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Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
Code for Seismic Design of Railway Engineering
GBJ111—87
1989Beijing
Engineering Construction Standard Full-text Information System
W Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
Code for Seismic Design of Railway Engineering
GBJ111—87
Editor: Ministry of Railways of the People's Republic of China Approval Department: China State Planning Commission of the People's Republic of China Effective Date: July 1, 1988
Engineering Construction Standards Full Text Information System
Engineering Construction Standards Full Text Information System
Notice on the Release of "Railway Engineering Seismic Design Code"
Standards [1987] No. 1609
According to the requirements of the State Planning Commission's Notice [1984] No. 10, the "Railway Engineering Seismic Design Code" compiled by the First Survey and Design Institute of the Ministry of Railways and relevant units has been reviewed by relevant departments. The "Railway Engineering Seismic Design Code" GBJ111-87 is now approved as a national standard and will be implemented from July 1, 1988. This code is managed by the Ministry of Railways, and its specific interpretation and other work are the responsibility of the First Survey and Design Institute of the Ministry of Railways. The publication and distribution is organized by the Basic Construction Standards and Quotas Research Institute of our Commission. State Planning Commission
September 16, 1987
Engineering Construction Standards Full Text Information System
Engineering Construction Standards Full Text Information System
Preparation Instructions
This specification is based on the requirements of the Ministry's (79) Jijizi No. 6 and (79) Jijizi No. 94 documents. The First Survey and Design Institute of the Ministry of Railways and relevant units revised the Ministry's standard "Railway Engineering Seismic Design Code" (Trial) issued in 1977. In 1984, according to the requirements of the State Planning Commission's Notice No. [1984] 10, this specification was included in the national standard formulation plan. During the preparation process, the specification compilation team carefully summarized the experience since the trial of the original specification, organized special scientific research, and conducted relatively extensive investigations and studies. After repeated revisions based on extensive solicitation of opinions from relevant units across the country, this specification was held at a review meeting hosted by the Ministry in July 1986, and was finally finalized after review by relevant departments.
This specification is divided into five chapters and eight appendices. Its main contents include: general provisions, line site and foundation, roadbed and retaining wall, bridge, tunnel, etc. In the process of implementing this specification, please pay attention to accumulating data, summarizing experience, and promptly notify the First Survey and Design Institute of the Ministry of Railways (Railway New Village, Lanzhou, Gansu) of the opinions that need to be revised and supplemented, and copy to the Ministry of Railways Professional Design Institute (Xijiaominxiang, Beijing) for reference during revision.
Ministry of Railways
July 1987
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Main symbols
Action and effect
M. ——Bending moment of the section at the top of the pier foundation
M, —Bending moment of the section at the height of the pier
M. Bending moment of arch foot section of arch bridge
M——seismic moment at point i of i vibration mode
Fii——horizontal seismic force at point i of j vibration modef——horizontal earthquake water pressure per unit pier height at point i of bridge pier in water
Vo——shear force of top section of bridge pier foundation
V. —shear force of arch foot section of arch bridge
Si——effect of action generated by horizontal earthquake action at point iSree——effect of action generated by earthquake action j vibration mode at point iR. —Reaction force of bridge bearing
Fa——Horizontal seismic force of mass point i
Calculation coefficient
ne——Comprehensive influence coefficient
Increase coefficient of horizontal seismic action along height K——Horizontal seismic coefficient
Kc——Sliding stability coefficient
Ko——Overturning stability coefficient
——Modal participation coefficient of vibration mode i of structure β——Dynamic coefficient
Engineering Construction Standard Full-text Information System
Engineering Construction Standard Full-text Information System|| tt||s——Basic period coefficient of arch bridge
β;—Dynamic coefficient corresponding to the natural period T of vibration type j;-Sliding friction coefficient
—Correction coefficient of allowable bearing capacity of foundation soil—Reduction coefficient of mechanical index of liquefied soilGeometric parameters
a——Foundation length of the bottom surface of pier foundation along the direction of external force6——Width of the bottom surface of retaining wall
b;—Width of the verification section 1 of retaining wall
bo——Calculation width of soil resistance on the side of pier foundationdw——Groundwater Buried depth
ds Depth of the standard penetration or static penetration test pointdu——Thickness of the non-liquefied soil layer covering the liquefied soil layerf——Arch bridge height loss
Total height of the structure
Deepness of the foundation below the ground or general scour lineVerification calculationi Calculated height of the section
Height of the foundation or pedestal
Height from the normal water level to the top of the base at the pier
Moment of inertia of the foundation or combined mass about its centroidal axisMoment of inertia of the total mass of the pier about its centroidal axisThe bottom surface of the pier body is perpendicular to Moment of inertia of centroidal axis in calculation direction Core radius in calculation direction of foundation bottom surface
- Resistance moment of pier base section
- Distance from the centroid of section to the edge of maximum compressive stress 1- Bridge span
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Material index
Co- Vertical foundation coefficient corresponding to the foundation soil at the base E- Elastic modulus of the material
m- Proportional coefficient of the foundation coefficient of the soil
I,1. Plasticity index of clay soil
2. Gravity density of material
V 3. Average shear wave velocity of soil layer
4. Internal friction angle of soil
5. Comprehensive internal friction angle of soil
6. Friction angle between the back of retaining wall or abutment and fill soil 0o 7. Basic bearing capacity of foundation soil
8. Allowable bearing capacity of foundation soil
N 9. Measured standard penetration hammer blow number
|Ncr—Liquidation critical standard penetration hammer number
Liquidation critical standard penetration hammer number of soil layer when ds=3m, dw and du=2m, α=1
J-type natural vibration period of structure
T——natural vibration period of structure
11——Horizontal displacement caused by unit horizontal force at pier base812——Horizontal displacement caused by unit bending moment at pier base022
-Single moment at pier base Angle of rotation caused by the bending moment
--mode coordinates of the i-th mode at the mass center of the i-th section of the pier body a
k--mode function of the angular displacement of the mass center of the foundation of the i-th mode 9--seismic angle
m, "--generalized mass of the pier body
K,--generalized stiffness of the pier body
Engineering Construction Standard Full-text Information System
Engineering Construction Standard Full-text Information System
Mass concentrated at the i-th mass point
ms--calculated mass at the top of the pier
maCalculated mass of the beam at the top of the pier
m--mass of the pier foundation
ma--the total calculated mass of the whole span bridge above the arch foot g--gravitational acceleration
Engineering Construction Standard Full-text Information System
Engineering Construction Standard Full-text Information System
Chapter 1
Chapter 2
Section 1||tt| |Section 2
Chapter 3
Section 2
Chapter 4
Section 1
Section 2
Chapter 5
Section 1
Section 2
Appendix—
Appendix 2
Appendix 3
Appendix 4
Appendix 5
Appendix 6
Appendix 7
Appendix 8|| tt||Additional Notes
Line, Site and Foundation
Site and Foundation
Roadbed and Retaining Wall
Verification of Seismic Strength and Stability
Seismic Measures
Verification of Seismic Strength and Stability
Seismic Measures
Verification of Seismic Strength and Stability
Seismic Measures
Average Shear Wave Velocity of Different Rock Soils
Liquefied Soil Determination method
Reduction coefficient of liquefied soil mechanical indicators
Simplified method for seismic calculation of beam bridge piers Calculation of natural vibration characteristics of beam bridge piers and arch bridges... Glossary of this code
Comparison and conversion between legal measurement units used in this code and commonly used non-legal measurement units
Explanation of terms used in this code
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Chapter 1 General Provisions
Article 1.0.1 This code is formulated to implement the principle of prevention as the main measure of seismic resistance, to carry out seismic design of railway projects, and to ensure the smooth flow of railway transportation and the safety of people's lives and property.
This code is applicable to the seismic design of lines, roadbeds, retaining walls, bridges, and tunnels of the newly built national railway network 1435mm standard gauge railways (hereinafter referred to as railways) and industrial enterprise standard gauge railways (hereinafter referred to as industrial enterprise railways) in areas with basic intensity of 7, 8, and 9 degrees. Buildings and new structures with special seismic requirements should be specially studied and designed. Article 1.0.3 Railway projects that have been seismically fortified according to this code, when subjected to an earthquake equivalent to the basic intensity, the damaged parts of 1I and Ⅱ grade railways can be used normally after a little renovation; sub-grade railways and I grade industrial enterprise railways can be restored to traffic after a short-term emergency repair, and bridges, tunnels and other projects of direct-grade industrial enterprise railways will not be seriously damaged.
Article 1.0.4 The design intensity of buildings, unless otherwise specified by the state, shall adopt the basic intensity of the region for Class I, II, III railways and Class I industrial railways; except for the bridge bearings, bridges and shed tunnels of Class II and III industrial railways, which shall adopt the basic intensity of the region, the design intensity of other projects shall be adopted by reducing the basic intensity by 1 degree.
Article 1.0.5 Overpasses, flyovers, overpasses, aqueducts and other buildings crossing the railway shall be seismically designed at a design intensity not lower than that of the railway project at that location. Article 1.0.6 For seismic design of buildings, seismic measures shall be taken in accordance with this code, and the seismic strength and stability shall be verified within the specified range. Article 1.0.7 When verifying the seismic strength and stability of buildings, only the effects of horizontal earthquakes shall be considered. The horizontal earthquake coefficient shall be adopted according to Table 1.0.7. Engineering Construction Standard Full Text Information System
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Engineering Construction Standard Full Text Information System
Design Intensity (Degrees)
Horizontal Seismic Coefficient E
Horizontal Seismic Coefficient
Cantilever structures and prestressed concrete rigid frame bridges with a design intensity of 9 degrees should also take into account vertical seismic action, and should be combined according to the most unfavorable situation of horizontal and vertical seismic action occurring simultaneously. The vertical seismic action can be taken as 7% of the structure's dead load and live load. If conditions permit, it can also be calculated according to the vertical seismic coefficient Kv equal to 0.2. Article 1.0.8 The seismic design scheme for railway engineering should comply with the following principles: 1. Select a location with low basic intensity and favorable seismic resistance. 2. The building has a simple shape, light dead weight, uniform stiffness and mass distribution, and a low center of gravity.
3. Use a connection method that is conducive to improving the integrity of the structure. 4. It is technologically advanced, economically reasonable, and easy to repair and reinforce. Article 1.0.9 In addition to complying with this code, the seismic design of railway projects shall also comply with the requirements of current relevant standards and specifications. Engineering Construction Standards Full-text Information System
Engineering Construction Standards Full-text Information System
Second Grass
Lines, Sites and Foundations
Section 1 Lines
Article 2.1.1 The line should be selected in areas with good engineering geological conditions, open and flat terrain or gentle slopes, and should avoid recently active fault fracture zones, soft foundations such as liquefied sand, clay sand and soft soil, thick loose hillside accumulation layers, areas with severe mudslide development, unstable cliffs and deep valleys, severe hillside deformation and underground cavities that are prone to collapse, and other areas that are unfavorable for earthquake resistance. Article 2.1.2 The line should avoid the main active fault zones in earthquake zones with a basic intensity of 9 degrees. When it is difficult to avoid, it should be selected in its narrower part. Article 2.1.3 In soft areas such as liquefied soil and soft soil, the line should be selected in places with thicker cover layers and low embankments should be set up.
Article 2.1.4 Lines in areas with soft soil, broken rock layers, and unfavorable geological structures should not have deep and long cuttings.
When it is difficult for the line to avoid unstable cliffs and steep walls, tunnels should be used. When the tunnel is located in a mountainous area, the tunnel should be moved inward, and the tunnel entrance should not be located in an area with unfavorable geology that is prone to collapse, landslides, and staggered areas during earthquakes. Article 2.1.5 The location of the bridge should be selected in areas with good foundations and stable riverbanks. When it is difficult to avoid liquefied soil and soft soil foundations, the centerline of the bridge should be orthogonal to the river. Section 2 Site and Foundation
Article 2.2.1 When the response spectrum theory is used to calculate the seismic action of bridge piers and arch bridges, the site soil and site classification shall comply with the following provisions: I. Site Soil Classification
1. Class I Site Soil: The rock and soil layer are dense block soil, boulder soil, or the average shear slope velocity V of the rock and soil layer is greater than 500m/s. Engineering Construction Standard Full Text Information System
W.bzsoso.coI3Article 3 Railway projects that have been seismically fortified according to this code, when subjected to an earthquake of the same intensity as the basic intensity, the damaged parts of 1I and Ⅱ railways can be used normally after a little repair; sub-level railways and 1-level industrial railways can be restored to traffic after a short-term emergency repair, and bridges, tunnels and other projects of 1I and Ⅱ-level industrial railways will not be seriously damaged.
Article 1.0.4 The design intensity of buildings, unless otherwise specified by the state, 1I, Ⅱ, Ⅲ railways and 1-level industrial railways should adopt the basic intensity of the area where they are located; except for the bridge bearings, bridges and shed tunnels that prevent beams from falling, the design intensity of other projects of Ⅱ and Ⅲ-level industrial railways should be reduced by 1 degree according to the basic intensity.
Article 1.0.5 Overpasses, overpasses, overpasses, aqueducts and other buildings across railways should be seismically designed at a design intensity not lower than that of the railway project at that location. Article 1.0.6 The seismic design of buildings shall adopt seismic measures in accordance with this code, and the seismic strength and stability shall be verified within the specified range. Article 1.0.7 When verifying the seismic strength and stability of buildings, only the horizontal earthquake effect shall be considered. The horizontal seismic coefficient shall be adopted according to Table 1.0.7. Engineering Construction Standard Full Text Information System
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Engineering Construction Standard Full Text Information System
Design Intensity (Degree)
Horizontal Seismic Coefficient E
Horizontal Seismic Coefficient
Cantilever structures and prestressed concrete rigid frame bridges with a design intensity of 9 degrees shall also include vertical seismic effects, and shall be combined according to the most unfavorable situation where horizontal and vertical seismic effects occur simultaneously. The vertical seismic effect can be taken as 7% of the structural dead load and live load. If conditions permit, it can also be calculated based on the vertical seismic coefficient Kv equal to 0.2. Article 1.0.8 The seismic design scheme for railway projects shall comply with the following principles: 1. Select a location with low basic intensity and favorable seismic resistance. 2. The building shall have a simple shape, light weight, uniform distribution of rigidity and mass, and a low center of gravity.
3. Use a connection method that is conducive to improving the integrity of the structure. 4. Be technologically advanced, economically reasonable, and easy to repair and reinforce. Article 1.0.9 In addition to complying with this code, the seismic design of railway projects shall also comply with the requirements of current relevant standards and specifications. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Second Grass
Lines, Sites and Foundations
Section 1 Lines
Article 2.1.1 The line should be selected in areas with good engineering geological conditions, open and flat terrain or gentle slopes, and should avoid recently active fault fracture zones, soft foundations such as liquefied sand, clay sand and soft soil, thick loose hillside accumulation layers, areas with serious mudslide development, unstable cliffs and deep valleys, serious hillside deformation and underground cavities that are prone to collapse, and areas that are unfavorable for earthquake resistance. Article 2.1.2 The line should avoid the main active fault zones in earthquake zones with a basic intensity of 9 degrees. When it is difficult to avoid, it should be selected in its narrower part. Article 2.1.3 In soft areas such as liquefied soil and soft soil, the line should be selected in areas with thicker covering layers and low embankments should be set up.
Article 2.1.4 Deep and long cuttings should not be made for lines in areas with soft soil, broken rock layers, and unfavorable geological structures.
When it is difficult for a line to avoid unstable cliffs and steep walls, tunnels should be used. When tunnels are located in mountainous areas, they should be moved inward, and tunnel entrances should not be located in areas with unfavorable geological conditions such as collapse, landslides, and scattered areas that are prone to earthquakes. Article 2.1.5 The location of bridges should be selected in areas with good foundations and stable riverbanks. When it is difficult to avoid liquefied soil and soft soil foundations, the centerline of the bridge should be orthogonal to the river. Section 2 Site and Foundation
Article 2.2.1 When the response spectrum theory is used to calculate the seismic effects of bridge piers and arch bridges, the assessment of site soil and site classification should comply with the following provisions: I. Site soil classification
1. Class I site soil: Rocks and soil layers are dense block soil, boulder soil, or the average shear slope velocity V of rocks and soil layers is greater than 500m/s. Engineering Construction Standards Full Text Information System
W.bzsoso.coI3Article 3 Railway projects that have been seismically fortified according to this code, when subjected to an earthquake of the same intensity as the basic intensity, the damaged parts of 1I and Ⅱ railways can be used normally after a little repair; sub-level railways and 1-level industrial railways can be restored to traffic after a short-term emergency repair, and bridges, tunnels and other projects of 1I and Ⅱ-level industrial railways will not be seriously damaged. bzxZ.net
Article 1.0.4 The design intensity of buildings, unless otherwise specified by the state, 1I, Ⅱ, Ⅲ railways and 1-level industrial railways should adopt the basic intensity of the area where they are located; except for the bridge bearings, bridges and shed tunnels that prevent beams from falling, the design intensity of other projects of Ⅱ and Ⅲ-level industrial railways should be reduced by 1 degree according to the basic intensity.
Article 1.0.5 Overpasses, overpasses, overpasses, aqueducts and other buildings across railways should be seismically designed at a design intensity not lower than that of the railway project at that location. Article 1.0.6 The seismic design of buildings shall adopt seismic measures in accordance with this code, and the seismic strength and stability shall be verified within the specified range. Article 1.0.7 When verifying the seismic strength and stability of buildings, only the horizontal earthquake effect shall be considered. The horizontal seismic coefficient shall be adopted according to Table 1.0.7. Engineering Construction Standard Full Text Information System
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Engineering Construction Standard Full Text Information System
Design Intensity (Degree)
Horizontal Seismic Coefficient E
Horizontal Seismic Coefficient
Cantilever structures and prestressed concrete rigid frame bridges with a design intensity of 9 degrees shall also include vertical seismic effects, and shall be combined according to the most unfavorable situation where horizontal and vertical seismic effects occur simultaneously. The vertical seismic effect can be taken as 7% of the structural dead load and live load. If conditions permit, it can also be calculated based on the vertical seismic coefficient Kv equal to 0.2. Article 1.0.8 The seismic design scheme for railway projects shall comply with the following principles: 1. Select a location with low basic intensity and favorable seismic resistance. 2. The building shall have a simple shape, light weight, uniform distribution of rigidity and mass, and a low center of gravity.
3. Use a connection method that is conducive to improving the integrity of the structure. 4. Be technologically advanced, economically reasonable, and easy to repair and reinforce. Article 1.0.9 In addition to complying with this code, the seismic design of railway projects shall also comply with the requirements of current relevant standards and specifications. Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Second Grass
Lines, Sites and Foundations
Section 1 Lines
Article 2.1.1 The line should be selected in areas with good engineering geological conditions, open and flat terrain or gentle slopes, and should avoid recently active fault fracture zones, soft foundations such as liquefied sand, clay sand and soft soil, thick loose hillside accumulation layers, areas with serious mudslide development, unstable cliffs and deep valleys, serious hillside deformation and underground cavities that are prone to collapse, and areas that are unfavorable for earthquake resistance. Article 2.1.2 The line should avoid the main active fault zones in earthquake zones with a basic intensity of 9 degrees. When it is difficult to avoid, it should be selected in its narrower part. Article 2.1.3 In soft areas such as liquefied soil and soft soil, the line should be selected in areas with thicker covering layers and low embankments should be set up.
Article 2.1.4 Deep and long cuttings should not be made for lines in areas with soft soil, broken rock layers, and unfavorable geological structures.
When it is difficult for a line to avoid unstable cliffs and steep walls, tunnels should be used. When tunnels are located in mountainous areas, they should be moved inward, and tunnel entrances should not be located in areas with unfavorable geological conditions such as collapse, landslides, and scattered areas that are prone to earthquakes. Article 2.1.5 The location of bridges should be selected in areas with good foundations and stable riverbanks. When it is difficult to avoid liquefied soil and soft soil foundations, the centerline of the bridge should be orthogonal to the river. Section 2 Site and Foundation
Article 2.2.1 When the response spectrum theory is used to calculate the seismic effects of bridge piers and arch bridges, the assessment of site soil and site classification should comply with the following provisions: I. Site soil classification
1. Class I site soil: Rocks and soil layers are dense block soil, boulder soil, or the average shear slope velocity V of rocks and soil layers is greater than 500m/s. Engineering Construction Standards Full Text Information System
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