GB 55033-2022 English PDFUS$989.00 · In stock
Delivery: <= 11 days. True-PDF full-copy in English will be manually translated and delivered via email. GB 55033-2022: Project code for engineering of urban rail transit Status: Valid
Basic dataStandard ID: GB 55033-2022 (GB55033-2022)Description (Translated English): Project code for engineering of urban rail transit Sector / Industry: National Standard Word Count Estimation: 95,929 Date of Issue: 2022-07-15 Date of Implementation: 2023-03-01 Issuing agency(ies): Ministry of Housing and Urban-Rural Development of the People's Republic of China; State Administration for Market Regulation GB 55033-2022: Project code for engineering of urban rail transit---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.1 General 1.0.1 This specification is formulated in order to standardize the planning, construction and maintenance of urban rail transit projects, ensure the safety and operational efficiency of urban rail transit, and achieve people-oriented, mature technology, safety and applicability, and economical rationality. 1.0.2 Urban rail transit engineering projects must implement this specification. 1.0.3 The planning, construction, operation and maintenance of urban rail transit shall meet the requirements of safety, sanitation and health, environmental protection, resource conservation, public safety, public interest and social management. 1.0.4 Whether the technical methods and measures adopted in the project construction meet the requirements of this specification shall be judged by the relevant responsible parties. Among them, innovative technical methods and measures should be demonstrated and meet the performance requirements in this specification. 2 basic rules 2.1 General requirements 2.1.1 Urban rail transit construction should carry out network system planning with the goal of realizing network operation; resource system planning, network overall allocation, sharing and convenient use should be achieved. 2.1.2 The rails of urban rail transit steel wheel and rail systems including tram rails shall adopt a standard gauge of 1435mm. 2.1.3 The operating lines of the main line shall adopt a double-lane, right-hand traffic system. 2.1.4 Urban rail transit planning and construction should select high-volume, large-capacity, medium-volume or low-volume systems according to the needs of passenger flow, and select standard and design marshalling; the operating speed should be determined according to the efficiency target; travel time, Factors such as comfort and ease of transfer determine service levels. A-type cars, B-type cars, C-type cars, L-type cars, as well as trams, monorails or urban vehicles should be selected in accordance with the relevant current national standards. 2.1.5 The design period of urban rail transit projects should take the year of completion and opening to traffic as the base year, and then it should be divided into initial 3 years, short-term 10 years, and long-term 25 years. Within the design period, the designed transport capacity should meet the passenger flow forecast demand, and no less than 10% of the capacity reserve should be reserved. 2.1.6 The maximum operating speed of trains on the line shall comply with the following regulations. 1 It should not be greater than the maximum operating speed allowed by the line design; 2 It should not be greater than the train speed limit on platforms, curved lines, turnout areas, depots and other special sections; 3 Within the calculated length of the platform, when no platform screen door is installed, the actual running speed of the overtaking train shall not be greater than 40km/h; 4 When trams run mixed with other traffic modes on the road, the design allowable maximum operating speed shall not exceed the maximum allowable operating speed of the road. 2.1.7 In addition to trams, other urban rail transit trains should be equipped with safety protection systems; tramway projects should take measures to avoid or reduce drivers’ visual barriers, and road boundary protection signs or safety protection should be set up on exclusive right-of-way sections. measure. 2.1.8 For a line (including branch lines and lines in continuous operation), a transfer station and its adjacent sections, the fire prevention design shall be carried out according to a fire occurring at the same time. 3 Building ponds and weirs, excavating river channels and canals, drilling wells, digging sand, quarrying, borrowing soil, and piling up soil; 4.Dredging operations or anchoring and towing operations in the tunnel section that passes through the water; 5 Other activities that may affect the safety of rail transit, such as increasing or reducing loads in a large area. 2.1.23 Urban rail transit should delineate public safety protection areas, and should set up areas where outsiders and objects are prohibited from entering, as well as blocking and prevention facilities according to the area and location. 2.1.24 Urban rail transit project construction should establish a key node risk prevention and control system, compile a key node list, implement key node risk control procedures, and conduct key node safety condition checks before construction. 2.1.25 The joint commissioning of the system related to the train operation shall be carried out after the initial inspection of the track system, the initial inspection of the power supply system, the cold sliding test and the hot sliding test of the relevant sections of the train. 2.1.26 After the urban rail transit is completed, the following conditions shall be met at the same time before it can be put into passenger-carrying operation. 1 Complete the urban rail transit engineering unit project acceptance, project engineering acceptance and completion acceptance, etc.; 2 The trial run time without passengers shall not be less than 90 days; 3 Pass the pre-operation safety assessment. 2.1.27 Urban rail transit facilities and equipment should be effectively maintained to ensure their safety and reliability. 2.1.28 Urban rail transit should have the engineering technical conditions to quickly take effective measures in case of failure, accident or disaster. 2.1.29 When the equipment and facilities of the urban rail transit system reach the design working life, the operating environment undergoes major changes, or encounters a major disaster, when they need to continue to be used, technical appraisal should be carried out, and the treatment should be carried out according to the conclusion of the technical appraisal. 2.1.30 The construction of urban rail transit projects should reasonably determine the number of station entrances and exits and the scope of land use control, and should coordinate with surrounding land, buildings, and roads to ensure smooth passenger flow at station entrances and exits without affecting surrounding roads. 2.1.31 The design of urban rail transit projects should coordinate the relationship between lines according to the line network planning. The design of transfer stations and the construction conditions of adjacent projects should be considered as a whole, and the implementation conditions of continued construction projects should be reserved. should be constructed simultaneously. 2.1.32 The underground engineering of urban rail transit should take into account the requirements of civil air defense. 2.1.33 The urban rail transit system should set up passenger service signs, evacuation signs and safety signs. 2.1.34 Urban rail transit projects should have the conditions to carry out disinfection work in response to public health events. 2.2 Planning 2.2.1 Urban rail transit network planning should clarify the functional positioning, development goals, development models and relationship with other transportation modes of urban rail transit in different planning periods, and put forward the planning and control requirements for the planning layout of the urban rail transit and the land use of lines and facilities. Urban rail transit network planning should be coordinated with urban comprehensive transportation system planning. 2 Evacuation passages for section lines should be set up, entrances and exits and escalators should be able to quickly switch to the evacuation mode under emergency conditions, and the blocking device of the automatic ticket gate should be able to switch to the release state; 3 The emergency evacuation site and evacuation passage shall be set up, and the position of the evacuation command post shall be determined; 4.The communication command system and incident response agency communication methods should be set; 5.Evacuation information shall be displayed and broadcasted, and rescue signs, evacuation lighting and evacuation guidance signs shall be set up. 3 boundaries3.0.1 For urban rail transit, the corresponding vehicle limits, equipment limits and building limits should be determined according to different vehicle types and operating conditions. 3.0.2 Vehicles should not exceed the corresponding vehicle limits under the specified operating conditions, and the installation of civil engineering and electromechanical equipment in the track area should meet the corresponding limit requirements. Under various operating conditions of the vehicle, there should be no contact between the vehicle and the vehicle, or between the vehicle and any fixed or movable objects in the track area, except for the vehicle pantograph and the rail network, the vehicle collector shoe and the contact rail. 3.0.3 The cross-sectional size of tunnels and permanent buildings (structures) should not be smaller than the building limits. 3.0.4 The building boundaries of single-track sections of urban rail transit lines shall comply with the provisions in Table 3.0.4. Ratio of vehicle section to tunnel net section area 3.0.5 When urban rail transit is not powered from the top and has no installed equipment, the minimum safety clearance between the upper part of the building boundary and the side of the building boundary and the equipment boundary shall comply with the provisions of Table 3.0.5-1; when the vehicle has a part below the operating surface and When there is no equipment installed, the minimum safety gap between the lower part of the building boundary and the track of the equipment boundary shall meet the requirements of Table 3.0.5-2. Table 3.0.5-1 3.0.6 The building boundary width shall meet the following requirements. 1 For the double-line section, when there is no building (structure) between the two lines, the safety clearance between the equipment boundaries of the two lines shall comply with the provisions in Table 3.0.6. Table 3.0.6 2 When there are no buildings (structures) or equipment, the distance between the urban express rail tunnel structure and the equipment boundary shall not be less than.200mm, and other rail transit forms shall not be less than 100mm; when there are buildings (structures) or equipment, The safety gap between buildings (structures) or equipment and equipment boundaries should not be less than 50mm. 3 When the contact rail is used to receive power, an electrical safety distance should be kept between the electrified body of the current receiver and the trackside equipment. 4 When structures such as protective railings and catenary pillars are set outside the ground line, it shall be ensured that there is space required for installation of equipment between the equipment boundary and the equipment boundary. 5 The building boundaries of civil air defense partition doors and anti-flood doors shall meet the safety gap in the width direction when the vehicle is stationary, and shall not be less than 600mm. 6.The building boundary of the vehicle base shall expand the enveloping range of the space occupied by equipment assembly and disassembly, opening and closing of equipment cabins, etc. in the operation area. 3.0.7 The horizontal gap between the edge of the straight platform and the vehicle contour line at the height of the carriage floor within the calculated platform length of the station shall comply with the provisions in Table 3.0.7.The clearance increase of the straight-line platform shall not be greater than 80mm. Table 3.0.7 3.0.8 Under any working conditions, the platform of the station shall not be higher than the floor of the passenger compartment of the vehicle, and the height difference between the platform of the station and the floor of the passenger compartment of the vehicle shall comply with the regulations in Table 3.0.8. Table 3.0.8 3.0.9 The gap between the platform screen door of the straight-line station and the widest part of the vehicle body outline shall meet the requirements in Table 3.0.9. Table 3.0.9 3.0.10 The vertical evacuation platform in the section shall be set outside the equipment boundary, and the height of the vertical evacuation platform from the center line of the track in the straight section and the curved section shall be uniformly determined as 150mm-200mm lower than the floor surface of the carriage. In the static state of the vehicle, the distance between the outline of the vehicle and the evacuation platform shall not be greater than 300mm in the curved section. 3.0.11 The horizontal and transverse clearance between the maintenance high platform and the safety fence in the vehicle base warehouse and the vehicle outline shall be limited to 80mm~120mm, and the low platform shall be limited by the station platform. 3.0.12 No vehicle running on the line should exceed the vehicle limit of the running line.4 vehicles4.1 General provisions 4.1.1 Vehicles and their internal facilities should use non-combustible materials or low-smoke, halogen-free flame-retardant materials. 4.1.2 The maximum operating speed of the vehicle should not be less than 1.1 times the maximum operating speed of the line design, and the vehicle's vibration resistance, vibration reduction, and impact resistance capabilities should be designed according to the line operation requirements to reduce the harmful impact of vibration on the vehicle and the environment. 4.1.3 Noise reduction and noise isolation measures should be taken to reduce vehicle noise. 4.2 Body and interior 4.2.1 For steel wheel and rail systems running on tunnels or elevated lines, where escape and rescue passages are set in the center of the track (or central ditch), the end of the A-type car formation train should be equipped with special end doors for emergency evacuation and alighting facilities. The width of the end door shall not be less than 600mm, and the height shall not be less than 1800mm. 4.2.2 The effective clear height of the door shall not be less than 1.80m; calculated from the floor surface, the clear height of the standing seats shall not be less than 1.90m. 4.2.3 The side door of the passenger compartment shall have the following functions. 1 It can be opened, closed and locked independently, and can be opened and closed in conjunction with the screen door when the platform is equipped with a screen door; 2 It can be locked reliably when the train is running; 3 Can isolate a single door; 4 The door can only be opened normally after the train receives the signal to open the door; 5 In case of emergency, the door can be unlocked manually. 4.2.4 For trains that do not require high airtightness running on ground lines or elevated lines, each carriage should have an appropriate number of windows that can be controlled and partially opened independently. 4.3 Traction and braking 4.3.1 The train should have an independent and coordinated electric and friction braking system, and should have the braking force required by the vehicle under various operating conditions. 4.3.2 When the electric brake breaks down and loses the braking ability, the friction braking system should be put into use automatically, and should have the required braking force; the train should have the parking braking function, and it should ensure that the The car does not slide when stopping on the largest slope. 4.3.3 Trains (vehicles) running mixed with road traffic should have a braking system independent of the wheel-rail adhesive braking function, as well as a sanding device for the adhesive braking system. 4.3.4 When the side doors of the passenger compartment are not completely closed, the train should not start normally, but it should allow the train to run under the specified speed limit mode through the isolation function. 4.3.5 The train should have the following fault operation and rescue capabilities. 1 In the case of overcrowded load, when the train loses 1/4 of its power, it should be able to keep running to the terminal station; 2 In the case of overcrowded load, when the train loses 1/2 power, it should have the ability to start and run to the nearest station on the largest ramp on the main line; 3.An empty train should have the ability to push (drag) a train of the same formation without power under the overload condition to start and run to the nearest station on the largest ramp of the main line. 4.3.6 When the traction command and braking command are valid at the same time, the train should apply brake or emergency brake. 4.3.7 Someone drives... ......Tips & Frequently Asked Questions:Question 1: How long will the true-PDF of GB 55033-2022_English be delivered?Answer: Upon your order, we will start to translate GB 55033-2022_English as soon as possible, and keep you informed of the progress. 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