Some standard content:
Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
GB50090—99
Code for design of railway line
Code for design of railway line
1999-03-08
State Administration of Quality and Technical Supervision
Ministry of Construction of the People's Republic of China
Engineering Construction Standard Full-text Information System
1999-07-01
Jointly Issued
W.bzsoso.coD Engineering Construction Standard Full-text Information System
National Standard of the People's Republic of China
Code for design of railway line
Code for design of railway line
GB50090—99
Editor Department: Ministry of Railways of the People's Republic of China Approval Department: Ministry of Construction of the People's Republic of China Implementation Date: 199 July 1, 1999
1999 Bei
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Notice on the Release of National Standards "Railway Line Design Specifications" and "Railway Station and Hub Design Specifications" Jianbiao [1999] No. 71
According to the requirements of the "1994 Engineering Construction Standard Quota Formulation and Revision Plan (Jizonghe [19947240] No.)" of the State Planning Commission, the "Railway Line Design Specifications" and "Railway Station and Hub Design Specifications" jointly formulated by the Ministry of Railways and relevant departments have been reviewed and approved as mandatory national standards by relevant departments, with numbers GB5009099 and GB50091-99 respectively, and will be implemented from July 1, 1999. The original "Railway Line Design Specifications" GBJ90-85 and "Railway Station and Hub Design Specifications" GBJ91-85 will be abolished at the same time. The two specifications are managed by the Ministry of Railways. The First Survey and Design Institute of the Ministry of Railways is responsible for the specific interpretation of the Railway Line Design Code; the Fourth Survey and Design Institute of the Ministry of Railways is responsible for the specific interpretation of the Railway Station and Hub Design Code. The two codes are published and distributed by the Standard and Quota Research Institute of the Ministry of Construction and China Planning Press.
Ministry of Construction of the People's Republic of China
March 8, 1999
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This code is based on the requirements of the Ministry of Construction and the Ministry of Railways, and is supplemented and revised on the basis of the Railway Line Design Code GBJ90-85 issued by the State Planning Commission in 1985.
This code mainly includes general provisions, the plane and longitudinal section of the line, the distribution of stations, the intersection of railways and roads, and the mainline track and other technical contents. This specification is based on the technical development direction of my country's railways, in line with the principle of gradually implementing the main technical policies of railways, reflecting the scientific and technological progress of railways and focusing on input-output. It absorbs the successful experience of railway design, construction and operation since the implementation of the original specification and a large number of special scientific research results, introduces the design concept of adopting and reasonably matching technical standards and equipment at different levels for different lines, highlights the system concept of reasonable matching of mobile equipment and fixed equipment and coordinated design of main technical standards of railways, strives to avoid "big and complete" or "small and complete" design standards, and after widely soliciting opinions from relevant units and experts, the following main contents are added and revised:
1. The maximum speed of passenger trains applicable to this specification is increased from 120km/h to 140km/h.
2. The technical contents related to steam locomotive traction and the contents not formulated by this specification are deleted.
3. The provisions for selecting the design speed and its related technical standards for each section are added.
4. The selection principles of some main technical standards of railways are added. 5. The division of design years for new railways is revised. 6. Revised the critical traffic volume standards for railway classification. 7. Revised the minimum circular curve radius standards for railways of all levels. 8. Revised the plane design standards such as the length of the transition curve, the minimum length of the circular curve and the straight line.
9. Revised the limit slope standards for railways of all levels. 10. Revised the line longitudinal section connection standards and the maximum slope standards for station aprons. 11. Added the station distribution standards for double-track railways. 12. Added the equipment maintenance "skylight" standard in the design of interval capacity. 13. Revised the distribution principles of intermediate stations and passing stations. 14. Revised the setting conditions for railway and road grade separation. 15. Added the traffic volume standards and safety protection equipment configuration requirements for manned crossings.
16. Added and revised the horizontal and vertical section design standards for some crossings. 17. The classification standard of mainline track types has been revised, and the laying standard of profiled concrete sleepers has been added.
18. General provisions for seamless lines across sections have been added. 19. The standard for the top width of the seamless line ballast has been revised. 20. The provisions for the selection of the number of mainline turnouts have been revised. The specific interpretation unit of this specification is the First Survey and Design Institute of the Ministry of Railways (address: No. 75, Hezheng Road, Lanzhou City, zip code 730000). The editor-in-chief, participating units and main drafters of this specification: Editor-in-chief: The First Survey and Design Institute of the Ministry of Railways Participating units: Southwest Jiaotong University
Railway Science Research Institute
Professional Design Institute of the Ministry of Railways
Main drafters: Mi Long Liang Dongshi Ma Wei Wang Qirong Zhou Yongfu Hu Xiaoyong Xu Qiuhan Zeng Shugu Lei Qianxiang Huang Jian Wang Mingzhi
Gao Yimin
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2Terms and Symbols
2.1Terms…
2.2Symbols
3Plan and Longitudinal Section of Line
3.1Plan…
3.2Longitudinal Section
4Station Distribution
5Intersection of Railway and Road
5.1Graduate Intersection of Railway and Road
50000 000006000
Focus on the electric power
C80600800601008000006000060008060606000000660000080800808800686Mainline track
6.1Track type
6.2Rail and accessories
.......
6.3 Sleepers and fasteners
++++++++
00000+00
···········
6.6 Track ancillary equipment and spare materials
Explanation of terms used in this specification.…
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Engineering Construction Standard Full-text Information System
1 General provisions
1.0.1 This specification is formulated to unify the technical standards for railway line design and to make the railway line design meet the requirements of safety, applicability, advanced technology and economic rationality. 1.0.2 This specification applies to the design of standard gauge railways in the national railway network where passenger and freight trains run on the same line, and the maximum speed of passenger trains is less than or equal to 140km/h. 1.0.3 The design year of railways should be divided into two phases, namely, near-term and long-term. New railways can also be divided into three phases: initial, near-term and long-term. The initial phase is the third year after delivery and operation, the near-term phase is the fifth year after delivery and operation, and the long-term phase is the tenth year after delivery and operation. The initial, near-term and long-term phases all adopt the survey volume. For buildings and equipment that can be gradually modified and expanded, they should be determined according to the initial and near-term volume and transportation nature, and the conditions for long-term development should be reserved. For buildings and equipment that are not easy to modify or expand, they should be determined according to the long-term volume and transportation nature. 1.0.4 The grade of newly built and rebuilt railways (or sections) shall be determined according to their role, nature and long-term passenger and freight volume in the railway network, and shall comply with the following provisions: Grade I railway: railways that play a backbone role in the railway network, with a long-term annual passenger and freight volume greater than or equal to 20Mt; Grade II railways that play a backbone role in the railway network, with a long-term annual passenger and freight volume less than 20Mt, or railways that play a connecting or auxiliary role in the railway network, with a long-term annual passenger and freight volume greater than or equal to 10Mt; Grade III railways that serve a certain region and have regional transportation characteristics, with a long-term annual passenger and freight volume less than 10Mt. Note: The annual passenger and freight volume is the sum of the freight volume in the heavy vehicle direction and the freight volume converted by the number of passenger car pairs. One pair of passenger trains per day is converted to 1.0M annual freight volume. 1.0.5 The design speed of passenger trains on the design line shall be reasonably selected based on factors such as transportation demand, railway grade, number of main lines and terrain conditions, and shall not be greater than the values specified in Table 1.0.5-1.
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Table 1.0.5-1
Maximum Design Speed of Passenger Trains (km/h)Railway Grade
Number of Main Lines
Maximum Design Speed of Passenger Trains
When the transportation demand or terrain and operating conditions along the line vary greatly and there are sufficient technical and economic basis, the design speed of passenger trains can be selected for each section. The design speed of passenger trains on sections of railways of all levels shall comply with the provisions of Table 1.0.5-2. The length of sections with different design speeds of passenger trains shall be determined based on factors such as railway grade, terrain type, and horizontal and longitudinal section conditions of the line. The length of the section should not be too short. Hilly and mountainous areas can be divided according to terrain units. Plain areas should be coordinated with locomotive routes. Table 1.0.5-2 Design speed of passenger trains on sections of railways of all levels (km/h) Railway level
Number of main lines
Terrain type
140, 120
120, 100, 80
120, 100
100,80
120, 100
Note: If there is sufficient technical and economic basis, the design speed of passenger trains on sections of second lines of Class I railways in hilly areas can be 100km/h.
The following main technical standards for railways of all levels shall be determined in the design through comprehensive comparison according to the annual transport capacity required by the state and the determined railway grade: 1. Number of main lines;
- Type of traction;
- Type of locomotive;
- Restricted slope;
- Minimum curve radius;
- Locomotive route;
- Station distribution,
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- Effective length of arrival and departure line;
- Block type.
1.0.7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines shall be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines shall be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the national annual transport capacity and the number of passenger cars is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line, and the distribution of power resources, combined with the locomotive type. Electric traction should be given priority on main trunk lines with large traffic volume, large slopes, long tunnels, or lines adjacent to tunnels.
1.0.9 The locomotive type should be determined through technical and economic comparison based on the traction type, transportation demand, and the principle of coordination with the horizontal and longitudinal technical standards of the line, combined with the station distribution and the traction quality of the adjacent line.
1.0.10 The locomotive route should be determined through technical and economic comparison based on the traction type, locomotive type, traffic characteristics, crew system, line conditions, combined with the road network planning and locomotive equipment layout.
The locomotive route should be a long route.
1.0.11 A certain amount of reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be taken into account. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, and 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types of single-track and double-track railways should adopt semi-automatic blocking and automatic blocking respectively. The same blocking type should be used in a section. 1.0.14 The height of the track used to calculate the width of the roadbed, the clearance of bridges and tunnels and other permanent buildings shall be determined according to the long-term transportation volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment shall be designed based on the principle of combining permanence and temporary nature. 1.0.16 The design plan for reconstruction of existing lines and the construction of second lines shall take into account the mutual interference between construction and transportation, and shall be determined through technical and economic comparison in combination with the guiding construction transition design. The reconstruction of existing lines and the construction of second lines shall make full use of existing buildings and equipment and avoid major demolition and modification, provided that the transportation capacity and design speed of the design year are met. The dismantled and replaced equipment shall be used as much as possible. 1.0.18 The limits of railway buildings and equipment shall comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20 In addition to complying with this specification, railway line design shall also comply with the provisions of the relevant mandatory standards currently in force in the country.
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2 Terms and Symbols
2.1 Terms
2.1.1 Design Section (Section) Design section (section) In the design line (or section), each section of the line where the standards of buildings and equipment related to the speed of travel are determined according to the specified different passenger train design speeds. Referred to as section.
2.1.2 Design running speed of passenger train in section (section design speed) Design running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains for the standards of buildings and equipment related to running speed in each design section. It is referred to as section design speed. 2.1.3 Annual transporting capacity required by the state
The annual freight transporting capacity of the railway with a long-term scale required by the state after the tenth year of operation.
2.1.4 Equivalent traffic volume at grade crossing The product of the number of trains passing through the grade crossing in a day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 Platform at grade crossing The horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 Oversection seamless track The locking range of the rails spans two or more sections and the seamless track adopts seamless turnouts on the main line of the station.
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Engineering Construction Standard Full Text Information System
2.2.1 Geometric parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficient
Engineering Construction Standard Full Text Information System5-1
Maximum Design Speed of Passenger Trains (km/h)Railway Grade
Number of Main Lines
Maximum Design Speed of Passenger Trains
When the transportation demand or terrain and operating conditions along the line vary greatly and there are sufficient technical and economic basis, the design speed of passenger trains can be selected for each section. The design speed of passenger trains on sections of railways of all levels shall comply with the provisions of Table 1.0.5-2. The length of sections for different design speeds of passenger trains shall be determined based on factors such as railway grade, terrain type, and line horizontal and vertical section conditions. The length of the section should not be too short. Hilly and mountainous areas can be divided according to terrain units, and plain areas should be coordinated with locomotive crossings. Table 1.0.5-2 Design speed of passenger trains on railway sections of various levels (km/h) Railway level
Number of main lines
Terrain type
140, 120
120, 100, 80
120, 100
100,80
120, 100
Note: If there is sufficient technical and economic basis, the design speed of passenger trains on sections of Class I railways with a second line in hilly areas may be 100km/h.
The following main technical standards for railways of all levels shall be determined in the design through comprehensive comparison according to the annual transport capacity required by the state and the determined railway grade: 1. Number of main lines;
- Type of traction;
- Type of locomotive;
- Restricted slope;
- Minimum curve radius;
- Locomotive route;
- Station distribution,
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- Effective length of arrival and departure line;
- Block type.
1.0.7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines shall be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines shall be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the national annual transport capacity and the number of passenger cars is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line, and the distribution of power resources, combined with the locomotive type. Electric traction should be given priority on main trunk lines with large traffic volume, large slopes, long tunnels, or lines adjacent to tunnels.
1.0.9 The locomotive type should be determined through technical and economic comparison based on the traction type, transportation demand, and the principle of coordination with the horizontal and longitudinal technical standards of the line, combined with the station distribution and the traction quality of the adjacent line.
1.0.10 The locomotive route should be determined through technical and economic comparison based on the traction type, locomotive type, traffic characteristics, crew system, line conditions, combined with the road network planning and locomotive equipment layout.
The locomotive route should be a long route.
1.0.11 A certain amount of reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be taken into account. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, and 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types of single-track and double-track railways should adopt semi-automatic blocking and automatic blocking respectively. The same blocking type should be used in a section. 1.0.14 The height of the track used to calculate the width of the roadbed, the clearance of bridges and tunnels and other permanent buildings shall be determined according to the long-term transportation volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment shall be designed based on the principle of combining permanence and temporary nature. 1.0.16 The design plan for reconstruction of existing lines and the construction of second lines shall take into account the mutual interference between construction and transportation, and shall be determined through technical and economic comparison in combination with the guiding construction transition design. The reconstruction of existing lines and the construction of second lines shall make full use of existing buildings and equipment and avoid major demolition and modification, provided that the transportation capacity and design speed of the design year are met. The dismantled and replaced equipment shall be used as much as possible. 1.0.18 The limits of railway buildings and equipment shall comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20 In addition to complying with this specification, railway line design shall also comply with the provisions of the relevant mandatory standards currently in force in the country.
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2 Terms and Symbols
2.1 Terms
2.1.1 Design Section (Section) Design section (section) In the design line (or section), each section of the line where the standards of buildings and equipment related to the speed of travel are determined according to the specified different passenger train design speeds. Referred to as section.
2.1.2 Design running speed of passenger train in section (section design speed) Design running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains for the standards of buildings and equipment related to running speed in each design section. It is referred to as section design speed. 2.1.3 Annual transporting capacity required by the state
The annual freight transporting capacity of the railway with a long-term scale required by the state after the tenth year of operation.
2.1.4 Equivalent traffic volume at grade crossing The product of the number of trains passing through the grade crossing in a day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 Platform at grade crossing The horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 Oversection seamless track The locking range of the rails spans two or more sections and the seamless track adopts seamless turnouts on the main line of the station.
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Engineering Construction Standard Full Text Information System
2.2.1 Geometric parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficient
Engineering Construction Standard Full Text Information System5-1
Maximum Design Speed of Passenger Trains (km/h)Railway Grade
Number of Main Lines
Maximum Design Speed of Passenger Trains
When the transportation demand or terrain and operating conditions along the line vary greatly and there are sufficient technical and economic basis, the design speed of passenger trains can be selected for each section. The design speed of passenger trains on sections of railways of all levels shall comply with the provisions of Table 1.0.5-2. The length of sections for different design speeds of passenger trains shall be determined based on factors such as railway grade, terrain type, and line horizontal and vertical section conditions. The length of the section should not be too short. Hilly and mountainous areas can be divided according to terrain units, and plain areas should be coordinated with locomotive crossings. Table 1.0.5-2 Design speed of passenger trains on railway sections of various levels (km/h) Railway level
Number of main lines
Terrain type
140, 120
120, 100, 80
120, 100
100,80
120, 100
Note: If there is sufficient technical and economic basis, the design speed of passenger trains on sections of Class I railways with a second line in hilly areas may be 100km/h.
The following main technical standards for railways of all levels shall be determined in the design through comprehensive comparison according to the annual transport capacity required by the state and the determined railway grade: 1. Number of main lines;
- Type of traction;
- Type of locomotive;
- Restricted slope;
- Minimum curve radius;
- Locomotive route;
- Station distribution,
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- Effective length of arrival and departure line;
- Block type.
1.0.7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines shall be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines shall be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the national annual transport capacity and the number of passenger cars is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line, and the distribution of power resources, combined with the locomotive type. Electric traction should be given priority on main trunk lines with large traffic volume, large slopes, long tunnels, or lines adjacent to tunnels.
1.0.9 The locomotive type should be determined through technical and economic comparison based on the traction type, transportation demand, and the principle of coordination with the horizontal and longitudinal technical standards of the line, combined with the station distribution and the traction quality of the adjacent line.
1.0.10 The locomotive route should be determined through technical and economic comparison based on the traction type, locomotive type, traffic characteristics, crew system, line conditions, combined with the road network planning and locomotive equipment layout.
The locomotive route should be a long route.
1.0.11 A certain amount of reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be taken into account. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, and 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types of single-track and double-track railways should adopt semi-automatic blocking and automatic blocking respectively. The same blocking type should be used in a section. 1.0.14 The height of the track used to calculate the width of the roadbed, the clearance of bridges and tunnels and other permanent buildings shall be determined according to the long-term transportation volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment shall be designed based on the principle of combining permanence and temporary nature. 1.0.16 The design plan for reconstruction of existing lines and the construction of second lines shall take into account the mutual interference between construction and transportation, and shall be determined through technical and economic comparison in combination with the guiding construction transition design. The reconstruction of existing lines and the construction of second lines shall make full use of existing buildings and equipment and avoid major demolition and modification, provided that the transportation capacity and design speed of the design year are met. The dismantled and replaced equipment shall be used as much as possible. 1.0.18 The limits of railway buildings and equipment shall comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20 In addition to complying with this specification, railway line design shall also comply with the provisions of the relevant mandatory standards currently in force in the country.
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2 Terms and Symbols
2.1 Terms
2.1.1 Design Section (Section) Design section (section) In the design line (or section), each section of the line where the standards of buildings and equipment related to the speed of travel are determined according to the specified different passenger train design speeds. Referred to as section.
2.1.2 Design running speed of passenger train in section (section design speed) Design running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains for the standards of buildings and equipment related to running speed in each design section. It is referred to as section design speed. 2.1.3 Annual transporting capacity required by the state
The annual freight transporting capacity of the railway with a long-term scale required by the state after the tenth year of operation.
2.1.4 Equivalent traffic volume at grade crossing The product of the number of trains passing through the grade crossing in a day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 Platform at grade crossing The horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 Oversection seamless track The locking range of the rails spans two or more sections and the seamless track adopts seamless turnouts on the main line of the station.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
2.2.1 Geometric parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficient
Engineering Construction Standard Full Text Information System5-2 Design speed of passenger trains on railway sections of all levels (km/h)Railway level
Number of main lines
Terrain type
140, 120
120, 100, 80
120, 100
100,80
120, 100
Note: If there is sufficient technical and economic basis, the design speed of passenger trains on sections of Class I railways with additional second lines in hilly areas may be 100km/h.
The following main technical standards for railways of all levels shall be determined in the design through comprehensive comparison according to the annual transport capacity required by the state and the determined railway grade: 1. Number of main lines;
- Type of traction;
- Type of locomotive;
- Restricted slope;
- Minimum curve radius;
- Locomotive route;
- Station distribution,
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W Engineering Construction Standard Full Text Information System
- Effective length of arrival and departure line;
- Block type.
1.0.7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines shall be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines shall be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the national annual transport capacity and the number of passenger cars is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line, and the distribution of power resources, combined with the locomotive type. Electric traction should be given priority on main trunk lines with large traffic volume, large slopes, long tunnels, or lines adjacent to tunnels.
1.0.9 The locomotive type should be determined through technical and economic comparison based on the traction type, transportation demand, and the principle of coordination with the horizontal and longitudinal technical standards of the line, combined with the station distribution and the traction quality of the adjacent line.
1.0.10 The locomotive route should be determined through technical and economic comparison based on the traction type, locomotive type, traffic characteristics, crew system, line conditions, combined with the road network planning and locomotive equipment layout.
The locomotive route should be a long route.
1.0.11 A certain amount of reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be taken into account. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, and 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types of single-track and double-track railways should adopt semi-automatic blocking and automatic blocking respectively. The same blocking type should be used in a section. 1.0.14 The height of the track used to calculate the width of the roadbed, the clearance of bridges and tunnels and other permanent buildings shall be determined according to the long-term transportation volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment shall be designed based on the principle of combining permanence and temporary nature. 1.0.16 The design plan for reconstruction of existing lines and the construction of second lines shall take into account the mutual interference between construction and transportation, and shall be determined through technical and economic comparison in combination with the guiding construction transition design. The reconstruction of existing lines and the construction of second lines shall make full use of existing buildings and equipment and avoid major demolition and modification, provided that the transportation capacity and design speed of the design year are met. The dismantled and replaced equipment shall be used as much as possible. 1.0.18 The limits of railway buildings and equipment shall comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20 In addition to complying with this specification, railway line design shall also comply with the provisions of the relevant mandatory standards currently in force in the country.
Engineering Construction Standards Full Text Information System
W.bzsoso.coIEngineering Construction Standards Full Text Information System
2 Terms and Symbols
2.1 Terms
2.1.1 Design Section (Section) Design section (section) In the design line (or section), each section of the line where the standards of buildings and equipment related to the speed of travel are determined according to the specified different passenger train design speeds. Referred to as section.
2.1.2 Design running speed of passenger train in section (section design speed) Design running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains for the standards of buildings and equipment related to running speed in each design section. It is referred to as section design speed. 2.1.3 Annual transporting capacity required by the state
The annual freight transporting capacity of the railway with a long-term scale required by the state after the tenth year of operation.
2.1.4 Equivalent traffic volume at grade crossing The product of the number of trains passing through the grade crossing in a day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 Platform at grade crossing The horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 Oversection seamless track The locking range of the rails spans two or more sections and the seamless track adopts seamless turnouts on the main line of the station.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
2.2.1 Geometric parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficientwww.bzxz.net
Engineering Construction Standard Full Text Information System5-2 Design speed of passenger trains on railway sections of all levels (km/h)Railway level
Number of main lines
Terrain type
140, 120
120, 100, 80
120, 100
100,80
120, 100
Note: If there is sufficient technical and economic basis, the design speed of passenger trains on sections of Class I railways with additional second lines in hilly areas may be 100km/h.
The following main technical standards for railways of all levels shall be determined in the design through comprehensive comparison according to the annual transport capacity required by the state and the determined railway grade: 1. Number of main lines;
- Type of traction;
- Type of locomotive;
- Restricted slope;
- Minimum curve radius;
- Locomotive route;
- Station distribution,
Engineering Construction Standard Full Text Information System
W Engineering Construction Standard Full Text Information System
- Effective length of arrival and departure line;
- Block type.
1.0.7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines shall be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines shall be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the national annual transport capacity and the number of passenger cars is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line, and the distribution of power resources, combined with the locomotive type. Electric traction should be given priority on main trunk lines with large traffic volume, large slopes, long tunnels, or lines adjacent to tunnels.
1.0.9 The locomotive type should be determined through technical and economic comparison based on the traction type, transportation demand, and the principle of coordination with the horizontal and longitudinal technical standards of the line, combined with the station distribution and the traction quality of the adjacent line.
1.0.10 The locomotive route should be determined through technical and economic comparison based on the traction type, locomotive type, traffic characteristics, crew system, line conditions, combined with the road network planning and locomotive equipment layout.
The locomotive route should be a long route.
1.0.11 A certain amount of reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be taken into account. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, and 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types of single-track and double-track railways should adopt semi-automatic blocking and automatic blocking respectively. The same blocking type should be used in a section. 1.0.14 The height of the track used to calculate the width of the roadbed, the clearance of bridges and tunnels and other permanent buildings shall be determined according to the long-term transportation volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment shall be designed based on the principle of combining permanence and temporary nature. 1.0.16 The design plan for reconstruction of existing lines and the construction of second lines shall take into account the mutual interference between construction and transportation, and shall be determined through technical and economic comparison in combination with the guiding construction transition design. The reconstruction of existing lines and the construction of second lines shall make full use of existing buildings and equipment and avoid major demolition and modification, provided that the transportation capacity and design speed of the design year are met. The dismantled and replaced equipment shall be used as much as possible. 1.0.18 The limits of railway buildings and equipment shall comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20 In addition to complying with this specification, railway line design shall also comply with the provisions of the relevant mandatory standards currently in force in the country.
Engineering Construction Standards Full Text Information System
W.bzsoso.coIEngineering Construction Standards Full Text Information System
2 Terms and Symbols
2.1 Terms
2.1.1 Design Section (Section) Design section (section) In the design line (or section), each section of the line where the standards of buildings and equipment related to the speed of travel are determined according to the specified different passenger train design speeds. Referred to as section.
2.1.2 Design running speed of passenger train in section (section design speed) Design running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains for the standards of buildings and equipment related to running speed in each design section. It is referred to as section design speed. 2.1.3 Annual transporting capacity required by the state
The annual freight transporting capacity of the railway with a long-term scale required by the state after the tenth year of operation.
2.1.4 Equivalent traffic volume at grade crossing The product of the number of trains passing through the grade crossing in a day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 Platform at grade crossing The horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 Oversection seamless track The locking range of the rails spans two or more sections and the seamless track adopts seamless turnouts on the main line of the station.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
2.2.1 Geometric parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficient
Engineering Construction Standard Full Text Information System7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines should be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines should be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the annual transportation capacity and passenger car logarithm required by the state is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line and the distribution of power resources, combined with the type of locomotive. Electric traction should be used first on main lines with large traffic volume, large slopes, long tunnels or lines adjacent to tunnels.
1.0.9 The type of locomotive should be determined through technical and economic comparison based on the type of traction, transportation demand and the principle of coordination with the technical standards of the horizontal and longitudinal sections of the line, combined with the distribution of stations and the traction quality of adjacent lines.
1.0.10 The locomotive route should be determined according to the type of traction, locomotive type, traffic characteristics, crew system, line conditions, combined with the network planning and locomotive equipment layout, after technical and economic comparison.
The locomotive route should be a long route.
1.0.11 A certain reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be considered. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types for single-track and double-track railways should be semi-automatic blocking and automatic blocking respectively. The same type of blocking should be used in a section. 1.0.14 The track height used to calculate the roadbed width, bridge and tunnel clearance and other permanent building clearance should be determined according to the long-term traffic volume and operating conditions. 1.0.15 For railways using electric traction, if diesel traction is required for transition, its buildings and equipment should be designed based on the principle of combining permanence and temporary. 1.0.16 The design plan for rebuilding existing lines and adding a second line should take into account the mutual interference between construction and transportation, and be determined through technical and economic comparison in combination with the guiding construction transition design.
Reconstruction of existing lines and construction of second lines should be based on the premise of meeting the design annual transmission capacity and design speed, making full use of existing buildings and equipment to avoid major demolition and reconstruction. The dismantled equipment should be used as much as possible. 1.0.18 The limits of railway buildings and equipment should comply with the provisions of the current national standards "Limits of Standard Gauge Railway Locomotives and Rolling Stock" GB146.1 and "Limits of Standard Gauge Railway Buildings" GB146.2.
Railway line design should pay attention to the needs of farmland water conservancy, save land, and occupy less farmland. 1.0.19
1.0.20In addition to complying with this specification, railway line design should also comply with the provisions of the current national mandatory standards.
Engineering Construction Standards Full Text Information System
W.bzsoso.coIEngineering Construction Standards Full Text Information System
2 Terms and Symbols
2.1 Terms
2.1.1 Design section (section) design section (section) In the design line (or section), the section of the line where the standards of buildings and equipment related to the running speed are determined according to the specified different passenger train design running speeds. It is referred to as the section.
2.1.2 Design running speed of passenger train in section (section design speed) design
running speed of passenger train in section (section design speed) is used to determine the design running speed of passenger trains that are used to determine the standards of buildings and equipment related to the running speed in each design section. It is referred to as the section design speed. 2.1.3 annual transporting capacity required by the state
The annual freight transport capacity of the railway required by the state after the tenth year of operation with a long-term scale.
2.1.4 equivalent traffic volume at grade crossingThe product of the number of trains passing through the grade crossing per day and night and the number of vehicles and pedestrians passing through the grade crossing converted into standard vehicles.
2.1.5 platform for grade crossingThe horizontal section of the road on both sides of the grade crossing from the outermost rail to the starting point of the adjacent vertical curve. 2.1.6 seamless track oversection seamless track The seamless track with rail locking range spanning two or more sections and seamless turnouts on the station main line.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
2.2.1 Geometric Parameters
——Strengthened traction slope
L——Inner line transition curve length
L—Outer line transition curve length
-Slope section length; freight train length
R——Curve radius
-Inner line curve radius
Outer line curve radius
Line spacing of straight sections at both ends of the curve
Minimum line spacing of a straight section Distance
Line spacing widening value of curved section when straight section is minimum line spacing Line spacing widening value of curved section
Deflection angle of plane curve
Slope reduction value caused by curve resistance
Force and motion
Calculated traction force of locomotive
-locomotive mass
Traction mass
Locomotive unit basic resistance
w——vehicle unit basic resistance
2.2.3Others
Input——Traction force value coefficient
Engineering Construction Standard Full Text Information System7 When the annual passenger and freight volume of new railways in plains, hilly areas and mountainous areas is greater than or equal to 35Mt and 30Mt respectively in the long term, the number of main lines should be designed as double lines and implemented in stages; if the annual passenger and freight volume in the near term reaches the above standards, double lines should be built at one time. Although the annual passenger and freight volume in the long term does not reach the above standards, when the annual passenger and freight volume converted according to the annual transportation capacity and passenger car logarithm required by the state is greater than or equal to 30Mt, double lines should be reserved.
1.0.8 The type of traction should be reasonably selected based on the road network and traction power planning, line characteristics, natural conditions along the line and the distribution of power resources, combined with the type of locomotive. Electric traction should be used first on main lines with large traffic volume, large slopes, long tunnels or lines adjacent to tunnels.
1.0.9 The type of locomotive should be determined through technical and economic comparison based on the type of traction, transportation demand and the principle of coordination with the technical standards of the horizontal and longitudinal sections of the line, combined with the distribution of stations and the traction quality of adjacent lines.
1.0.10 The locomotive route should be determined according to the type of traction, locomotive type, traffic characteristics, crew system, line conditions, combined with the network planning and locomotive equipment layout, after technical and economic comparison.
The locomotive route should be a long route.
1.0.11 A certain reserve should be reserved for the section capacity. The reserve capacity of single-track and double-track railways should be 20% and 15% respectively, and the volatility of freight volume should be considered. 1.0.12 The effective length of the freight train arrival and departure line should be determined according to the transportation demand and the length of the freight train, and should be coordinated with the effective length of the freight train arrival and departure line of the adjacent line, and a series of values such as 1050, 850, 750, 650, 550m should be adopted. When the effective length of the freight train arrival and departure line for the reconstruction of the existing line and the construction of the second line adopts the above series of values, which will cause a large project, it can be calculated and determined according to actual needs.
1.0.13 The long-term blocking types for single-track and double-track railways should be semi-automatic blocking and automatic blocking respectively. The same type of blocking should be used in a section. 1.0.14 The track height used to calculate the roadbed width, bridge and tunnel clearance and other permanent building clearance should be determined according to the long-t
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