What are catch and slip sidings? How are runaway trains managed?

July 17, 2019, 2:00 PM

Catch sidings are sidings provided to divert runaway trains off the main line on approach to a station, or on steep downward slopes. Points are normally set to route all trains to the siding, which may end in a sand trap to slow down and halt any train that is moving too fast and out of control. This prevents runaways from entering station or yard limits, or from hurtling down a slope and derailing.

A train that has to proceed on the main line must come to a halt before the catch siding (usually a signal is provided for this), and wait to get authorization to proceed. In some cases, this happens when the driver sounds the horn or whistle to let the signalman or station crew know the train is waiting for the authorization to proceed. In some cases, especially in remote areas, the loco crew is provided with a key by the signal cabin in advance; this key unlocks the points to allow the train to proceed on the main line.

In a few cases, there are also automatic points that have sensors that set the points after detecting that the train has approached and waited for a prescribed period of time. In less busy sections, station crew or pointsmen may also arrive to manually set the points using a lever at the location, rather than operating them remotely.

Slip sidings are similar, but they are located on main lines in the direction away from a station or yard. Again, the points are normally set to divert all trains away from the main line, and a train must halt until the points are set and the signal (if provided) pulled off before proceeding. Slip sidings are often provided when there is a downward slope (greater than 1 in 26 or so) away from the station or yard, as then there is a risk of stabled rakes rolling out of the station or yard limits if the brakes fail.

Slip sidings are also provided on single line sections at cross-over points to protect trains that are waiting for a cross-over, from collisions if a train coming in the opposite direction fails to stop in time and overshoots the cross-over points. Slip sidings are also used when a double line ends to become a single line.

Shunting operations in yards are also normally carried out with the points set normally to lead away from the main line, except for very rare occasions where shunting activity must be carried out on the main line. For any train starting from the station (either with rake having been marshalled there or with coaches or wagons having been attached or detached at that station), where vacuum or air continuity was lost and brake power has to be rebuilt, the points are set for the main line only when the driver signals (using the horn or whistle) that brake power has been regained fully.

Source – IFRCA.org

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