This specification is applicable to the urban road traffic planning and design of various cities across the country. GB 50220-1995 Urban Road Traffic Planning and Design Specification GB50220-1995 Standard download decompression password: www.bzxz.net

National Standard of the People's Republic of China
GB 50220 --95
Code for transport planning
on urban road
1995-01-14
State Bureau of Technical Supervision
Ministry of Construction of the People's Republic of China
1995-09-01
Jointly issued
Notice on Issuing the National Standard "Code for Transport Planning and Design on Urban Road"
Construction Standard No. L19941808
According to the requirements of Document No. Jizong (1986) 250 of the State Planning Commission, the "Code for Transport Planning and Design on Urban Road" jointly formulated by the Ministry of Construction and relevant departments has been examined by the relevant departments and is hereby approved as the mandatory national standard GB50220-95 for implementation on September 1, 1995. CON
This standard is managed by the Ministry of Construction, with the specific interpretation and other work being undertaken by Shanghai Tongji University, and the publication and distribution being organized by the Standard and Norms Research Institute of the Ministry of Construction. Road and Bridge Online
Ministry of Construction of the People's Republic of China
January 14, 1995
Urban public transportation
General provisions
Public transportation network
Public transportation stations
Public transportation station facilities
Bicycle transportation
General provisions
Bicycle roads
Width and capacity of bicycle roads
5 Pedestrian transportation
---General provisions
Sidewalks, pedestrian crossings, pedestrian overpasses, pedestrian underpasses Commercial pedestrian areas
6 Urban freight transportation
General provisions
Freight modes
Freight distribution centers
Freight roads
7 Urban road systems
General provisions|| tt||Urban road network layout
Urban roads
Urban road intersections
Urban squares
8Urban road traffic facilities
8.1Urban public parking lots
8.2Public gas stations
Appendix A Vehicle type conversion coefficient
Appendix B
Explanation of terms used in this specification
Additional explanation
Appendix: Explanation of clauses
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1General provisions
1.0.1This specification is formulated in order to carry out the planning and design of urban road traffic in a scientific and reasonable manner, optimize the layout of urban land use, improve the operation efficiency of the city, and provide safe, efficient, economical, comfortable and low-pollution traffic conditions. 1.0.2This specification is applicable to the planning and design of urban road traffic in various cities across the country. 1.0.3 The urban road traffic planning should focus on the urban traffic planning, handle the connection between inter-city traffic and urban traffic, and the traffic connection between towns and central cities within the city.
1.04 The urban road traffic planning must be based on the overall urban planning, take into account the demand for transportation brought by land use, and give play to the role of urban road flexibility in promoting and restricting the intensity of land development.
1.0.5 The urban road traffic planning should include two components: the urban road traffic development strategy planning and the urban road traffic comprehensive network planning. 1.0.6 The strategic planning for urban road traffic development should include the following contents: 1.0.6.1 Determine the standard and level of traffic development; 1.0.6.2 Determine the urban traffic mode and traffic structure; 1.0.3 Determine the layout of the urban road traffic comprehensive network, the location and land scale of the city's external traffic and the passenger and freight facilities within the city; 1.0.6.4 Propose important technical and economic countermeasures in the implementation of urban road traffic planning;
1.0.6.5 Propose the construction of relevant traffic development policies and traffic demand management policies. 1.0.7 The comprehensive network planning of urban road transportation should include the following contents: 1.0.7.1 Determine the connection mode of urban public transportation system, passenger transportation, distribution and land use scope of large public transfer hubs and public transportation station facilities 1.0.2 Determine the red line width, cross-sectional form, form and land use scope of major intersections of urban roads, as well as the location and land use scope of square public parking lots, bridges and ferries;
1.0.7.3 Balance the transportation capacity and volume of various modes of transportation: 1.0.7.4 Make a technical and economic evaluation of the network planning scheme: 1.0.7.5 Propose suggestions for phased construction and sequencing of transportation construction projects. 1..8 Urban passenger transportation should follow the laws of market economy and combine the level of urban social and economic development to give priority to the development of public transportation, form a multi-mode passenger transportation network with complementary advantages of public transportation and individual transportation, and reduce the travel time of citizens. 1..9 Urban freight transportation should develop towards a socialized, specialized and containerized combined transportation mode.
1.0.10 In addition to the provisions of this Code, the planning and design of urban road traffic shall also comply with the provisions of the relevant national standards and specifications in force. WWW.CLQZX.COM
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2.0.1 Standard Truck
2 Terminology
Taking a truck with a load capacity of 45t as the standard truck, other types of trucks shall be multiplied by the corresponding conversion coefficient according to their size and converted into standard trucks. The conversion coefficient shall be taken according to the provisions of Appendix A, 0.1 of this Code. 2.0.2 Average Passenger Transfer Coefficient
An indicator to measure the direct access of passengers, and its value is the sum of the number of passengers traveling by car and the number of passengers transferring divided by the number of passengers traveling by car.
2.0.3 Recommended Car Transfer
The mode of transportation to reach the destination before taking public transportation after storing the self-owned vehicle.
2.0.4 Travel time
The time residents spend on traffic from place A to place B. 2.0.5 Equivalent car
A 4-5 seater car is used as the standard push car, as the equivalent vehicle type for converting road traffic volume of various models of vehicles. The conversion coefficient should be taken according to Appendix A.0.2 of this specification. 2.0.6 Road red line
The road width boundary line of the planned road,
2.0.7 Bay-type stop
A public transportation stop on the outside of the road carriageway with partial widening of the road surface. 2.0.8 Public transportation line network density
The length of the center line of the road through which public transportation lines pass per square kilometer of urban land area, in km/km2.
2.0.9 Public transport line repetition coefficient
The ratio of the total length of public transport lines to the length of the line network. 2.0.10 Public transport standard vehicle
The 640-type single-section bus with a body length of 7~-10m is used as the standard vehicle. Other types of vehicles are multiplied by the corresponding conversion coefficients according to their different body lengths and converted into the number of standard vehicles. The conversion coefficient should be taken according to Appendix A.0.3. 2.0.11 Public parking lot
Free or paid parking lots set up for the public to store vehicles are also called social parking lots.
2.0.12 Goods circulation center
An institution that combines the storage, wholesale and transportation of urban goods. 2.0.13 Goods turnover
The sum of the weight of various goods and the distance from the departure point to the destination of the goods within a certain period of time (year or day), in t-km. 2.0.14 Transportation mode
The means of transportation used to travel from the place of examination to the place of examination. 2.0.15 Transportation structure
Residents travel by walking, cycling, public transportation, taxis and other transportation modes, and the percentage of these modes in the total volume. 2.0.16 Traffic demand management
Policy measures to curb the total volume of urban traffic. 2.0.17 Passenger capacity
The number of passengers that public transportation can carry per unit time (h). The unit is person/h.
2.0.18 Rapid rail transit
A general term for rapid transportation vehicles that use electricity as power and travel on rails. Usually, it can be divided into large-capacity rapid rail transit and medium-capacity rapid rail transit according to whether the hourly transportation capacity exceeds 30,000 people.
2.0.19 Route system
Taxis do not have fixed business stations, but move around on the road to pick up passengers, and provide a service mode of stopping when you wave your hand.
2.0.20 Line non-linear coefficient
The ratio of the simple actual distance between the first and last stops of a public transportation line to the spatial straight-line distance. The non-linear coefficient of a circular line is the ratio of the actual distance between the main gathering and distribution points to the spatial straight-line distance.
2.0.21 Transportation speed
An indicator to measure the quality of public transportation services. The average speed of a public transportation vehicle divided by the travel time before the first stop on the route (including the travel time between alternate stops and the stop time at each stop) and the travel length, in km/h. WWW.CLQZX.COM
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Urban Public Transportation
General Provisions
3.1.1 Urban public transportation planning should be based on the scale of urban development, land use layout and road network planning, and on the basis of passenger flow forecasts, determine the public transportation mode, number of vehicles, route network, transfer hub and station facility land, etc., and should ensure that the passenger capacity of public transportation meets the needs of peak passenger flow.
3.1.2 Large and medium-sized cities should give priority to the development of public transportation and gradually replace bicycles for long-distance travel; small cities should improve the public transportation route network from urban areas to suburbs. 3.1.3 Urban public transport planning should ensure that 95% of residents use the following major public transport modes during peak passenger traffic hours, and the maximum one-way travel time should comply with the provisions of Table 3.1.3.
Maximum travel time and major public transport modes in cities of different sizes Table 3.1.3 City size
>2 million people
1-2 million people
21 million people
Maximum travel time (min)
Main public transport modes
Large and medium-capacity rapid rail transit
Bus Tram
Medium-capacity rapid rail transit
Bus
Bus
Bus
Bus
Bus
The planned ownership of urban buses and trams is one standard bus for every 800-1,000 people in large cities and one standard bus for every 1,200-1,500 people in medium and small cities. 3.1.5 The planned number of urban taxis shall be determined according to the actual situation. For large cities, it should not be less than 2 taxis per 1,000 people; for small cities, it should not be less than 0.5 taxis per 1,000 people; for medium-sized cities, it can be in between.
3.1.6 For cities with a planned urban population of more than 2 million, the land reserved for the establishment of rapid rail transit should be controlled
3.1.7 When selecting a public transportation mode, its passenger capacity should be adapted to the passenger flow on the route. The one-way passenger capacity of commonly used public transportation modes should comply with the provisions of Table 3.1.7.
One-way passenger capacity of public transport mode
Public transport mode
Bus
Trolleybus
Tram
Medium-capacity rapid rail transit
Large-capacity rapid rail transit
Transportation speed
(km/h)
Departure rate
(vehicle/km)
50-~60
40--60
Public transport network
One-way passenger capacity
(thousand passengers/h)
3.2.1 The urban public transport network should be comprehensively planned. The urban line, suburban line and remote suburban line should be closely connected. The passenger capacity of each line should be coordinated with the passenger flow. The direction of the line should be consistent with the mainstream direction of passenger flow: the main passenger flow distribution points should be set up with transfer hubs for different modes of transportation to facilitate passengers to park and transfer. 3.2.2 The density of the public transportation line network planned in the city center should reach 3~4km/km: in the urban fringe areas, it should reach 2~-2.5km/km23.2.3 The average passenger transfer coefficient in large cities should not be greater than 1.5, and in medium and small cities should not be greater than 1.3.
3.2.4 The non-linear coefficient of public transportation lines should not be greater than 1.4. 3.2.5 The length of the main urban bus and tram lines should be 8~~12km: the line length of rapid rail transit should not be greater than 40min of travel. 3.3
Public transportation stations
3.3.1 The station spacing of public transportation should comply with the provisions of Table 3.3.1. Distance between public transport stations
Public transport modes
Bus and trams
Bus express trains
Medium-capacity rapid rail transit
Large-capacity rapid rail transit
Urban line (m)
500~800
15002000
800--1000
1000-1200wwW.bzxz.Net
Suburban line (r)
800～1000
1500~~2500
1000--1500
1500-2000
3.3.2 The service area of ​​a public transport station shall not be less than 50% of the urban land area, calculated based on a radius of 300m, and shall not be less than 90% of the urban land area, calculated based on a radius of 500m. 3.3.3 The turning capacity of trolleybus terminals and rapid rail transit turning stations should match the throughput capacity of the lines. For sections where two or more trolleybuses share a pair of overhead contact wires, the departure frequency should be coordinated with the throughput capacity of the station and the throughput capacity of the overhead contact wires at the intersection.
3.3.4 The setting of public transportation stations should comply with the following provisions of the Taiwan: 3.3.4.1 On the step section, the transfer distance in the same direction should not be greater than 50m, and the transfer distance in the opposite direction should not be greater than 100m; if the stations are set opposite to each other, they should be staggered 30m in the direction of vehicle travel;4.3.2.5 The length of the main urban bus and tram lines should be 8~~12km: the length of the rapid rail transit line should not exceed the 40-minute journey. 3.3
Public transport stations
3.3.1 The station spacing of public transport should comply with the provisions of Table 3.3.1. Distance between public transport stations
Public transport modes
Bus and trams
Bus express trains
Medium-capacity rapid rail transit
Large-capacity rapid rail transit
Urban line (m)
500~800
15002000
800--1000
1000-1200
Suburban line (r)
800～1000
1500~~2500
1000--1500
1500-2000
3.3.2 The service area of ​​a public transport station shall not be less than 50% of the urban land area, calculated based on a radius of 300m, and shall not be less than 90% of the urban land area, calculated based on a radius of 500m. 3.3.3 The turning capacity of trolleybus terminals and rapid rail transit turning stations should match the throughput capacity of the lines. For sections where two or more trolleybuses share a pair of overhead contact wires, the departure frequency should be coordinated with the throughput capacity of the station and the throughput capacity of the overhead contact wires at the intersection.
3.3.4 The setting of public transportation stations should comply with the following provisions of the Taiwan: 3.3.4.1 On the step section, the transfer distance in the same direction should not be greater than 50m, and the transfer distance in the opposite direction should not be greater than 100m; if the stations are set opposite to each other, they should be staggered 30m in the direction of vehicle travel;4.3.2.5 The length of the main urban bus and tram lines should be 8~~12km: the length of the rapid rail transit line should not exceed the 40-minute journey. 3.3
Public transport stations
3.3.1 The station spacing of public transport should comply with the provisions of Table 3.3.1. Distance between public transport stations
Public transport modes
Bus and trams
Bus express trains
Medium-capacity rapid rail transit
Large-capacity rapid rail transit
Urban line (m)
500~800
15002000
800--1000
1000-1200
Suburban line (r)
800～1000
1500~~2500
1000--1500
1500-2000
3.3.2 The service area of ​​a public transport station shall not be less than 50% of the urban land area, calculated based on a radius of 300m, and shall not be less than 90% of the urban land area, calculated based on a radius of 500m. 3.3.3 The turning capacity of trolleybus terminals and rapid rail transit turning stations should match the throughput capacity of the lines. For sections where two or more trolleybuses share a pair of overhead contact wires, the departure frequency should be coordinated with the throughput capacity of the station and the throughput capacity of the overhead contact wires at the intersection.
3.3.4 The setting of public transportation stations should comply with the following provisions of the Taiwan: 3.3.4.1 On the step section, the transfer distance in the same direction should not be greater than 50m, and the transfer distance in the opposite direction should not be greater than 100m; if the stations are set opposite to each other, they should be staggered 30m in the direction of vehicle travel;
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