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Engineering Construction Standard Full Text Information System
National Standard of the People's Republic of China
Railway Line Design Specification
GBJ90—85
1986 Beijing
Engineering Construction Standard Full Text Information System
W Engineering Construction Standard Full Text Information System
National Standard of the People's Republic of China
Design Specification
Railway Line Design
GBJ90—85
Editor Department: Approved by the Ministry of Railways of the People's Republic of China Department: State Planning Commission of the People's Republic of China Effective Date: July 1, 1986
Engineering Construction Standards Full Text Information System
Engineering Construction Standards Full Text Information System
Notice on the Release of "Railway Line Design Specifications" Planning Standards [1986] No. 08
According to the requirements of the National Planning Commission's Notice [1984305], the "Railway Line Design Specifications" compiled by the Ministry of Railways and specifically by the First Survey and Design Institute of the Ministry of Railways and relevant design units has been reviewed by relevant departments. The "Railway Line Design Specifications" GBJ90-85 is now approved as a national standard and will be implemented from July 1, 1986.
The management and specific interpretation of this specification shall be the responsibility of the Ministry of Railways. The publication and distribution shall be organized by the Basic Construction Standards and Quotas Research Institute of our Commission. State Planning Commission
December 31, 1985
Engineering Construction Standards Full Text Information System
Engineering Construction Standards Full Text Information System
Preparation Instructions
This specification was originally revised based on the Ministry of Railways' (80) Tiejizi No. 794 document, and on the basis of the "Railway Engineering Technical Specifications Part I Line" (Trial) issued by the Ministry of Railways in 1974. The First Survey and Design Institute of our Ministry was responsible for the editing, and the Second and Fourth Survey and Design Institutes, professional design institutes and Southwest Jiaotong University participated in the revision work. During the revision process, a relatively extensive investigation and research was carried out, the experience since the implementation of the original specification was carefully summarized, some scientific research results were absorbed, and the opinions of relevant units were solicited. After review organized by our Ministry, the draft for approval was completed. According to the requirements of the State Planning Commission's document [1984305, this specification is listed as a national standard. Our department has instructed the editor-in-chief to further solicit opinions from relevant departments of the State Council in accordance with the compilation requirements of the national standards for engineering construction. After repeated revisions, the draft was finally finalized by the relevant departments.
This specification is divided into five chapters, the main contents of which include: general provisions, the plane and longitudinal section of the line, the distribution of stations, the intersection of railways and roads, and tracks. In the process of implementation, it is hoped that all units will combine engineering practice and scientific research, carefully summarize experience, and pay attention to accumulating information. If any modification or supplement is found, please send your opinions and relevant information to the First Survey and Design Institute of the Ministry of Railways (Railway New Village, Lanzhou, Gansu), and copy it to the Professional Design Institute of the Ministry of Railways (Xijiaominxiang, Beijing) for reference in future revisions.
Ministry of Railways
October 1985
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W.bzsosO.cO Engineering Construction Standards Full-text Information System
Chapter 1 General Provisions
Chapter 2 Plan and Longitudinal Section of the Line...
Section 1 Plan of the Main Line...
Section 2 Longitudinal Section of the Main Line.
Chapter 3 Station Distribution
Chapter 4
Chapter 5
Intersection of Railways and Roads
Section 1
Track Types
Section 2
Section 3
Section 4
Rails and Accessories
Sleepers and Fasteners． …
Section 5
Section 6
Track ancillary equipment and spare materials
Appendix Explanation of terms used in this specification
Additional explanation
Engineering Construction Standard Full-text Information System
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Engineering Construction Standard Full-text Information System
Main symbols
4--Slope reduction value caused by curve resistance; R--curve radius;
--Slope Section length (when it is greater than the length of the freight train, it is the length of the freight train t
degrees);
Slope section length (or freight train length) The sum of the deflection angles of the internal plane curve,
Afterwards——External rail superelevation,
V,—Root mean square speed;
Vmax—Design maximum driving speed;
N Number of various types of trains;
Q:—Mass of various types of trains;
V:—Measured speed of various types of trains.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Chapter 1 General ProvisionsWww.bzxZ.net
Article 1.0.1 This specification applies to the design of 1435mm standard gauge railways in the national railway network.
Standard gauge railways dedicated to serving industrial enterprises should be designed in accordance with the current national "Design Specifications for Standard Gauge Railways for Industrial Enterprises". Article 1.0.2 The design year of the railway is divided into two periods: near and far. The short term is the fifth year after delivery and operation, and the long term is the tenth year after delivery and operation. Both the short term and long term adopt the surveyed traffic volume.
For buildings and equipment that can be gradually expanded and rebuilt, they should be determined according to the short-term traffic volume and transportation nature, and the possibility of long-term development should be reserved. For buildings and equipment that are not easy to expand or rebuild, they should be determined according to the long-term traffic volume and transportation nature. Article 1.0.3 The grade of newly built and rebuilt railways (or sections) should be determined according to their role, nature and long-term passenger and freight volume in the railway network. Railways are divided into three levels:
Level 1 railways are the backbone railways in the railway network, with a long-term annual passenger and freight volume greater than or equal to 15Mt;
Level 2 railways are the backbone railways in the railway network, with a long-term annual passenger and freight volume less than 15Mt; or railways that play a connecting and auxiliary role in the railway network, with a long-term annual passenger and freight volume greater than or equal to 7.5Mt;
Heavy-duty railways are railways that serve a certain region and have regional transportation characteristics, with a long-term annual passenger and freight volume less than 7.5Mt.
Note: The annual freight volume is for the heavy vehicle direction, and each pair of passenger trains is converted to 0.7Mt of annual freight volume for both the uplink and downlink directions. Article 1.0.4 The maximum speed of passenger trains at all levels of railways shall comply with the following provisions:
120km/h for Level I railways;
100km/h for Level I railways;
80km/h for Sub-level railways.
Article 1.0.5 The following main technical standards shall be determined in the design through comparison and selection based on the annual transportation capacity required by the state and the determined railway grade, taking into account the distribution of resources and the development of science and technology, and combining natural conditions such as topography, geology, and climate: 1.
Number of main lines;
Type of traction;
Restricted slope;
Minimum curve radius;
Type of locomotive;
Locomotive route;
Station distribution;
Effective length of arrival and departure lines;
Block type.
Article 1.0.6 The reserved amount of rail height, sleeper and ballast thickness shall be determined according to the long-term transportation volume and transportation nature, and the technical standards of all other buildings and equipment shall be determined according to the short-term transportation volume and transportation nature. Article 1.0.7 For railways using electric or diesel traction, if other traction types are required for transition, transitional buildings and equipment may be designed. Article 1.0.8 When reconstructing a railway, a construction transition design should be carried out, considering the interference with transportation, and determined after technical and economic comparison. Article 1.0.9 When reconstructing an existing line and adding a second line (including electrification), the original railway standards should be considered, and the existing lines, buildings and equipment should be fully utilized to avoid major demolition and reconstruction, provided that the annual transportation capacity after the reconstruction is met. Article 1.0.10 When calculating the various throughput capacities according to the transportation volume, a certain reserve capacity should be reserved, 20% for single-line and 15% for double-line, and the volatility of freight volume should be considered. The annual transportation capacity required by the state already includes volatility, and only reserve capacity is considered. Article 1.0.11 Railway buildings and equipment should comply with the provisions of the current "Standard Gauge Railway Locomotive and Vehicle Limits and Building Limits" of the state. Article 1.0.12 Environmental protection and energy conservation of railway sections, factories, institutes and stations should be implemented in accordance with relevant national regulations. Article 1.0.13 During railway construction, attention should be paid to the needs of farmland water conservancy, and good farmland should be occupied as little as possible.
Engineering Construction Standard Full Text Information System
Engineering Construction Standard Full Text Information System
Chapter 2 Plane and Longitudinal Section of the Line
Section 1 Plane of the Main Line
Section 2.1.1 The curve radius of the designed route plane should be selected reasonably from large to small according to local conditions.
The curve radius should adopt the following values: 4000, 3000, 2500, 2000, 1500, 1200, 1000, 800, 700, 600, 550, 500, 450, 400, 350 and 300m. Under special difficult conditions, the curve radius of the above radii that is an integer multiple of 10m can be used. Article 2.1.2 The minimum curve radius of the route plane should be determined by comparing and selecting according to the railway grade and combined with the conditions such as driving speed and terrain, and its value shall not be less than the provisions of Table 2.1.2.
Minimum curve radius (m)
Railway grade
General section
Difficult section
Note: For Class 1 railways mainly used for freight transportation, the minimum curve radius in general sections can be 800m. Individual curves under special difficult conditions may adopt a minimum curve radius less than that specified in Table 2.1.2 after technical and economic comparison and appraisal and approval, but the minimum curve radius for Class I, Class II and Class II railways shall not be less than 350m, 300m and 250m respectively. When reconstructing an existing line or adding a second line, the minimum curve radius shall be determined in combination with the standard comparison of the existing line. Under difficult conditions, individual small curve radii that will cause huge engineering works according to the above standards may be retained.
Article 2.1.3 When adding a second line, the plane curves of the parallel sections with unchanged line spacing between the two lines should be designed as concentric circles of the existing line. The curve radius of the engineering construction standard full text information system for reconstructing existing lines and adding a second line
engineering construction standard full text information system
can be zero.
Article 2.1.4 It is not advisable to design complex curves for new railways. Under difficult conditions, complex curves may be retained to reduce reconstruction works when reconstructing an existing line. Complex curves may also be used when adding a parallel second line if there is sufficient basis. Article 2.1.5 The second additional line should be located on one side of the existing line. If the left and right sides need to be changed, the side should be changed on the curve or near the station. Article 2.1.6 The line spacing between the first and second lines in the straight section of the interval should not be less than 4.0m; the second and third lines should not be less than 5.3m. The line spacing between the first and second lines in the curved section should be widened according to the curve radius according to Table 2.1.6, and the second and third lines should be calculated and determined according to the current national "Standard Gauge Railway Construction Limit" on the curve construction limit widening method and the signal setting. The change of line spacing at both ends of the station and the bridge and tunnel section should be completed using nearby curves. When conditions are not met, a reverse curve with a larger radius can be used on the second line to complete it. Curve line spacing widening value (mm)
Curve radius (m)
When the superelevation of the outer line curve is greater than the superelevation of the inner
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Other situations
W Engineering Construction Standard Full Text Information System
Curve radius (m)
When the superelevation of the outer line curve is greater than the superelevation of the inner
|Continued Table 2.1.6
Other situations
Note: When the intermediate curve radius is used, the curve line spacing widening value can be obtained by interpolation method and rounded to 5mm.
Article 2.1.7 A transition curve should be used to connect the straight line and the circular curve. The length of the transition curve should be selected according to the curve radius, combined with the driving speed and terrain conditions of the section according to the values in Table 2.1.7. If conditions permit, a longer transition curve should be used. When reconstructing existing lines and adding a second line (except for detour sections), if the length listed in Table 2.1.7 is used, a shorter transition curve may be used. Its length shall be determined by calculating the superelevation of the curve and the superelevation slope not exceeding 2%, and shall be an integer multiple of 10m, but shall not be less than 20m.
When reconstructing existing lines under difficult conditions such as line conditions and building restrictions, unequal length transition curves may be used at both ends of the same curve. When adding a second line and using a reverse curve to change the line spacing, if it is limited by the minimum circular curve length, no transition curve may be set. The curve radius shall be 4000m, and 3000m may be used under difficult conditions.
When reconstructing existing lines using complex curves, if the difference in curvature of the two circular curves is greater than 1/2000, an intermediate transition curve shall be set, and its length shall be determined by calculation. In special difficulties, the complex curve may be retained in its original state.
The length of the circular curve between two transition curves shall not be less than 20m. When reconstructing an existing line or adding a second line, the length of the circular curve between two transition curves can be reduced to 14m under difficult conditions.
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WEngineering Construction Standard Full-text Information System
Curve radius m
Transition curve length
Class 1 railway
Class I railway
Straight railway
Article 2.1.8 The length of the straight line between two adjacent curves shall comply with the provisions of Table 2.1.8.
Minimum length of the straight line (m)
Railway grade
Engineering Construction Standard Full-text Information System
-General section
Difficult section
WWhen the length listed in 7 is to be used for a larger project, a shorter transition curve may be used. Its length shall be determined by calculating the superelevation of the curve and the superelevation slope not exceeding 2%, and shall be an integral multiple of 10m, but shall not be less than 20m.
When reconstructing an existing line under difficult conditions such as line conditions and building restrictions, unequal length transition curves may be used at both ends of the same curve. When adding a second line and using a reverse curve to change the line spacing, if it is limited by the minimum circular curve length, no transition curve may be set. The curve radius shall be 4000m, and 3000m may be used under difficult conditions.
When reconstructing an existing line and using a complex curve, if the difference in curvature of the two circular curves is greater than 1/2000, an intermediate transition curve shall be set, and its length shall be determined by calculation. In special difficulties, the complex curve may be retained in its original state.
The length of the circular curve between two transition curves shall not be less than 20m. When reconstructing an existing line and adding a second line, the length of the circular curve between two transition curves under difficult conditions may be reduced to 14m.
Engineering Construction Standards Full-text Information System
WEngineering Construction Standards Full-text Information System
Curve radius m
Length of transition curve
Class 1 railway
Class I railway
Straight railway
Article 2.1.8 The length of the straight line between two adjacent curves shall comply with the provisions of Table 2.1.8.
Minimum length of the straight line (m)
Railway grade
Engineering Construction Standards Full-text Information System
-General section
Difficult section
WWhen the length listed in 7 is to be used for a larger project, a shorter transition curve may be used. Its length shall be determined by calculating the superelevation of the curve and the superelevation slope not exceeding 2%, and shall be an integral multiple of 10m, but shall not be less than 20m.
When reconstructing an existing line under difficult conditions such as line conditions and building restrictions, unequal length transition curves may be used at both ends of the same curve. When adding a second line and using a reverse curve to change the line spacing, if it is limited by the minimum circular curve length, no transition curve may be set. The curve radius shall be 4000m, and 3000m may be used under difficult conditions.
When reconstructing an existing line and using a complex curve, if the difference in curvature of the two circular curves is greater than 1/2000, an intermediate transition curve shall be set, and its length shall be determined by calculation. In special difficulties, the complex curve may be retained in its original state.
The length of the circular curve between two transition curves shall not be less than 20m. When reconstructing an existing line and adding a second line, the length of the circular curve between two transition curves under difficult conditions may be reduced to 14m.
Engineering Construction Standards Full-text Information System
WEngineering Construction Standards Full-text Information System
Curve radius m
Length of transition curve
Class 1 railway
Class I railway
Straight railway
Article 2.1.8 The length of the straight line between two adjacent curves shall comply with the provisions of Table 2.1.8.
Minimum length of the straight line (m)
Railway grade
Engineering Construction Standards Full-text Information System
-General section
Difficult section
W
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