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TB 10625-2017 (TB10625-2017)

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TB 10625-2017: PDF in English
TB 10625-2017
Code for Design of Heavy-haul Railway
Issued on January 26,2018
Issued by National Railway Administration of the People’s Republic of China
3 Overall Design
3.1 General Requirements
3.1.1 Design of heavy-haul railway shall follow the principles: integrated planning, systematic
design, and deepening the design step by step. The overall design shall guide the design of each
discipline to realize construction goal with scientific and reasonable approaches.
3.1.2 Overall design of heavy-haul railway shall be carried out project requirements and all relevant factors. In a overall design, the functional orientation of the project shall be accurately determined, the main technical standards, route alignment and construction scheme shall be reasonably selected through multi-scheme comparison, and the construction period , investment and other control objectives shall be defined.
3.1.3 When connecting to the railway network, main technical standards and construction scheme of
the heavy-haul railway should be in consonance with adjacent railway lines.
3.1.4 Tractive tonnage, operation speed and interval of trains shall be reasonably matched in the
3.1.5 Heavy-haul railway improve transportation capacity. be organized in conformity with the traffic mode.
3.1.6 Centralized maintenance should be adopted for heavy-haul railway. Maintenance facilities shall
meet the operation requirement of large track maintenance machinery. Maintenance depots should be arranged with overall consideration according to the layout of railway network.
3.1.7 Route selection of heavy-haul railway shall comply with the following principles.
1 The route of heavy-haul railway shall be in accordance with railway network planning and
urban master planning.
2 The route of heavy-haul railway shall pass through harbors or mines, to facilitate the
transportation of bulk commodities.
3 The route of heavy-haul railway shall be in accordance with the requirements for environment
protection, conservation of water and soil, land saving and protection of cultural relic.
4 The route of heavy-haul railway shall detour all kinds of unfavorable geologic bodies. If it is
unable to detour the unfavorable geologic bodies, engineering improvement
based on detailed geological exploration to ensure operation safety.
5 The route plan and profile shall be optimized, the scheme comparison shall be made according
to the topographic and geologic conditions, and the type of project shall be reasonably determined.
3.1.8 Design of heavy-haul railway reconstruction shall comply with following principles.
1 Existing buildings and equipment should be used.
2 The mutual interference between construction and transportation shall be considered in design
scheme, and construction transition design shall be made for guiding the construction.
3 When huge reconstruction work is required due to the design load standard, the earthworks,
bridge, culvert, tunnel, track and other facilities may be checked and calculated according to the load of locomotives and rolling stock as well as the measured parameters? and reinforcing
taken accordingly.
3.2 Main Technical Standards
3.2.1 The main technical standards of heavy-haul railway shall be selected and determined through
comprehensive comparison according to the role that the railway plays in the railway network,
transport capacity and transport demand, topography along the railway, geological conditions, etc.
3.2.2 Main technical standards of heavy-haul railway may be determined respectively according to
the traffic directions when the heavy-load train flow direction and light-load train flow direction
clearly separated.
3.2.3 The design axle load of heavy-haul railway shall be determined by technical and
comparison according to the category and direction of bulk commodities, transport organization plan, conditions of adjacent lines and economical efficiency of the project.
3.2.4 The number of main lines of heavy-haul railway shall be determined after technical and
economic comparison according to the functional orientation, transport demand, construction conditions, with consideration of the selection of main technical standards such as tractive tonnage, ruling gradient and locomotive type.
3.2.5 The speed of heavy-haul railway shall be designed according to characters of transport
demand, locomotive and rolling stock type, and project conditions.
3.2.6 The locomotive type of heavy-haul railway shall be determined according to tractive tonnage,
ruling gradient and design speed after technical and economic comparison.
3.2.7 The tractive tonnage of traction of heavy-haul railway shall be determined according to
transport demand, ruling gradient etc. after technical and should be coordinated with the tractive tonnage of adjacent rail lines.
3.2.8 The effective length of receiving-departure track of heavy-haul railway shall be determined
according to tractive tonnage, locomotive and rolling stock type, additional distance for safe stopping, etc.
3.3 System and Interface Design
3.3.1 The design of heavy-haul railway shall realize functional optimization of the system. The
design capacity and technical standards shall be well matched between station and line, between
specialized facilities, and between different collecting and distributing systems. The interface design
shall be optimized systematically.
3.3.2 The selection between high embankment and bridge and the selection between deep cutting
and tunnel shall be determined considering engineering technology, topography and geology, social
environment and land use after technical and economic comparison.
3.3.3 The selection of ballasted track or ballastless track in the tunnel shall be determined according
to track maintenance, geologic conditions, engineering investment etc.
3.3.4 The height of track structure that is used for calculating the earthworks width and determining
the clearance of bridges, tunnels and other permanent structures shall be calculated according to long-term traffic volume and operation conditions.
3.3.5 The drainage works of heavy-haul railway shall be systematically designed in accordance with
topography, geology, hydrology, meteorology, and urban planning to form an integrated,
unblocked drainage system.
3.3.6 The production houses should be distributed closely, and the site selection of the house shall
consider topography, geology, road traffic, demolition and flood control.
3.3.7 The heavy-haul combined train shall be equipped with synchronized operation and control
system for distributed locomotives.
3.3.8 The heavy-haul train with the tractive tonnage of more than 10 000 t shall be equipped with
controllable EOT device.
3.3.9 The OCS phase break of heavy-haul railway shall allow the train to start normally after
stopping in front of a signal and to pass through the neutral zone successfully. The phase break should not be set at the places such as gradient change point, long steep grade or station access.
3.3.10 Natural earthing electrode should be adopted for the earthing design of the heavy-haul
railway. Earthing devices may be shared if possible.
4 Transportation Organization
4.0.1 Train marshalling shall be determined with the characteristics of goods flow, the distribution
of loading and unloading stations, main technical standards, the types of cars, etc. It may take the form of unit train, combined train, etc.
4.0.2 Through trains originated from one loading point should be organized according to the traffic
volume and direction of bulk commodity.
4.0.3 The distribution of stations shall.
1 meet the requirements of traffic capacity.
2 adapt to the goods flow distribution along the railway and meet the requirements of collecting
and distributing of bulk commodity.
3 meet the requirements of breakdown maintenance and train collision avoidance.
4 meet the requirements of train technical operation.
4.0.4 The train traction calculation shall comply with the following provisions.
1 A full value of the traction force of each locomotive shall be taken when adopting synchronized
operation and control system for distributed locomotives under the condition of multi-locomotive
traction. The values of the traction force of the double-heading locomotives shall be taken according to the stipulations of Regulations on Railway Train Traction Calculation (TB/T 1407).
2 The idle running time and releasing time after train braking shall be calculated according to the
number of continuous wagons in the train marshalling.
3 When the train is equipped with controllable EOT devices, the number of the wagons in the
train marshalling for calculating the idle running time shall be half of that of continuous wagons.
4 .0.5 The carrying capacity of heavy-haul railway shall leave certain reserves, while the fluctuation
of traffic volume shall be taken into account. The double-track railway shall consider extra losses in
addition to the maintenance window which will influence the carrying capacity.
4.0.6 The headway of freight trains, the additional time for train starting and stopping and the time
interval between two adjacent trains at station shall be determined by traction calculation based on the technical conditions of the route alignment, the train marshalling, the forms of station layout and the types of signaling equipment, meanwhile leaving some allowance properly.
4.0.7 The comprehensive maintenance window time should not be less than 90 min for single-track
railway and 120 min for double-track railway, and that should not be less than 180 min when large
track maintenance machinery is adopted.
4.0.8 The carrying capacity of station shall be determined by calculation according to the station
equipment configuration and technical operation processes. The time duration in which each operation occupies the station equipment may be determined by analysis and calculation in terms of the tractive tonnage , the type and layout of station, the turnout types of throat equipment , the content of technical operation, etc.
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