 14 feet.

va
4.6.1.3.2 Buildings

a. Ample floor space should be provided for mechanical handling from cars to warehouse floor, display of produce and

ro
assembly of various lots for delivery to trucks.

b. The column spacing should be given careful study and be as wide as possible, consistent with economic design.

pp
c. The backup space for trucks should be as liberal as possible.

4.6.1.3.3 Platforms

a. Platforms used for inspection or jointly for inspection and handling of produce should be not less than 12 feet (3.7 m)

lA
in width, 3′-5″ (1.1 m) above top of rail when the center line of tangent track is 5′-9″ (1.75 m) from the platform, or
4′-7″ (1.4 m) above top of rail when the center line of tangent track is 8′-0″ (2.45 m) from the platform. Platforms
should be covered, and light and water should be provided. Roof supports should be located to minimize interference
with handling crates. Space for crate storage and repairs is usually required.
na
b. House platforms, when served by both highway vehicles and railway cars, should be 4′-4″ (1.3 m) above top of rail
and 8 feet (2.45 m) from the center line of tangent track.

c. Clearances must comply with state regulations.

Fi

4.6.1.4 Facilities

4.6.1.4.1 Garbage and Refuse Disposal

Cars should be thoroughly cleaned after unloading, and all refuse and garbage removed from platforms, buildings, etc.
g

Cleaning of cars may be accomplished on a one-spot basis with mechanized devices. Special equipment such as sweepers,
dump carts, etc., should be provided in large terminals. Garbage may be handled by city collection, by contract, or incinerated.
in

An incinerator, if required, should be of ample capacity to handle each day's collection in 6 to 8 hr, conveniently located, and
designed to burn garbage having a high water content.

4.6.1.4.2 Mechanical Refrigeration

nd

The cooling and in some cases heating of rail cars and trailers is now provided by mechanical refrigeration units. In some
instances rail cars also are treated with various types of gases or chemicals to inhibit deterioration of the produce. Provisions
may be required to perform maintenance functions on this equipment.
Pe

4.6.1.4.3 Miscellaneous

a. Ample drainage is essential for buildings and yards.

b. Floodlighting the entire area is desirable in addition to local lighting.

c. The entire area should be strongly and closely fenced to prevent trespass.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-65

Yards and Terminals

d. Definitely assigned entrances and exits should be provided.

e. A cold storage warehouse, if required should have suitable track service and convenient means of communication with
other buildings.

f. Adequate parking space should be provided.

g. Motor truck scales, when required, should be located at a point convenient for the drivers and near the freight office.

l
The location should not interfere with truck movements in the driveways.

va
ro
SECTION 4.7 MUNICIPAL SOLID WASTE (MSW) TERMINALS

4.7.1 GENERAL (2000)

pp
a. The conveyance of MSW usually begins and ends with short truck hauls, with a long rail haul in between.

b. Rail haul of MSW may be in unit trains or in cuts handled in regular freight consists.

c.

d.
lA
The ultimate destination of MSW may be either a sanitary landfill or a power generating plant.

Construction of MSW handling facilities may involve extensive government permitting and public hearings, for which
adequate time should be allotted.
na
e. MSW handling facilities should be constructed so as to shield the public from offensive odors, sights, lights, sounds,
dust and vermin.

4.7.2 MSW RAIL HAUL EQUIPMENT (2000)

Fi

a. The type of container to move MSW is dictated by:

(1) Volume of MSW to be moved.

g

(2) Configuration of MSW collection system

(3) Proximity of rail terminal to disposal site

in

(4) Proposed ownerships of facilities and equipment

nd

b. Various containers used for hauling MSW:

(1) Truck trailers on specialized flat cars (TOFC)

(2) Containers on specialized flat cars (COFC)

Pe

(3) Convertible road-rail truck trailers

(4) New or used boxcars modified by adding interior dividers and removable roofs.

(5) Hopper and gondola cars

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-66 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

4.7.3 SITE SELECTION (2000)

a. Desirable site attributes:

(1) In industrial or rural area

(2) Properly zoned for proposed use

l
va
(3) Minimum of environmental issues involved (wetlands, endangered species, etc.)

(4) Good highway access with minimum city street use

(5) Near sources of MSW, with balanced hauls and cycling times for collection trucks

ro
(6) Adequate room for receiving, brief storage, sorting and handling of MSW

pp
(7) Accommodates efficient transfer of wastes between road and rail modes without conflicts

(8) Proper site drainage can be achieved

(9) Room for future expansion

4.7.4 CONSTRUCTION OF FACILITIES (2000)

a. Transfer station - truck to rail car

lA
na
(1) Consider truck axle loadings and turning radii, and density of traffic to be generated

(2) Develop location of truck entrances and exits with local highway agencies
Fi

(3) Determine if weighing of entering trucks may be necessary to establish dumping charges

(4) Determine if weights of loaded rail cars:

(a) May be needed if agreed to average lading weights are not to be used
g

(b) Should be remotely read using electronic coupled-in-motion scales

in

(5) Transferring waste from truck to rail cars:

(a) Minimize exposure of waste to air and light

nd

(b) Move directly from truck to hopper to car, or move from truck onto station floor for sorting out recylables
and/or compostables, and then shredding, baling, and loading wastes into rail cars using front end loaders,
grappling hooks, etc.
Pe

(c) Use grapples to assist in loading and compacting waste in rail cars, and for removing objectionable materials
(gas, canisters, hazmat, etc.)

(d) For open top cars provide covers (of metal, canvas, plastic, or netting) to restrain waste during transit

(e) For use of trailers or containers on flat cars, refer to Chapter 14, Section 4.2 Design of Intermodal Facilities

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-67

Yards and Terminals

b. Unloading (Disposal) Facilities

(1) Place rail car unloading as close as practical to ultimate MSW disposal

(2) Minimize exposure of waste to air and light

(3) Include system for removing car covers, if any, and returning them to transfer station

l
va
(4) When using TOFC or COFC, refer to Chapter 14, Section 4.2 Design of Intermodal Facilities

(5) For modified box, gondola or hopper cars:

(a) Movement through (un)loading areas may be by indexer, barney, or cable and winch, mobile car mover or

ro
slow speed locomotive

(b) Unloading may be by rotary dumper, clamshell or backhoe. (see Chapter 14, Section 4.4 Bulk-solid

pp
(6) Transportation of MSW from rail unloading point to sanitary landfill or power generating plant.

(a) Use trailers or containers in which MSW arrives

lA
(b) Unload open top cars with rotary dump, backhoe, grapple, etc.

(c) Use large truck trailers loaded by hoppers, conveyors, backhoes, etc.

(d) Unload containers or trailers at fill using tipping chassis or device

na
(e) Make final placement of MSW in landfill using grader-scrapers, bulldozers, front-end loaders and patrol
graders

(f) Most sanitary landfill operators are required to cover MSW with earth the same day it is placed.
Fi

(7) Sanitary landfills for disposal of MSW

(a) Are usually lined with sealed rubber or plastic membranes underlaid with clay to prevent escape of liquids
(leachate)
g

(b) May have a system of perforated pipes to collect and convey leachate to storage tanks for holding, treatment
in

and disposal

(c) If leachate is to be moved from the landfill site by tank car or truck, handling facilities are needed at origin
nd

and disposal locations.

(d) Pipes may be installed to gather flammable gases (usually methane) generated by decomposition of wastes,
for burning as a power source or flare.
Pe

c. Aspects common to transfer and unloading facilities

(1) Provide sufficient utilities:

(a) Electric power for: lighting, waste processing equipment, hydraulic equipment, air compressors, maintenance
operations, wastewater pumping and treatment

(b) Water for: sanitary and washdown purposes, fire suppression

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-68 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

(c) Sanitary sewers and treatment facilities (on or offsite) to handle wastewater and car/trailer/container cleaning
effluents

(d) Treatment facilities for stormwater runoff, if contaminated

(e) Compressed air for: cleaning operations charging air brakes

l
(f) Adequate lighting for night operations, safety, and security

va
d. Layout of trackage

(1) Make extensive enough to easily handle in simple, direct moves the longest MSW unit trains or cuts of cars
expected

ro
(2) Provide escape track for road-haul locomotives

(3) Provide room for overnight storage of trains or cars, if required

pp
(4) Track curvature and turnout configurations

(a) Make compatible with equipment to be used for waste train and switching operations.

direction of movement
lA
(b) Make (un) loading and holding tracks as straight and level as possible, with grade not more than-0.1% in

(c) Make vertical curves at least 100 ft. (30 in.) long.
na
(d) Make minimum curve radii at least 460 ft. (140 in.).

(e) Provide at least 100 ft. (30 in.) of tangent between reversing horizontal curves.
Fi

(f) Use No. 8 or flatter turnouts.

(5) Use CWR (115# or heavier) in paved areas to eliminate pavement heaving at rail joints.

(6) Use concrete modules in grade crossings to be used by heavy mobile equipment.
g

(7) Locomotive holding tracks:

in

(a) Make environmentally safe

nd

(b) Provide facilities for fueling, servicing and light repairs

(8) At waste facilities using TOFC and/or COFC:

(a) Road-haul locomotives usually spot MSW unit trains directly on (un) loading tracks.
Pe

(b) Trailers and/or containers are lifted on and off of flat cars using straddle and gantry cranes, front end lifters,
etc.

(c) Intermodal flat cars are usually left in place on (un) loading tracks.

(d) Light repairs to intermodal cars (including changing wheel sets) are often done in place on (un) loading
tracks.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-69

Yards and Terminals

(e) A spur track may be provided for heavy car repairs if there is room at site.

(f) Prior to arrival of road-haul locomotives, unit or cuts of cars ready for departure should have their air brakes
charged using a portable or stationary air compressor, or a switch engine.

e. Buildings

l
(1) Station for transfer of wastes between modes:

va
(a) Largest building in facility

(b) Larger at origin if public allowed to dump, and/or there is sorting or salvaging

ro
(c) Keeps wastes out of sunlight and weather

(d) Captures odors, dust and noise

pp
(e) Controls vermin

(f) Shields operations from public view

(2) Other buildings

(a) Office building

lA
(g) Any tracks through building need proper clearances (see Chapter 28 Clearances)
na
(b) Truck scale house (may be in office)

(c) Locker and washroom facilities

Fi

(d) Repair garage for trucks, trailers, grading and other equipment

(e) Building to hold supplies and materials for railroad locomotive, car and track maintenance and repairs

(f) Trailer tipper building at landfill

g

(g) Gate houses for monitoring and security

in

f. Security
nd

(1) To inhibit unauthorized entry into sites by trespasser to prevent:

(a) Unauthorized dumping and/or salvaging

(b) Accidents and injuries

Pe

(2) Methods:

(a) Have passes and waybills for authorized entrants

(b) Construct fences (or sound wall) around entire facility, with slats where in public view.

(c) Have adequate level of lighting at night.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-70 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

(d) Install closed circuit TV and gate alarms where few guards are used.

(3) Provide adequate signing:

(a) To inhibit trespassing

(b) To promote orderly flow of authorized traffic

l
va
g. Vector Control

(1) Vermin and other animals are attracted by animal and vegetable matter in wastes.

(2) Best method of control is to move waste quickly from origin to disposal at landfill or power generating plant.

ro
(3) Keep wastes covered and away from sunlight and heat to minimize odors caused by putrefaction.

(4) Do essential good housekeeping wherever wastes are handled, sorted or stored.

pp
(5) Do thorough cleaning of waste handling areas and equipment using high pressure water and air.

lA
SECTION 4.8 TRANSLOADING FACILITIES (OTHER THAN BULK)

4.8.1 GENERAL (2019)

na
Transloading facilities are designed for the transfer of various carload or multiple carload commodities from railcar to truck,
truck to railcar or from railcar to short term or long term ground or protected storage. They differ in configuration and purpose
from Bulk Terminals in that the commodity handled is generally not fluid or granular in nature (the description of fluid bulk
Fi

and solid bulk handling in a Transloading environment is described in Section 4.4 and 4.5, respectively). Typical commodities
handled at a Transload Facility include lumber, plate or coiled steel, palletized/bagged cargo and oversized items such as
heavy machinery. Handling and movement of the commodity in a Transloading Facility is generally more time and labor
intensive than other terminals, therefore design of Transloading Facilities poses a different set of requirements.
g

The simplest type of Transloading facility may be nothing more than a level compacted surface adjacent to a rail siding
permitting the manual transfer of lading between a truck and railcar. Facilities of this nature, referred to as "Team Tracks",
were typically located adjacent to small railway freight or passenger stations. The consignee would, upon notification of
in

arrival of shipment, transfer cargo to truck. The Railroad, a contract operator, a lessee, or a consignee may own and/or operate
the facility.
nd

More complex facilities may include dedicated areas, environmental controls and material handling equipment, such as rail or
rubber tire straddle cranes or heavy duty forklifts, specifically suited to a particular commodity.

4.8.2 SITE SELECTION (2019)

Pe

The site location should provide access to a primary highway network, as well as convenient railway connections. Impacts of
increased vehicular traffic attributable to the operation of the facility should be evaluated during the site selection process.
Particular attention should be given to traffic patterns that may develop subsequent to the commencement of operations. These
include impacts resulting from increased highway traffic, as well as increased railroad movements.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-71

Yards and Terminals

Noise generated by transload operations must be considered. Material handling equipment, highway trucks and the general
handling of cargo may generate significant amounts of low frequency noise. Local noise ordinances may preclude 24 hour
operations and should be considered during the site selection process.

The owning Railroad, a contract operator, a lessee, or a consignee may own and/or operate the facility.

4.8.3 CONFIGURATION (2019)

l
va
a. The configuration of the facility may entail one or more single or double ended rail sidings with dedicated track(s) for
the rail service provider to drop and pull cars from. Vehicular access to the siding(s) should be provided on each side
of each track to accommodate various types of railcar configurations or the specific unloading requirements of the
lading. Sufficient distance from track centerline to obstructions such as fence lines, building faces or adjacent parallel

ro
tracks must be provided in order for material handling equipment to be able to maneuver. The capacity and geometry of
the rail sidings will be determined by several factors such as the type of rail equipment employed, frequency of railroad
switching service, volume of rail traffic, nature of commodity mix, and the capacity of and dwell time in, material
storage areas or warehousing. Depending on the volumes expected to be handled, designated areas and traffic patterns

pp
for transfer operations to "over the road" trucks may be provided.

b. Unloading operations may take place at grade level or require fixed or portable loading docks depending on railcar
type. The costs of providing fixed unloading facilities such as docks or ramps will be governed by the expected
commodity volumes and the storage requirements of each commodity. Merchandise Terminals with fixed loading

lA
docks and warehouses are described in Section 4.6. Generally, commodities shipped in covered railcars are stored
under cover. Therefore the loading dock may be an integral part of on-site storage layout. Care must be taken to
accommodate railcars carrying lading which, due to shipping constraints may only be unloaded from one side of the
railcar. Portable ramps can be employed as a flexible alternative to fixed masonry, timber and earth docks.
na
c. In the absence of any specific zoning requirements, the site should be located a sufficient distance from residential
areas to limit impacts from the generation of noise or dust from normal operations. In addition, the impact of light
spillover from any site lighting, should consider, including the use of downcast or shielded lighting fixtures to reduce
light spillover.
Fi

d. Available real estate will ultimately dictate facility design constraints. In order to minimize construction costs, rail
sidings should be located as close to the serving rail spur as possible, with consideration given to proposed and future
operating and site development requirements.

e. Transload facilities should also consider truck routing and roadway configuration. This is especially important when
g

operations may require special oversize trailers (length, width, height or weight) to move materials to or from their
destinations. With these routings it is also important to match the truck/trailer traffic with the appropriate pavement
in

design (e.g. materials and thicknesses). Clearances for vehicles, trailers, railcars and product storage need to be
incorporated into the configuration of the facility.
nd

4.8.4 DESIGN CONSIDERATIONS (2019)

4.8.4.1 Permitting

Various chapters of the Manual discuss environmental considerations in detail. Permitting items that typically impact
Pe

Transload Facility site selection, characteristics and design include the following:

a. Zoning and setbacks

b. Air pollution (dust control)

c. Water pollution (storm water runoff/treatment and groundwater impacts)

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-72 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

d. Hazardous material spill containment

e. Noise levels and hours of operation

f. Light pollution (glare/spillage from site lighting, vehicles and equipment)

g. Habitat impacts

l
4.8.4.2 Site Surface

va
The vehicular operating area of the Transload facility may consist of densely compacted gravel or dense graded aggregate sub-
base material for low to medium volume facilities. The impact of the generation of dust from vehicular operations inherent
with this type of paving surface should be evaluated with respect to the nature of the commodities stored on site, as well as any

ro
environmental regulations or local building or health code requirements. Consideration should be given to the expected
loading exerted by materials handling equipment, trucks and cargo when designing any pavement sections. See Article 4.2.3.3
regarding pavement types.

pp
The site layout should consider the type of roadway vehicles that may be used during the transloading process, and the space
and turning radius necessary to facilitate the roadway vehicle's participation in the loading and off-loading process.
Consideration should also be given to extending pathways and other surfaces laterally toward the rails to allow rubber-tired
vehicles, such as forklifts, to access the interior of the railcars while working from grade.

4.8.4.3 Ancillary Facilities

lA
A truck scale may be required for weighing commodities prior to departure from the terminal in order to prevent overload
situations or to satisfy the requirements of a particular customer. The location of the scale should be carefully planned to
permit easy access without adversely affecting the other operations of the terminal.
na
A terminal office, located adjacent to the entrance/exit gate may contain welfare facilities for terminal employees such as
showers, a lunchroom and lockers, as well as administrative offices for the terminal operator.
Fi

Material handling equipment maintenance facilities may be included at larger terminals where the level of service, nature of
equipment or location of the terminal precludes off site repairs. Generally, the equipment maintenance facilities will consist of:

• Portland Cement Concrete pad to facilitate jacking of heavy equipment

g

• Storage buildings or trailers for parts and tools

in

• A small shop for work that needs to be performed indoors

Other site-specific items to be considered are:

nd

• Lighting

• "Compressed air system

Pe

• "Water for fire protection, consumption, and maintenance purposes

• Equipment fueling apparatus

• Weather protection such as a canopy or enclosed garage

• Sanitary sewer facilities (septic field or municipal connection)

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-73

Yards and Terminals

• Product storage racks/cribbing

• Equipment storage areas/building

• Loading/Offloading equipment:

• Forklifts

l
va
• Off-road forklifts

• Manlifts

• Excavators/cranes with attachments

ro
• Snow removal equipment

• Locomotive or trackmobile parking location

pp
4.8.4.4 Security

Minimum site security measures should include perimeter fencing and a lockable entrance/exit gate. While some commodities

lA
by their nature pose little potential for theft, others, such as dimensional lumber, represent an attractive target for thieves. In
any case, perimeter fencing will serve as a deterrent to trespassers. As an added enhancement to perimeter fencing, highway
type steel guide rail on H posts concrete "jersey barriers" or other types of obstructions may be installed inside the limits of the
perimeter fencing.
na
A perimeter alarm, security cameras or security guards may be considered where potential for theft is high due to the site
location or nature of commodity handled.

Site lighting in the form of pole mounted floodlights or high mast towers should be considered as an added security measure
where operations may occur during hours of darkness.
Fi

4.8.4.5 Storm Water Management

Means should be provided to attenuate or prevent discharge of storm water originating within the transload facility in order to
satisfy the requirements of state and local flood control agencies. Storm water runoff needs to meet local water quality permits
g

with jurisdiction for National Pollutant Discharge Elimination System (NPDES) of the U.S. Clean Water Act. Any surface
exposed to spillage (e.g. from maintenance operations) should route storm water runoff through an oil water separator in order
in

to collect lubricating and fuel oil spills and leaks. In addition, measures may be necessary to contain spilled lading to prevent
entry into the local watershed or local storm water or sanitary sewer systems.
nd

Storm water management measures may include detention or retention basins, settlement ponds, infiltration/filtration best
management practices, storage tanks, oil-water separators or complex treatment facilities by virtue of the nature of surfaces,
maintenance operations, and types of commodities handled by the Transload Facility.

4.8.5 FACILITY TYPES (2019)

Pe

Some examples of facility types are as follows.

4.8.5.1 Lumber Transfer

Lumber handling and transfer facilities are designed for the transfer from railcar to truck, or from railcar to short term ground
or protected storage, of dimensional lumber and other building products such as roofing shingles, brick, building block,

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-74 AREMA Manual for Railway Engineering

 Specialized Freight Terminals

plywood sheet or other manufactured building materials.Lumber transfer facilities may include open sided sheds or fully
enclosed storage warehousing to provide protection from the elements, as well as open areas for simple ground storage.The
site location should be level and well drained to facilitate movement of material handling equipment, as well as prevent
damage to stored materials from standing water.Sufficient water flow and pressure from hydrants should be available for fire
protection purposes.

4.8.5.2 Steel Transfer

l
va
Steel handling facilities are designed for the transfer of semi-finished or finished steel products from railcar to truck or from
railcar to short term ground or protected storage. Products may include structural shapes, slabs, billets, bar, tubular and pipe
stock, as well as coiled sheet steel.

Steel transfer facilities may include open storage areas suitable for slabs, billets or structural shapes which are not affected by

ro
the elements or may be equipped with fully enclosed climate controlled warehousing for non-coated coiled sheet steel.

Vehicular travel areas should be paved with a suitable pavement material and section to support the heavy axle loading exerted
by both material handling equipment and over the road truck operations.

pp
4.8.5.3 Equipment Transfer

Equipment transfer facilities can be designed to be temporary (for a specific project) or permanent (for local distribution).

lA
These facilities may handle mechanical process equipment, farm machinery, construction or mining equipment. These would
typically be moved directly to a truck or stored in open storage areas until ground transportation moves them offsite. Some of
these may require special ground transportation which will require consideration for truck and trailer routing through the
facility. Loading or unloading may require cranes or drive on/off platforms or docks adjacent to the tracks.
na
4.8.5.4 Wind Turbine or Power Pole Components

These facilities require special pads for unloading long and/or heavy equipment with large crawler cranes typically in tandem.
These may be moved directly to trucks, but are typically stored onsite for later transport. This requires large suitable trafficable
surfaces to operate the cranes as well as racks for storing turbine blades, nacelles and tower tubes. Ground transportation of
Fi

these require over length trucks which will require particular attention to be paid with truck and trailer routing through the
facility.

4.8.5.5 Consumer Goods

g

Some of these consumer goods include large appliances, beverages, canned goods, home building materials (bricks, blocks,
concrete pavers, etc). These will typically be moved in a box car or flat car so ramps, docks or larger forklifts will be required
in

adjacent to the tracks.

4.8.5.6 Railroad Track Components

nd

These facilities will typically be located permanently at the manufacturing location and temporarily at the receiving location
(construction site). The materials may include rail, cross ties (wood, steel, concrete, others), and other track materials.
Permanent manufacturing locations may have specialized loading equipment but typically the receiving location will unload
these materials with a grapple or forklift unless the railcars themselves have special equipment to perform this unloading
Pe

function.

4.8.5.7 Scrap Steel

These facilities will typically be located either in permanent locations such as those where truck loads are aggregated then
loaded into gondolas and at receiving steel mills or in temporary locations where demolition is being completed in an
industrial facility that has existing rail access. The environmental concerns of storing and processing scrap should be

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-4-75

Yards and Terminals

considered, including good housekeeping practices in the storing and loading areas to prevent scrap from being tracked offsite
or from contaminating storm water.

4.8.5.8 Oil Extraction Transfer Facilities

These facilities will typically be located as close to the oil extraction process as possible to minimize trucking costs. These
smaller non-Bulk facilities are typically built:

l
va
• for short term (before unit train facilities)

• before extraction area is fully proven (minimize investment)

• for single tenant

ro
As the extraction area is more proven these facilities tend to diversify into other customers and commodities as larger unit train
facilities are constructed and some products are shipped by unit train instead. These facilities typically handle the following
commodities:

pp
• Crude oil outbound to refinery or other aggregator

• Frac sand inbound and outbound

• Steel pipe inbound and outbound

• Oil extraction equipment (tanks, silos, etc).

lA
na
4.8.6 RAILCAR TYPES (2019)

Transload Facilities will see a variety of railcars from common fleet cars to specialized purpose built railcars. The following is
a list of potential railcars that may be used on transload facilities:
Fi

• Box car

• Centerbeam flat car

g

• Flexibeam flat car

• Bulkhead flat car

in

• Flat car
nd

• Coil car

• Gondola

•
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-4-76 AREMA Manual for Railway Engineering

 Part 5

l
Locomotive Facilities1

va
— 2016 —

ro
pp
FOREWORD

The purpose of Part 5 is to facilitate the planning and design of yard layouts with respect to locomotive facilities. Detailed

lA
design recommendations of specific facilities are located in Chapter 6, Buildings and Support Facilities. The goal is to provide
guidance on the efficient flow of traffic through the yard as it relates to locomotive facilities. This part presumes the railroad
has selected a yard location on its rail network based on business needs.

TABLE OF CONTENTS
na
Section/Article Description Page

5.1 General .................................................................................................................................................................. 14-5-2

Fi

5.1.1 General Considerations (2016) ................................................................................................................. 14-5-2

5.1.2 Site Selection (2016) ................................................................................................................................ 14-5-3
5.1.3 Track Layout (2016)................................................................................................................................. 14-5-3
5.1.4 Buildings and Support Facilities (2016) ................................................................................................... 14-5-4
5.1.5 Design Considerations (2016) .................................................................................................................. 14-5-4
g

5.2 Fueling ................................................................................................................................................................... 14-5-5

in

5.2.1 General Considerations (2016) ................................................................................................................. 14-5-5

5.2.2 Tracks (2016) ........................................................................................................................................... 14-5-5
5.2.3 Stationary Fueling Facilities (2016).......................................................................................................... 14-5-5
nd

5.2.4 Direct Truck Loading (DTL) (2016) ........................................................................................................ 14-5-7

5.2.5 Other Fuels (2016) ................................................................................................................................... 14-5-7
5.2.6 Common Design Considerations (2016) .................................................................................................. 14-5-7

5.3 Sanding ................................................................................................................................................................. 14-5-9

Pe

5.3.1 General Considerations (2016) ................................................................................................................. 14-5-9

5.3.2 Site Selection (2016) ................................................................................................................................ 14-5-9
5.3.3 Tracks (2016) ........................................................................................................................................... 14-5-9

5.4 Inspection Pits ...................................................................................................................................................... 14-5-10

5.4.1 General Considerations (2016) ................................................................................................................. 14-5-10

1 References, Vol. 77, 1976, p. 87; Vol. 83, 1982, p. 363; Vol. 94, p. 123. Revised 1993.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-5-1

Yards and Terminals

TABLE OF CONTENTS (CONT)

Section/Article Description Page

5.4.2 Design Considerations (2016) ..................................................................................................................14-5-10

5.5 Locomotive Shops .................................................................................................................................................14-5-10

l
5.5.1 General Considerations (2016) .................................................................................................................14-5-10

va
5.5.2 Design Considerations (2016) ..................................................................................................................14-5-10

ro
SECTION 5.1 GENERAL

5.1.1 GENERAL CONSIDERATIONS (2016)

pp
In designing a locomotive terminal layout a thorough study of the traffic and operating requirements of the terminal should be
made jointly by the engineering, transportation and mechanical departments. This study should include consideration of the
following data, keeping future expansion in mind:

a.

b.
Type(s) and size(s) of locomotives to be handled.

The level of service to be performed. lA

na
c. Number of locomotives handled in each direction daily.

d. Schedule of arrival and departure of locomotives.

e. Number of locomotives arriving during peak period.

Fi

f. Time within which locomotives arriving must be hostled.

g. Maximum number of locomotives in terminal concurrently.

g

h. Use by multiple railroads and passenger operators.

in

i. Number of locomotives repaired daily, by classes of work.

j. Number of locomotives under repair concurrently, by classes of work.

nd

k. Amount of fuel issued, water consumed, lubricant consumed, sand consumed, and any other consumables, daily.

l. Number of staff required to operate the facility.

Pe

m. Turning locomotive consists.

n. Tax rates.

o. Manpower requirements.

p. Sustainability practices.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-2 AREMA Manual for Railway Engineering
 Locomotive Facilities

The following items should be considered in the placement of locomotive facilities:

a. Integration with existing infrastructure.

b. Segregation of locomotive facility trackage from other related yard or mainline movements.

c. Minimize reverse and conflicting movements.

l
va
d. Minimize power consist movement between locomotive facilities and receiving and departure tracks.

e. Future expansion or enhancement of facility.

5.1.2 SITE SELECTION (2016)

ro
The site selection should include the following:

pp
a. Costs of construction and operation.

b. Site history.

c. Site development.

d.

e.
Local permitting and zoning requirements.

Soil and foundation conditions.

lA
na
f. Drainage, including existing and proposed.

g. Sewage disposal, and utilities (fire protection and domestic water, gas, electricity, storm sewer, industrial waste).

h. Relation to existing or proposed yards and to passenger and freight stations.

Fi

i. Availability of public firefighting capacity and nearby stations.

j. Potential environmental impact consideration.

g

5.1.3 TRACK LAYOUT (2016)

in

Track layout design should consider the following:

a. Flow of locomotive consists through the facility (it is preferable to enter at one end and leave from the other).
nd

b. Entrance and exit tracks should be sized to provide for efficient movement and staging to support the progression of
service and maintenance activities. This may include areas for pre-inspection, light servicing and quality assurance
activities.
Pe

c. Sufficient tracks should be provided near the exit for holding serviced locomotives (also known as ready tracks).

d. The layout should provide at least one runaround track for flexibility of locomotive movement.

e. Escape tracks should be provided where possible.

f. A wye, turntable or loop track should be considered for turning locomotive consists.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-5-3
Yards and Terminals

g. Transfer tables.

h. A tail or pocket track to facilitate locomotive movement.

i. Track centers, track curvature, blue flag/derailment placement, at-grade crossings, insulated joints and turnout sizes.

j. Locomotive dimensions and specifications.

l
va
k. Tracks on which fuel or sand is to be loaded, unloaded or dispensed should have gradients as flat as possible,
preferably not exceeding 0.08%.

l. Portions of tracks where fuel and sand cars are to be spotted for loading, unloading and where locomotives will be
fueled should have tangent alignment. Preferably, curvature of supporting tracks should be 10 degrees or less.

ro
5.1.4 BUILDINGS AND SUPPORT FACILITIES (2016)

pp
Complete information on the design of shop buildings and other buildings required in an engine terminal, together with pits
and other appurtenances, will be found in Chapter 6, Buildings and Support Facilities.

Yard layout should consider space and location requirements for the following:

a.

b.

c.
Adequate office facilities.

Welfare facilities for facility employees, train crews, etc.

Crew change facility.

lA
na
d. Storage for equipment, material and other consumables.

e. Infrastructure support buildings (pump house, compressor plant, generator, signal and telecommunication, tank farm).
Fi

f. Power service, lighting, and security.

g. Canopies may be considered over fueling and sand facilities to manage stormwater and control environment.
g

5.1.5 DESIGN CONSIDERATIONS (2016)

in

Items to be considered in the design of locomotive facilities:

a. Fire control system:

nd

(1) Water storage tank.

(2) Various types of firefighting equipment, extinguishers, hydrants, monitor nozzles, etc.
Pe

(3) Special fire lanes.

(4) Emergency shut-off valves.

(5) Special storage areas for solvents, paints, etc.

(6) Spill containment around fuel tanks and other bulk flammable storage.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-4 AREMA Manual for Railway Engineering
 Locomotive Facilities

(7) Special fire protection systems and fire alarm systems.

b. Environmental Considerations:

(1) Industrial waste water collection, treatment and discharge.

(2) Stormwater.

l
va
(3) Handling of solid waste disposal.

(4) Noise ordinances and applicable regulations.

(5) Air emissions.

ro
(6) Light ordinances and applicable regulations.

(7) Spill containment.

pp
5.2.1 GENERAL CONSIDERATIONS (2016) lA
SECTION 5.2 FUELING

At locations where locomotives are to be fueled, facilities must be provided for receiving, storing and dispensing the fuel,
na
unless fueling is to be direct from tank truck to locomotive.

Diesel fuel may be delivered by rail tank car, truck, pipeline or boat.
Fi

If run-through trains are to be fueled, consideration should be given to locating a fueling facility on the main line or
thoroughfare track at the crew change point.

Fueling may be performed at stationary facilities to which locomotives are moved, or by mobile servicing units, known as
direct truck loading (DTL), which go to the locomotives.
g

5.2.2 TRACKS (2016)

in

Track(s) provided for fueling should have capacity equal to the typical diesel consist which is to be serviced at the facility.
nd

Where diesel fuel is to be received by rail tank cars a separate unloading track should be provided with sufficient capacity for
the largest cut of tank cars to be handled.

Consideration should be given to isolating tracks used for loading and unloading of fuels from static electricity.
Pe

A blue flag system should be considered on loading, unloading and servicing tracks.

5.2.3 STATIONARY FUELING FACILITIES (2016)

Stationary facilities will generally be operated by the railroad company, and incorporate several common elements, including
but not limited to fuel pumping platforms with high-speed pumps, fuel storage tanks, and unloading, pumping and distribution
facilities for the incoming fuel. At a stationary fueling facility, a train comes to the loading platform and the locomotives are
spotted for fueling.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-5-5
Yards and Terminals

As a train arrives at the fueling platform the locomotive consist is positioned such that the fueling booms and hoses can reach
all (or the greatest number of) locomotive fuel tanks.

A stationary fueling facility may incorporate other mechanical functions, such as 1,000 or 1,500 mile inspections and
provisions for adding lube oil and water. Facilities for adding locomotive sand might be considered if operational constraints
permit. Train crew supplies such as water may also be added.

l
Depending on the individual railroad’s operations, it may be convenient to change train crews at the platform.

va
The following should be considered when selecting stationary fueling locations:

a. Proximity to pipelines and storage farms. Some railroads may have their own storage facilities that are filled by
pipelines in rail terminals that have existing fueling capability.

ro
b. Transportation from storage to delivery. Private roadways or branch pipelines to bring the fuel to the fueling pad may
be justified.

pp
c. Source reliability and redundant delivery options.

5.2.3.1 Main Line Fueling Facilities

a. General Considerations

lA
Main line fueling facilities are installations for adding fuel to locomotives while they are still on their trains. Other
servicing functions may be performed concurrently as capacity and convenience dictates. Main line fueling may be
considered when schedule is important, or when there is no reason to take power off of the train to refuel, or to yard the
na
train and refuel.

b. Operational Considerations

The number of locations and delivery time for fueling locomotives must be consistent with the schedules and
Fi

characteristics of the railroad operations through the location.

(1) Each fueling track must be of sufficient length, clear of all other tracks and any public road crossings to permit the
trains to be fueled without interfering with other concurrent activities, both of the railroad and of the public.
g

(2) The configuration should provide flexibility to perform other desired operations to a train as may be required.
(e.g., access to inspect, add or remove cars or locomotives, etc., immediately prior to or following the actual
in

fueling.)

(3) Consideration must be given to changing operations. Where practicable, room should be provided to allow for
nd

expansion. It is best to design the facility so that portions of it may be conveniently removed or restored to service
depending on operational requirements.

(4) Wherever blue flag protection is dictated, provisions need to be made to place and remove these flags as efficiently
and safely as possible.
Pe

(5) Consideration should be given to track centers to support the fueling platform equipment, train inspections, direct
truck to locomotive fueling, and adjacent track roadway worker rules.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-6 AREMA Manual for Railway Engineering
 Locomotive Facilities

5.2.3.2 Service Track Fueling Facilities

A service track facility is commonly located in the yard by a locomotive shop and has the same functionality of a mainline
stationary facility but may have additional service capabilities such as an inspection pit, a sanding system, and accommodate
scheduled locomotive inspections.

5.2.4 DIRECT TRUCK LOADING (DTL) (2016)

l
va
With DTL fueling the fuel comes to the locomotive. That is, a fuel truck pulls up next to the locomotive consist, and the fuel is
transferred directly to the locomotive fuel tanks without the infrastructure requirements of a stationary fueling facility. DTL
can be significantly more flexible than the stationary facilities, but does not have the delivery speed or capacity of the
stationary facilities. Large access roads are required to accommodate fuel trucks. If the DTL facility utilizes trucks that do not

ro
need to leave railroad property and traverse public roadways, substantially larger volumes of fuel may be handled in each
truck.

Comparison of DTL to Stationary Facilities

pp
a. Stationary facilities can offer significantly higher loading speed and capacity.

b. DTL can offer much greater flexibility.

c.

d.
lA
A hybrid of the two may offer the advantages of each, but would likely increase total cost above that of either alone. A
hybrid may also be necessary to handle the fueling of remote or distributed power units (DPU).

Roadways to and from all DTL locations must be constructed to higher standards of curvature, strength and capacity
than would roadways used solely for mechanized train inspection. High capacity, off-highway fuel trucks would
na
require the most substantial roadways. Load ratings of public roads should be assessed to ensure they will
accommodate DTL truck weights.

5.2.5 OTHER FUELS (2016)

Fi

It may be necessary at some locations to provide fuels other than diesel fuel, such as alcohol or natural gas. Such fuels require
dedicated delivery systems and specialized fittings. In planning for a new fueling site, provision could be made for multiple
fuels and delivery systems as required now or in the foreseeable future.
g

5.2.6 COMMON DESIGN CONSIDERATIONS (2016)

in

A number of factors must be considered when designing a fueling facility, regardless of type. Several of the significant factors
are discussed below:
nd

5.2.6.1 Access to Fuel Tracks

a. Locomotives - Fueling tracks may be located on main tracks or on adjacent tracks. If fueling tracks are on or adjacent
to main tracks, consideration must be given to the operational speed of the fueling tracks. The track geometry must
allow trains to enter and leave at speeds that minimize the time in which the main track is fouled. The tracks must be
Pe

long enough to clear the main track and accommodate safe train braking at the facility.

b. Vehicles - Vehicular access is vital to the fueling tracks. Roadways must be designed to accommodate the vehicles that
will be delivering the fuel, both geometrically (turning radii and ground clearance for semi-tractor trailer trucks) and
structurally (pavement type and thickness). For DTL, vehicular access must allow for the efficient movement of
fueling vehicles and others requiring access during fueling operations. If two or more fuel trucks could be operated on
the same roadway to access one or two trains, adequate width is needed for them to pass each other. Also, back-in
moves between tracks should be minimized to the extent possible. To reach units within the train a flow-through truck

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-5-7
Yards and Terminals

traffic pattern is necessary. This requirement may be an issue if a stationary fueling platform is located at one end of the
space between the two tracks. In these cases it should be considered to have the DTL operation and stationary platform
service location alternating between tracks to allow for both types of services.

5.2.6.2 Fueling Track Length

The fueling tracks should be long enough to accommodate the longest train that is to be fueled without fouling other tracks or

l
blocking other operations.

va
5.2.6.3 Locomotive Consist Length

The length of the fueling area must consider the normal and maximum locomotive consist that is to be fueled.

ro
5.2.6.4 Fueling of Distributed Power

If distributed power is to be fueled, the designer must determine how it will be fueled. At a stationary facility it would be
necessary to have a platform at each location where distributed power may be located throughout the train, or to move the train

pp
forward one or more times to spot distributed power at a single platform. In most operations, it is extremely difficult to predict
the distance between the front of the train and any given distributed power locomotive unit. Thus, it would be necessary to
provide long platforms to serve units located within the train, and significantly increase cost. If trains are to be re-spotted,
sufficient fueling track length must extend beyond the platform to allow for the length of the longest train to pull forward to

5.2.6.5 Grade Crossings

lA
fuel the last locomotive units in that train. It may be preferable to use DTL to fuel one end of each distributed power train.

Grade crossings should be avoided through the fueling tracks except for those necessary to support the fueling or locomotive
na
servicing facility.

5.2.6.6 Signal Considerations

Signal placement must be carefully considered with respect to fueling facilities.

Fi

A blue flag system should be considered on fueling tracks.

5.2.6.7 Power Supply

g

The fueling facility should be sited such that commercial power is readily available. Generators should be considered for back-
up power.
in

5.2.6.8 Fire Protection and Prevention

nd

See AREMA Manual for Railway Engineering, Chapter 14, Sections 1.5 and 1.6.

5.2.6.9 Emissions

See AREMA Manual for Railway Engineering, Chapter 6, Article 4.9.2.

Pe

5.2.6.10 Noise Pollution

See AREMA Manual for Railway Engineering, Chapter 6, Article 4.9.1.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-8 AREMA Manual for Railway Engineering
 Locomotive Facilities

5.2.6.11 Track Structure

The track structure must be designed to accommodate full tonnage at track operating speed. There are several different
approaches to the track structure and containment:

a. Direct fixation

l
b. Cross ties with track pans

va
5.2.6.12 Clearances

Clearances for the facility must be in conformance with requirements of the carrier railroad and state regulations. See AREMA
Manual for Railway Engineering, Chapter 28.

ro
pp
SECTION 5.3 SANDING

5.3.1 GENERAL CONSIDERATIONS (2016)

lA
Sanding facilities should be provided to serve all locomotives.

Sanding may be performed at stationary facilities or by mobile service vehicles. For design considerations for stationary
facilities to unload, store and load sand into locomotives refer to Chapter 6, Buildings and Support Facilities, Part 6,
Locomotive Sanding Facilities.
na
5.3.2 SITE SELECTION (2016)

Sanding facilities are usually situated adjacent to, and concurrent with, fuel and water facilities so that locomotives can be
Fi

completely serviced at one location. If sanding facilities are co-located with the fuel and water facilities, the drainage system
should include facilities to capture and remove sand from the industrial wastewater collection system.

5.3.3 TRACKS (2016)

g

A stand-alone locomotive sanding track should be provided with capacity not less than the largest locomotive consist normally
operating in, or through, the terminal.
in

If locomotive sand is to be received in covered hoppers or other rail cars, a separate unloading track should be provided with
sufficient capacity to hold the largest shipment.
nd

If locomotive sand is to be received by truck, consideration should be given to receiving stations and roadways for truck
movements.

A blue flag system should be considered.

Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-5-9
Yards and Terminals

SECTION 5.4 INSPECTION PITS

5.4.1 GENERAL CONSIDERATIONS (2016)

Inspection pits may be located in a yard to support servicing and/or shop facilities. Inspection pits are often integrated into
these facilities.

l
5.4.2 DESIGN CONSIDERATIONS (2016)

va
Items for consideration of stand-alone inspection pits:

a. Length not less than the longest locomotive to be inspected, plus the length needed for access stairs.

ro
b. Welfare facilities.

c. Product storage.

pp
d. Industrial waste collection, treatment and discharge.

e. Parking and roadway access.

f.

g.
A blue flag system.

Storage for equipment, material and other consumables. lA

na
h. Power service, lighting, and telecommunications.
Fi

SECTION 5.5 LOCOMOTIVE SHOPS

5.5.1 GENERAL CONSIDERATIONS (2016)

g

The size of the building is determined by the length of locomotives and the number to be housed simultaneously. When
locomotives are pooled, the back shop work will be done at one or more system shops, and the building for such work will
generally be much larger and have more facilities than the building for running repairs at terminals located between such
in

system shops.

The number and length of tracks should be sufficient to accommodate all of the locomotives to be housed at any one time.
nd

Stub-end heavy repair tracks may have certain economic advantages, and if such a layout is used there should be at least one
through running repair track alongside of the heavy repair tracks. The desirable distance between track centers should not be
less than 23 ft., which allows for a 12 ft. wide working platform. However, wider track centers are preferred.

5.5.2 DESIGN CONSIDERATIONS (2016)

Pe

Items for consideration of locomotive shops:

a. Wheel storage facilities adjacent to repair shops should be provided to assure a convenient supply of wheels, including
wheels with their traction motors attached.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-10 AREMA Manual for Railway Engineering
 Locomotive Facilities

b. Deliveries by semi-trailer, pickups and couriers should be accommodated in and around the shop complex. Appropriate
dock facilities should be considered.

c. Emergency response routes and fire lanes.

d. Material storage areas.

l
e. Product delivery, storage, and containment facilities.

va
f. Locomotive wash facilities positioned adjacent to or in-line with a locomotive shop.

g. Load testing stations on entrance and exit trackage.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-5-11
Yards and Terminals

l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-5-12 AREMA Manual for Railway Engineering
 Part 6

l
Passenger Facilities1

va
- 2020 -

ro
FOREWORD

pp
The designation "passenger facilities" as herein employed includes the platforms, platform canopies, tracks, passenger train
yards and other accessory features necessary to conduct mass transit, suburban and intercity rail transportation. AREMA
Committees 6, 11, and 14 collaborated to develop manual recommendations. Chapter 14 focuses on the layout and geometric

lA
considerations related tracks for passenger facilities. All other elements of passenger facilities are discussed in Chapter 6 and
Chapter 11. For design criteria on railway passenger stations and other buildings, refer to Chapter 6, Buildings and Support
Facilities. For design criteria on railway passenger platforms, refer to Chapter 11, Commuter and Intercity Rail Systems.
na
TABLE OF CONTENTS
Fi

Section/Article Description Page

6.1 Terminal Planning ............................................................................................................................................... 14-6-2

6.1.1 General (2015) ......................................................................................................................................... 14-6-2
g

6.2 Station Environment ............................................................................................................................................ 14-6-3

6.2.1 General (2015) ......................................................................................................................................... 14-6-3
6.2.2 Activities (2015) ...................................................................................................................................... 14-6-4
in

6.2.3 Track (2020)............................................................................................................................................. 14-6-5

6.3 Passenger Train Yards ....................................................................................................................................................... 14-6-6

nd

6.3.1 General (2015) ......................................................................................................................................... 14-6-6

6.3.2 Activities (2015) ...................................................................................................................................... 14-6-7
6.3.3 Tracks (2015) ........................................................................................................................................... 14-6-7

6.4 Utilities .................................................................................................................................................................. 14-6-8

Pe

6.4.1 Mechanical Systems (1985) R(2015)....................................................................................................... 14-6-8

6.4.2 Electrical Systems (2004) R(2015) .......................................................................................................... 14-6-9

1 References, Vol. 77, 1976, p. 87; Vol. 86, 1985, p. 76. Rewritten 1985.

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-6-1

Yards and Terminals

SECTION 6.1 TERMINAL PLANNING

6.1.1 GENERAL (2015)

a. Studies for passenger facilities should be made by a team consisting of representatives from Engineering, Mechanical,
Transportation, Passenger Service, Real Estate, Police, and other departments as required. Preferably the officer to be
placed in charge of the new facility should also be a member.

l
va
b. Information should be gathered as to the intended use of the facility including projections for future years. Field
investigations of terminal activities at sites similar to the proposed should be carried out to verify assumptions. Current
literature should be reviewed to assure that the latest methods are utilized in design and construction. Team members
should meet with representatives of railroads or agencies that have developed similar projects to exchange planning

ro
techniques and to look for ways of avoiding problems encountered.

c. Terminal design criteria should be established for each element. Key design inputs include frequency of train
movements, number of passengers arriving per hour (peak), average baggage count, gross ticket sales, and retail

pp
revenue per square foot of space. Regional Planning Agencies are good source of data on population densities, travel
patterns, etc.

d. Good design practice:

(1) Design platforms to appropriate width.

lA
(2) Provide appropriate routing of passengers to and from platforms to avoid temptation to cross tracks.

(3) Provide flexibility to add or extend platforms in the future.

na
e. Additional Considerations:

(1) Will trains run-through or terminate?

Fi

(2) What is the proposed mix of trains?

(3) Will commuter and intercity trains use the same platforms? Each has different dwell time characteristics;
g

(4) How will variations in rolling stock, and dwell time impact design?

(5) Where and how will trains be yarded?

in

(6) How will proposed operations impact terminal capacity?

nd

(7) What type of facility is required for crew on duty and layover?

(8) Will air rights development be considered? If so, must ensure that air quality is addressed for both passenger and
crews.
Pe

(9) Homeland Security elements required in the design - i.e., passenger screening; video surveillance; restrictions on
trash receptacles, etc.

f. Operation of passenger service in North America has in all but a few situations been assumed by government agencies,
public supported corporations, or special departments within private carriers in order to isolate the attendant costs of
providing such service. As a result, new passenger station facilities are publicly funded as distinct from facilities

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-6-2 AREMA Manual for Railway Engineering
 Passenger Facilities

required for freight operations. Team members should be aware of the restrictions on such funding and allow adequate
time for the various approvals involved.

g. A passenger terminal should be so located and designed as to coordinate as far as reasonably practicable with other
civic activities. It is often desirable to make general civic improvements at the same time the terminal is being
constructed. Modification of street approaches is almost always involved. The costs should be assumed by the parties
benefited. Close cooperation between the terminal team, the planning board and executive officers of the municipality,

l
and perhaps other civic groups, is necessary in order that any new legislation as may be necessary shall be fair and

va
equitable to all.

h. Considerations must be given to accessibility for persons with disabilities. A number of factors are to be considered. A
thorough review of guidelines of the Americans with Disabilities Act (ADA) should be completed during the planning
process to ensure that the proposed facility will comply with ADA guidelines and regulations as required.

ro
pp
SECTION 6.2 STATION ENVIRONMENT

6.2.1 GENERAL (2015)

a.

b.
lA
The station environment includes all facilities required for the complete accommodation of passengers and their
belongings between public entrances and the trains. The station typically includes the main building, connecting
concourses, platform access, platforms, parking and station approaches.

The location of the station should be determined by the economic balance among the following factors:
na
(1) Proximity to and ease of approach from all associated rail lines, without excessive curvature or gradient, and
preferably without grade crossings.

(2) Proximity to yard, support facilities, and layover locations (downtown and outlying facilities are required for
Fi

commuter services).

(3) Ability to develop (or access to existing) support facilities.

g

(4) Accessibility to business and civic activities and other modes of transportation.

(5) Land values and land use.

in

(6) Cost of construction.

nd

(7) Size and shape of available real estate.

(8) Possible need for future expansion.

c. Factors to consider when designing a station that will be used by connecting intercity passengers include:
Pe

(1) Transfer passengers occupy a station for a longer length of time and require more extensive facilities per passenger
than commuter or through passengers.

(2) Reducing the time interval between incoming and outgoing trains decreases requirements per passenger for
waiting room space and for certain other facilities.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-6-3
Yards and Terminals

(3) The number of passengers handled during the rush hour does not alone determine the size or number of facilities
required. Local conditions must be studied, as they affect requirements for any particular situation.

(4) The size or number of facilities must be modified to make allowance for the time of arriving and departing trains
and the span in minutes between them; the ratio between passengers commencing or terminating their journey and
transfer passengers; number of hold over passengers arriving or departing outside of the rush hour but occupying
space and requiring service during a portion of the rush hour; and the departure from a reasonably uniform spread

l
of passengers entering and departing within the rush hour.

va
d. Factors to consider when designing a station that will be used by suburban commuters:

(1) Suburban passengers occupy a station for a minimum length of time and move faster than the through passenger
and therefore requirements in the way of station facilities per passenger are substantially less.

ro
(2) When suburban business is heavy, it is desirable to separate the through and suburban service, as their
requirements are not similar. This may be done by handling the two classes of service at different levels different
sides or ends of the station; or different stations, one beyond the other.

pp
(3) Indicator boards are the only directional information required, as a rule, by commuters. They should show track
number, scheduled leaving time, and essential identification of the trains.

e.

lA
Factors to consider when rehabilitating or moving existing stations:

(1) Railroad stations have previously been an important element of communities serviced by railroads. Often, the
railroad station was the focal point of the community.
na
(2) In order for the railroads to effectively and actively compete in the transportation marketplace, they must have
efficient comfortable stations and station environments.

(3) Station environments should be created to cause the using passenger to enjoy and be comfortable in the facility.
Fi

(4) Station environments must be designed with enough flexibility to meet changing travel patterns. They must be
easily expandable when ridership levels show marked increases.

f. When designing any passenger facility the designer must realize that it is subject to vicissitudes of weather, delays and
derailments to trains, late connections, power failures, surges in traffic, bad order equipment, special trains or cars
g

requiring special handling, excursion travel, conventions, and special functions at irregular periods.
in

6.2.2 ACTIVITIES (2015)

The station activities that tracks and track configuration may have to support include, but are not limited to:
nd

a. Loading and unloading of passengers.

b. Loading and unloading of baggage.

Pe

c. Adding or removing cars and/or locomotives.

d. Setting out defective equipment.

e. Lay-over of trains and equipment.

f. Fueling and minor servicing of cars and locomotives.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-6-4 AREMA Manual for Railway Engineering
 Passenger Facilities

6.2.3 TRACK (2020)

a. The track layout at any station should be designed to accommodate the planned schedule of trains stopping at that
station, trains passing through it, sections combining or splitting, special cars on or off, locomotive changes, delayed
trains, special movements, and future increases in traffic. The track layout should not be solely designed around a
specific timetable, since train schedules can be altered very quickly.

l
b. Sufficient lead tracks should be provided to permit at least two simultaneous parallel movements. The track layout

va
should be sufficiently flexible to provide for complete interchange of routes. A ratio of three station tracks to one lead
track should be adequate if the lead is properly designed.

c. The track layout should be designed with the length between turnouts as required for the proper signal indications and
necessary clearances for operation of track circuits so that a system of fixed signals or interlocking may be installed

ro
whenever desired without restricting the use of any of the routes or the necessity of additional track changes.

d. The number of station tracks should be determined by the schedule of trains and switching desired; allowances for

pp
delayed or special trains, schedules changes, and future expansion; layover time and the proximity of the passenger
yard; track lengths available; and the type of operation used. Servicing may be performed in the station when a
maintenance facility is not available.

e. The track length is determined by the size of the consists operated, the maximum platform length required, and

f. lA
allowances for flexibility in the assignment of tracks for the longest trains.

Through track stations are preferred to stub track stations from an operational standpoint. Loop tracks are preferable to
wyes and generally expedite service at terminal points when nonreversible equipment is used.
na
g. Freight or industry connections on the station approach tracks or on lines within or adjacent to the terminal zones
should be arranged to avoid or minimize interference with passenger train traffic.

h. It is generally acceptable at stations where dwell time is less than 10 minutes to provide platforms adjacent to the main
line trackage. Where other activities such as section splits occur, a separate station track is usually necessary.
Fi

i. At stations where freight movements are anticipated through the station area, dedicated freight tracks or freight mains
should be considered to minimize conflicts between freight and passenger operations, such as at platforms where the
loading/unloading of passengers is performed.
g

j. When a station is on a rail line that carries freight and passengers, and high-level platforms are required, it will be
necessary to provide a separate station track, as the high level platforms do not accommodate the horizontal clearances
in

required for freight operations.

k. When a new station site is being considered, it is preferred that the station and platforms be located on tangent track to
nd

provide the best visibility for passengers and train crews and avoid excessive gaps between high-level platforms and
equipment.

l. Track grades adjacent to platforms should be as flat as possible.

Pe

m. The station site should be well drained.

n. There should be no grade crossings within the limit of the proposed platforms, or for approximately 500 feet beyond
each platform end.

o. Station tracks should be designed with the ability to accommodate future expansion of train length when possible.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-6-5
Yards and Terminals

p. Station environment must accommodate placement of signals in stations, or rules must require operation at restricted
speed until the next signal can be seen.

q. When stations are expected to operate with high volumes of ridership or adjacent to high ADT roads, grade separations
are recommended.

r. Tracks in multiple track stations should be spaced such that intertrack fencing can be installed without the need to

l
provide flaggers when maintenance is performed on adjacent tracks.

va
SECTION 6.3 PASSENGER TRAIN YARDS

ro
6.3.1 GENERAL (2015)

pp
a. It is desirable that a single coach yard and its associated facilities for car inspecting, repairing, cleaning, watering and
stocking be an integral feature of every large passenger terminal, whether or not more than one railway is
accommodated. It is definitely preferable to have all coach switching performed by and under full control of the
terminal management either as a joint operation or as a separate company. Separate facilities may be provided for
particular trains or types of equipment, although the servicing of all passenger train equipment in a single yard is

b.
preferable.

lA
The location of a coach yard should be determined by the economic balance among the following factors:

(1) Available sites.

na
(2) Land values.

(3) Cost of construction.

Fi

(4) Proximity to the station and other facilities.

(5) Nearby utilities.

g

(6) Cost of moving equipment between station, coach yard and engine house.

(7) Possible need for future expansion.

in

c. The capacity required in a coach yard depends upon:

nd

(1) Number of cars and trains to be handled.

(2) Type of equipment.

(3) Level of maintenance.

Pe

(4) Schedule of equipment layover.

(5) Frequency of cleaning.

d. The ability to secure the proposed yard against trespassers to reduce theft and vandalism should be considered.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-6-6 AREMA Manual for Railway Engineering
 Passenger Facilities

6.3.2 ACTIVITIES (2015)

The yard activities that tracks and track configuration have to support may include, but are not limited to:

a. Lay-over of trains and equipment.

b. Storage of cars and locomotives.

l
va
c. Cleaning of cars and locomotives.

d. Restroom and toilet cleaning and servicing.

e. Switching and handling of trains.

ro
f. Repair of cars and locomotives.

pp
g. Fueling and inspection of equipment.

h. Welfare and layover facilities for crews.

6.3.3 TRACKS (2015)

a.

b.
lA
There are two general types of coach yard layouts: Stub track and through track. Through track yards may be operated
as two systems of stub tracks. Operation is most efficient in a system of through tracks.

Tracks of equal length and equal to the length of the longest trains provide the greatest operating efficiency.
na
c. An alternating spacing of 28 feet/20 feet between track centers is desirable for tracks on which car and locomotive
servicing work is done. This allows service vehicles to pass each other on the wide platform and utilities to be
centralized on the narrow platform. Where platforms between tracks are obstructed by supports to overhead service
Fi

lines, brake shoe racks or above-platform service outlets, such obstructions should be located off center of platforms to
provide a wider passageway on one side. Obstructions may require increasing the track centers to allow service
vehicles to clear. Obstructions must be located so that they do not foul minimum State clearance requirements. Utility
equipment should be placed on the narrow platform at convenient locations.
g

d. Tracks used for storage of extra cars do not require particularly wide spacing or any special car servicing features other
than utilities necessary to support the car's equipment while idle.
in

e. Tracks with wide centers are usually arranged in groups at the leads to facilitate switching. Auxiliary leads and tail
tracks of ample length should be provided.
nd

f. Curvature of tracks should not be less than 450 feet radius through turnouts or otherwise. Make-up tracks should be as
straight as practicable to afford long sight lines for operating crews.

g. Tracks should be placed on as nearly a level gradient as possible.

Pe

h. A wye or loop track should be provided for turning equipment. Movements on a loop track are more expeditious and
are preferred.

i. Special tracks for making up or breaking up trains are sometimes required.

j. Only light or running repairs are normally made in a service yard. Cars needing additional work are usually switched to
a Car Shop.

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-6-7
Yards and Terminals

k. Yards must be well drained.

l. In the interests of cleanliness, sanitation, and possible reduced maintenance expense, consideration should be given to
track constructed on longitudinal concrete slabs with paving between slabs to present a completely paved area which
can be washed. Such construction is particularly desirable for tracks at commissary platforms or on which diners are
restocked.

l
m. Yard trackage is the most inflexible item in a yard. Due to severe curve and grade restrictions, all buildings and utilities

va
should be located after the necessary track and leads are designed.

n. Where tracks will be surrounded by platforms, consideration should be given to the use of concrete ties as any future
tie removal will be very complicated.

ro
o. In regions with significant snow fall, locations for snow storage or alternative means of snow removal/disposal should
be considered.

p. When proposed consists will include locomotives, additional considerations are appropriate. Fueling, inspection,

pp
collection of sanitary holding tanks, and collection of retained fluid tanks are all functions that may have to be
accommodated.

6.4.1 MECHANICAL SYSTEMS (1985) R(2015)

SECTION 6.4 UTILITIES
lA
na
a. Steam standby connections, if needed, should be provided at all tracks on which cars will stand without a locomotive
attached. For stub tracks, steam connections should be located at the ends, one connection for each track. For through
tracks they should be placed to serve each track at the point or points where the rear of a train would normally be
placed and an inside derail protection when in yards. Pressure of 125 lb delivered through a 2-1/2 inch connection is
Fi

standard. Appropriate control and bleed valves should be provided. Locomotive boiler water facilities may also be
needed if steam generators are utilized. Steam may also be used for thawing, cleaning, and heating. Due to rapid pipe
deterioration, steam lines should normally be built above ground or in accessible underground tunnels. Steam pipes
must be anchored and thermal expansion controlled through the use of expansion joints or loops.
g

b. Compressed air connections should be provided at all tracks where the method of operation or servicing requires that
an air brake test be made while the train is standing without locomotive attached. Air pressure should be between 120
in

and 140 lb and be delivered through 1-1/2 connection with appropriate control and bleed valves. Compressed air may
also be used for cleaning and portable tools. If used in this manner, connections of 3/4 inch size should be distributed
as needed so that no more than 100 feet of hose is normally necessary. Tool outlets should be provided with a regulator
to reduce pressure to match tool working pressures.
nd

c. Natural gas may be used for building heating. Pipe routing should be shown on site plans and the pipe identified at
convenient intervals. Appropriate measures should be taken to ensure that if a pipe is ruptured the utility involved can
be notified as soon as possible. These measures would include ready availability of pipe plans, utility phone contacts,
Pe

and easy accessibility to shut off valves.

d. At yards or stations where train equipment may be watered, hydrants spaced two car lengths apart, preferably serving
two tracks, should be provided. Where station dwell time is short, hydrants may be spaced for every car. Water service
should be distributed so that no more than 100 feet of hose is necessary to reach a car. Water hydrants in yards are
usually placed on alternating platforms allowing service vehicles an unobstructed path on non-utility platforms. Freeze
protection should be applied where necessary. If backflow preventers are required, a heated cabinet is preferable. A
potable connection of 1 inch size should be provided for car watering and a minimum 3/4 inch non-potable connection

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-6-8 AREMA Manual for Railway Engineering
 Passenger Facilities

may be used for washing purposes. By looping and interconnecting water pipes, a better flow pattern can be a
achieved. Adequate control valves should be installed to allow sections to be taken out of service without affecting all
operations.

e. Adequate drainage should be provided to drain track structures, catch paved area runoff, and collect roof drainage.
Where necessary, piping should be separated to allow for treatment of polluted wastes. Sanitary drainage should be
kept separate until delivered to city facilities, if available.

l
f. Pipe lines may be installed for fuel oil, lube oil, sand, cleaners, foam, and other specialized products. These and all

va
other pipe lines should be identified at adequate intervals. A spill prevention plan is usually necessary for such
installation.

ro
6.4.2 ELECTRICAL SYSTEMS (2004) R(2015)
a. Adequate power supply should be designed to handle current needs with at least 50% available for expansion, if
anticipated. Building supply of 480V/277V is common along with 208V/120V systems. Where required, head end

pp
train standby should be provided at the end of the platform corresponding to the end of the train not subject to
switching. Modern North American systems provide 480V 3 standby for train power. Amperes of 400, 800, and
1600 are standard. Recording ammeters are useful in determining consist power requirements. Equipment and climate
variations preclude the use of universal sizing by train length. See Chapter 33, Electrical Energy Utilization for more
information. Older 240V 3 100 amp standby may also be provided for steam heated equipment with outlets

lA
provided so that no more than 100 feet of cable is necessary to reach each car. Convenience outlets of 120V may be
provided where necessary such that cord lengths do not exceed 200 feet. Electric vehicle charging stands should be
located so as not to disrupt operations while vehicle is being charged. Emergency platform standby power systems
should be considered. Block heater outlets are necessary in parking lots in certain areas of extreme cold. Electrical
power may also be required to support the needs of trains equipped with Head End Power (HEP).
na
b. Platform lighting should be provided at a minimum 20 foot candle level. Parking lot illumination should be a minimum
of 5 foot candles. Walkways, entrances and signage should be lit at an appropriate level taking into consideration
adjacent lighting and security requirements.
Fi

c. Telephone service should be provided as needed. A trunking capability of at least three times current use should be
requested to ensure easy future expansion, if anticipated. Consideration should be given to interconnecting telephone
and other company communication systems to allow for faster information flow. Platform jacks may be provided to
permit the connection of train telephone systems.
g

d. Yard lighting should be provided where work at night is common or security is desired. A 5 foot candle minimum will
generally provide acceptable night lighting. Lights should be mounted as high as possible to reduce shadowing
in

between cars. High pressure sodium lighting is currently the most energy efficient source although it does alter color
perception. Mercury vapor or metal halide lighting should be used if color perception is important.

e. Train status reporting systems covering waiting rooms, gates, and platforms should be provided as required.
nd

Equipment ranges from simple moveable sign boards to elaborate video and flip-sign systems where the entire system
is interfaced with the train operations.

f. Public address, intercom, talk-back, and message tube systems may be included in yards. They speed problem
Pe

resolution and increase security. Public address systems should be provided to reach all station areas including the
platforms. Microphones or telephone deluxe paging may be used to initiate announcements. By designing such
facilities in advance, wires can be installed underground avoiding weather and vehicle contact. Particular care should
be used when determining control and terminal locations to avoid conflicts between operating hours of those locations
and other users. Spare ducts should be provided in all duct banks, where possible, for future expansion.

g. Adequate conduit should be provided in buildings to carry radio antenna wires to the roof. As the FCC limits the
number of broadcast stations in a close area, consideration should be given to remote base stations when needed. Radio

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-6-9
Yards and Terminals

antennas should be located so as not to detract from the facility but allow clear coverage to the entire site. See Chapter
6, Buildings and Support Facilities for roof penetration information.

h. Signal, fare control, computer, fire, security, and alarm systems should be designed carefully in advance of
construction on a master plan to avoid overhead wires and afterthought appearances. Video cameras can be used for
security, car observation, drawbridge control, and to improve existing sight lines. Since they require power, an
adequate source must be identified before locations are committed. Signal systems, when present, should be interfaced
with yard operations to avoid excessive radio or intercom use.

l
va
ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-6-10 AREMA Manual for Railway Engineering
 Glossary

l
va
- 2019 -

ro
The following Terms are used in the various Parts of Chapter 14 Yards and Terminals and are defined here. These definitions
apply only to those Parts in which they are cited as Terms since they may have different meanings where used in other Parts.

pp
Textbook definitions of all terms included in the Chapter are not included in the Glossary as it is assumed that engineering
professionals are the intended users of the Manual; however, some basic terms were included in the belief that they may be less
commonly used by engineers with less railroad-related experience.

Advance Tracks

yard, in either direction Term cited in 2.3.6.5a.

Block Swap
lA
A track somewhat longer than the maximum train length, or freight main tracks extending to or beyond the outside of the
na
A group of cars heading to the same destination is called a block. The operation where a block is placed in a siding or yard
track to be exchanged between trains or operators is known as the swap. Block swaps may include exchanging crews,
and/or road power.

Body tracks
Fi

Synonyms: Bowl track or Class track. Parallel tracks in a railroad yard upon which cars are switched or stored. Term cited
in Figure 14-2-1 and 2.5.3.1b.

Car Throughput
g

The rate at which cars will be expected to be processed through the classification yard. Term cited in 2.4.5.4.
in

Double yard
A double yard has two separate classification body track areas and switching ladders to handle each direction of traffic
separately. Term cited in 2.3.2.
nd

Drilling
Synonyms: Switching. The back and forth motion of locomotives and cars during switching operations. Term cited in
2.4.5.3.
Pe

Flat Yard
A yard where cars are moved by a locomotive on relatively level tracks as opposed to over a hump.

Gravity / Hump yard

A classification yard where the classification of cars is accomplished by pushing them over a summit, known as a "hump",
beyond which they move by gravity into their assigned track. Term cited in 2.3.2 and 2.4.1

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-G-1

Yards and Terminals

Kicking
Uncoupling cars from the switching locomotive while in motion, allowing the cars to roll freely to other rail cars where
they are expected to couple upon impact.

Ladder tracks
A lead track in which turnouts (switches) are placed connecting successive body tracks in a railroad yard. Term cited in

l
2.4.1b, 2.5.3.1c, 2.7.2.3 and 2.7.2.4.

va
Local yard
A yard intended to handle local traffic within a larger classification yard complex. Term cited in 2.4.1b, 2.5.3.1c, 2.7.2.3
and 2.7.2.4.

ro
Marine Dock
A marine structure at which ships or barges are moored. A dock constructe4d parallel to the shoreline is typically called a
"wharf", while a dock constructed at an angle, ranging from acute to right to the shoreline, is called a "pier". Term cited in

pp
4.1.3.1.

Material Supply Tracks

Tracks for Stores and Maintenance-of-Way departments. Term cited in 2.3.6.5f.

Pin-Puller
lA
A railroad employee responsible for uncoupling cars. Term cited in 2.4.1g.
na
Point Protection
Crew member on or observing movement of the lead car in the direction of movement. Term cited in 2.7.3.

Recommended Practice
Fi

A material, device, design, plan, specification, principle or practice recommended to the railways for use as required, either
exactly as presented or with such modifications as may be necessary or desirable to meet the needs of individual railways,
but in either event, with a view to promoting efficiency and economy in the location, construction, operation or
maintenance of railways. It is not intended to imply that other practices may not be equally acceptable. Term cited in
Foreword, footnote 1.
g

Remote Control Zone

in

One or more tracks within defined limits, within which remote control locomotives, under certain circumstances, may be
operated without an employee assigned to protect the pull-out end of the remote control movement, i.e., the end on which
the locomotive is located. Term cited in 2.7.3.1 and 2.7.3.3.
nd

Retarder
A braking device built into a track to reduce the speed of rolling cars. Examples are Powered, Inert, Hydraulic and
Pneumatic Retarders. Term cited in 2.3.6.5e, 2.4.1.t(2), 2.4.3.2c and 2.4.5.3.
Pe

Scale Track
A track fitted with a scale mechanism to permit the weighing of cars. Term cited in 2.3.6.5c.

Shove Indicators
Synonyms: Clearance Indicators. A signal indicator used to convey the distance to the clear point or stopping point along a
track, or to convey to yard operators instances of cars moving beyond the clearance point on a track. Term cited in 2.3.3f.

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-G-2 AREMA Manual for Railway Engineering

 Glossary

Shoving
Moving cars into a body track where they are not uncoupled from the switching locomotive until they have been coupled to
other cars in the body track. Term cited in 2.3.3f.

Standard Lead Ladder

Ladder tracks arranged such that the angle of the turnout does not change. Term cited in 2.6.5.1.

l
va
Storage tracks
Tracks to ease yard operations where many cars are held to supply local industries or on-line customers. Term cited in
2.3.6.5d.

ro
Switching lead
Synonyms: drill track, pullback, trim track or yard lead. A length of track ahead of the ladder track where cars are pulled
out of a yard (body) track and placed into another yard track. Ideally, this track is longer than longest yard track. Term cited
in 2.3.6.2, 2.7.2.1, 2.7.2.3 and 2.7.3.1.

pp
Tandem Ladder
Ladder tracks arranged such that the angle of the turnout is doubled. This arrangement creates internal switches. Term cited
in 2.5.4.2.

Tandem turnout
lA
Synonyms: inside switch. Used in a tandem ladder. The second of two turnouts, where the first turnout comes off the ladder
track and the second turnout comes off the track created by the first turnout. Typically, the switch ties (head block ties)
na
cross under the ladder track. Term cited in 2.5.4.2.

Thoroughfare tracks
Tracks normally kept free of standing cars for use in moving locomotives and cars from one end of a yard to the other
without fouling the main tracks. Term cited in 2.3.6.5b.
Fi

Yard Air
Used on freight cars that are disconnected from the locomotive to maintain air pressure and permit the testing of air brake
equipment.Term cited in 2.3.3e and 2.6.5.4.
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

AREMA Manual for Railway Engineering 14-G-3

Yards and Terminals

l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-G-4 AREMA Manual for Railway Engineering

 References

l
va
The following list of references used in Chapter 14, Yards and Terminals is placed here in alphabetical order for your
convenience.

1. Assessment of Classification Yard Speed Control Systems, SRI.

ro
2. Innovation in Classification Yard Technology, TRB record 927, 1983.

pp
3. Proceedings of the Second Workshop for Classification Yard Technology, May 1981, report FRA/ORD-81/41.

4. Proceedings of the Workshop for Classification Yard Technology, May 1980, report FRA/ORD-80/17.

5. Railroad Classification Yard Technology Manual, FRA/ORD-81/20 I, II and III.

lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association 14-R-1

Yards and Terminals

l
va
THIS PAGE INTENTIONALLY LEFT BLANK.

ro
pp
lA
na
Fi
g
in
nd
Pe

© 2019, American Railway Engineering and Maintenance-of-Way Association

14-R-2 AREMA Manual for Railway Engineering