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(Design standards for urban passenger transport hubs)
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GB/T 51402-2021
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PDF similar to GB/T 51402-2021
Standard similar to GB/T 51402-2021 GB/T 16311 CJJ 36 GB 50763 GB/T 42334.2 Basic data | Standard ID | GB/T 51402-2021 (GB/T51402-2021) | | Description (Translated English) | (Design standards for urban passenger transport hubs) | | Sector / Industry | National Standard (Recommended) | | Classification of Chinese Standard | P51 | | Word Count Estimation | 123,181 | | Issuing agency(ies) | Ministry of Housing and Urban-Rural Development of the People's Republic of China; State Administration for Market Regulation | GB/T 51402-2021: (Design standards for urban passenger transport hubs)---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 standard is formulated in order to meet the needs of the development of urban passenger transport in my country and make the design of urban passenger transport hubs in my country safe, reliable, convenient, efficient, economical, environmentally friendly, and technologically advanced.
1.0.2 This standard is applicable to the design of newly built, expanded and reconstructed urban passenger transport hubs.
1.0.3 The design of urban passenger transport hubs shall not only comply with this standard, but also comply with the current relevant national standards.
2 Terms and symbols
2.1 Terminology
2.1.1 urban passenger transfer hub
In the urban passenger transport system, it is a place for collecting, distributing and converting passenger flow for lines of different modes of transportation or different directions and functions of the same mode of transportation.
2.1.2 Passenger collecting volume
The sum of the passenger flow arriving at the hub by various modes of transportation (including non-motorized transportation), excluding the transit passenger flow of the hub.
2.1.3 Passenger distributing volume
The sum of passenger flow leaving the hub by various modes of transportation (including non-motorized transportation), excluding transit passenger flow.
2.1.4 Passenger flow through passenger
Passenger flow directly passing through the hub without transfer.
2.1.5 daily passenger flow
The sum of all-day assembly and evacuation passenger flows of various transportation modes in the hub (including pick-up and drop-off passengers), excluding the transit passenger flow of the hub.
2.1.6 peak hour passenger flow peak hour passenger flow
The largest hourly passenger flow in the daily passenger flow.
2.1.7 circulation road
Connect the roads between the divisions in the hub and the road network outside the hub.
2.1.8 connection road
It is set along the periphery of the hub building and provides services such as temporary parking of vehicles.
2.1.9 Changqu Road parking aisle
The interior road of the parking lot (garage).
2.1.10 Access throat in the transitional section of the entrance and exit
The internal road of the hub refers specifically to the passage connecting with the surrounding municipal roads.
2.1.11 curbside
In the range of pedestrian entrances and exits of buildings, the roadway area for motor vehicles to park and passengers to get on and off.
2.1.12 Emergency response system (ERS)
The emergency response system within the hub that reports to the relevant management department and provides disposal orders according to the emergency plan when an emergency occurs in the hub.
2.1.13 integrated management information system (IMIS)
Collect the traffic flow, passenger flow and traffic operation status in the public area of the hub, and obtain the frequency, operation status, passenger flow and other information of various transportation modes through the traffic information sharing mechanism; comprehensively analyze, process and store the information; Publish information such as guidance, notification, and publicity; establish an integrated management system that communicates with transportation, security, emergency management departments, and related industry management departments.
2.1.14 traffic management system (TMS)
A management system for real-time guidance and control of road traffic flow in hub public areas and emergency response to emergencies.
2.1.15 passenger information system (PIS)
It is an information system that collects real-time passenger flow information in the public area of the hub and various modes of transportation; releases passenger flow induction information through information boards and query terminals, and enables orderly passage of passenger flow in the hub.
2.2 Symbols
A——the distance between the base opening of the main road entrance and the level intersection;
B——the distance between the base opening of the main road exit and the level intersection;
C——the distance between the base opening of the secondary trunk road entrance and the level intersection;
D——the distance between the base opening of the secondary trunk road exit and the level intersection;
D1——the distance between the front and rear parking spaces of the in-line bus stop without overtaking lane;
D2—the distance between the front and rear of two parking spaces in an in-line bus stop with an overtaking lane that can be driven in and out independently;
D3—the distance between the front and rear parking spaces of the in-line bus stop with overtaking lanes that cannot be driven in and out alone;
D4——the length of the parking space of the zigzag docking station;
L - the length of the bus (electric) car;
Ls——the length of the bay of the bus (electric) car bay stop;
P——Daily Passenger Flow of the Hub;
Pc——the resident population of urban area;
Q——the number of passengers transferring at peak hours in the transfer plaza or transfer hall;
Qh - the maximum number of people gathered in the transfer plaza or transfer hall;
Sh—the area used for traffic transfer in the transfer plaza or transfer hall;
Si - per capita usable area;
Th - the time to pass through the transfer plaza or transfer hall;
n - the number of berths at the station;
α——super peak coefficient.
3 Hub Classification and Passenger Flow Forecast
3.1 Classification and Grading
3.1.1 Urban passenger transport hubs should be divided into urban comprehensive passenger transport hubs and urban public transport hubs. Urban comprehensive passenger transport hubs should include aviation hubs, railway hubs, highway passenger hubs, and passenger port hubs. Urban public transportation hubs should include urban rail transit hubs and bus (electric) hubs.
3.1.2 The urban passenger transportation hub shall be classified according to the daily passenger flow of the hub within the planning period, and the classification shall comply with the provisions in Table 3.1.2.
3.2 Passenger Flow Forecast and Analysis
3.2.1 The passenger flow forecast of the hub should include the total passenger flow forecast of the hub, the traffic mode share rate forecast and the passenger flow forecast of various modes of transportation.
3.2.2 The hub passenger flow forecast can be divided into three phases. initial phase, short term phase and long term phase. The initial stage should be the 3rd year after completion and operation, the short-term should be the 10th year after completion and operation, the long-term should be the 25th year after completion and operation, and the long-term should be the 30th year after completion and operation of the aviation hub.
3.2.3 The hub passenger flow analysis should include analysis of normal passenger flow, special passenger flow, passenger flow sensitivity and super-peak coefficient analysis, etc.
3.2.4 The comprehensive development of the hub should carry out independent passenger flow forecasting, and the traffic streamline organization and facility scale of the hub should be determined according to the impact of the passenger flow of the comprehensive development.
4 Overall Design
4.1 General provisions
4.1.1 Urban passenger transportation hubs should be designed according to the location characteristics determined by the overall urban planning and urban comprehensive transportation system planning, hub classification and classification, traffic mode composition, hub service scope, and comprehensive development planning conditions.
4.1.2 The distance between the hub base and places containing inflammable and explosive materials and the distance from pollution sources such as noise, dust and smoke, and emission of harmful gases shall comply with the relevant standards for safety, sanitation and environmental protection, and there shall be good water supply, Drainage, power supply, communication, gas, road and other municipal infrastructure conditions.
4.1.3 The elevation of the hub base shall meet the urban planning requirements and shall meet the urban flood and waterlogging prevention standards.
4.1.4 The scale of hub facilities should be determined according to the passenger flow in the long-term or passenger flow control period, and setting conditions should be reserved for the facilities and equipment added in the long-term.
4.2 General layout
4.2.1 The overall layout of the hub should ensure smooth connection between the internal traffic and the external traffic of the hub, people-oriented, bus priority, passenger-vehicle diversion, and orderly organization.
4.2.2 The general layout of the hub should make reasonable use of terrain conditions, compact layout, and combine short-term and long-term.
4.2.3 The overall layout of the hub should be arranged based on the principle of reasonable organization of traffic streamlines. The pedestrian circulation organization of the hub should be based on the flow of passengers, and should follow the principle of giving priority to the main passenger flow and the minimum average transfer distance; The incoming and outgoing flow lines should be separated.
4.2.4 The general layout of the hub shall meet the following requirements.
1 There should be clear divisions, priority for passengers, convenient transfers, and smooth streamlines.
2 Temporary parking areas and night parking areas should be set up for buses (electric vehicles) and long-distance buses respectively; the temporary parking area should be closely connected with the transfer space, and the night parking area should be separated from the transfer space.
3 It is advisable to set up a pick-up and drop-off area and a car storage area for taxis respectively; the pick-up and drop-off areas should be closely connected with the transfer space, and the car storage area can be separated from the transfer space.
4 The management office area should be relatively independent and easy to manage.
5 Ancillary rooms such as maintenance and car washing and ancillary facilities such as refueling stations should be far away from the passenger activity area.
4.2.5 When the long-term passenger flow of an aviation hub is greater than.200,000 person-times/d, and the long-term passenger flow of a railway hub is greater than 300,000 person-times/d, it is advisable to use connection facilities in two or more directions and road traffic facilities to collect and distribute passenger flow, and the roads directly connected to the hub in different external directions should not be reused.
4.2.6 The hub vehicle entrances and pedestrian entrances should be set separately.
4.2.7 The traffic flow in and out of the comprehensive development of the hub should not affect the public transportation of the hub.
5 Roads and traffic facilities inside the hub
5.1 General provisions
5.1.1 The internal roads of the hub can be divided into circulation roads, connection roads, and field roads according to road functions, and the internal road system of the hub should be set according to the needs of the hub. The special-level and first-level urban comprehensive passenger transport hubs of large cities and above cities should be equipped with a third-level hub internal road system, and should meet the following requirements.
1 The circulation road should be set on the periphery of the functional area, connecting the main entrances and exits, using two-way lanes, and it is not suitable to set up sidewalks and non-motorized lanes.
2 Contact roads should be set up along the perimeter of the building, contact the functional divisions, and provide temporary parking services for vehicles.
3 The roads in the field area should be set in the first and last stations of the bus and the parking lot (garage) area, and should be set reasonably in combination with the parking spaces and the positions of the arrival and departure platforms.
5.1.2 The pedestrian, non-motor vehicle and motor vehicle systems inside the hub should be connected with the corresponding facilities outside the hub base and should meet the corresponding service level.
5.1.3 It is advisable to carry out traffic flow simulation for super-class and first-class urban comprehensive passenger transport hubs in large cities and above cities, and to carry out traffic flow simulation for entrances and exits with complex traffic organization.
5.1.4 The urban comprehensive passenger transport hub should arrange taxi storage areas according to the demand of taxi passengers and the internal and external conditions of the hub.
5.2 Internal roads
5.2.1 The internal road design indicators should meet the requirements in Table 5.2.1.
5.2.2 The internal road cross-section, plane and longitudinal section alignment indicators shall comply with the current industry standard "Code for Design of Urban Road Engineering" CJJ 37.
5.3 Base Entrance and Exit
5.3.1 The location of the entrance and exit of the base should be determined in conjunction with the conditions of the municipal road network around the hub base.
5.3.2 When the pedestrian entrance and exit are set on the main road, safety measures shall be taken to ensure that the flow of people in the hub crosses the main road; Three-dimensional crossing facilities.
5.3.3 The hub vehicle entrances and exits shall comply with the following regulations.
1 The special-level and first-level urban comprehensive passenger transport hubs of large cities and above cities shall be equipped with special lanes for motor vehicles to connect with high-level roads such as expressways, first-class highways or urban expressways, and shall comply with the provisions of Appendix A of this standard.
2 The minimum distance between the vehicle entrance and exit of the hub and the level intersection of the municipal road (Figure 5.3.3) should meet the requirements in Table 5.3.3.
5.3.4 The minimum width of vehicle entrances and exits should comply with the provisions in Table 5.3.4.
5.3.5 There should be a transition section at the entrance and exit in the base, and the length of the transition section should be determined according to factors such as vehicle type, traffic volume, capacity of the entrance and exit, and management method.
5.3.6 The design of hub vehicle entrances and exits shall meet the following requirements.
1 The number of entrance and exit lanes for buses (electric vehicles) and long-distance vehicles shall be calculated and determined according to the traffic capacity.
2 The design traffic capacity of one lane at the entrance of buses (electric vehicles) and long-distance vehicles shall meet the requirements in Table 5.3.6-1.
3 The design capacity of a single lane at the entrance and exit of cars shall meet the requirements in Table 5.3.6-2.
5.4 Parking areas and stops
5.4.1 The parking area for more than 300 cars in the urban comprehensive passenger transport hub should set up independent and continuous pedestrian passages, which should not intersect with motor vehicles, and the clear width of pedestrian passages should not be less than 750mm.
5.4.2 The platforms of bus stops can be in-line, bay or sawtooth. One-way single lanes should be equipped with harbor-style stops or special parking lanes, and one-way double-lane can use in-line stops. Arrival areas and departure areas for buses should be set up separately.
5.4.3 The setting of bus stops shall comply with the following regulations.
1 The design parameters of in-line parking stations without overtaking lanes (Figure 5.4.3-1) shall meet the requirements in Table 5.4.3-1.
2 The design parameters of in-line stops (Figure 5.4.3-2) with overtaking lanes that can be driven in and out independently should meet the requirements in Table 5.4.3-2.
3 The design parameters of in-line stops (Fig. 5.4.3-3) with overtaking lanes that cannot be driven in and out independently shall meet the requirements in Table 5.4.3-3.
4 The design parameters of the harbor-type docking station (Figure 5.4.3-4) shall comply with the requirements in Table 5.4.3-4.
5 The design parameters of the saw-tooth docking station (Figure 5.4.3-5) shall comply with the provisions in Table 5.4.3-5.
5.4.4 The design capacity of the lane side of the car drop-off area (Figure 5.4.4-1) and the lane side of the pick-up area (Figure 5.4.4-2) should comply with Table 5.4.4-1 and Table 5.4.4- 2 provisions.
5.4.5 The lane design of the car drop-off area and pick-up area shall meet the following requirements.
1 The width of the single lane of the parking space in the drop-off area should be 3.00m, and the width of the driving lane should be 3.25m.
2 The lanes in the drop-off area with a length of more than 100m should be provided with 2 or more hub building entrances and exits.
3 When the length of the lane side of the taxi pick-up area exceeds 50m, the pick-up area should be set up in partitions.
5.4.6 The lane design of coaches shall meet the following requirements.
1 The width of the single lane of the parking space in the drop-off area should be 3.00m, and the width of the driving lane should be 3.50m.
2 The designed traffic capacity at the side of the lane in the drop-off area for every 100m should be 50veh/h.
3.The lane side of the drop-off area and pick-up area shall be set on the side of the lane closest to the building entrance.
5.4.7 The hub parking area should be equipped with charging facilities or reserve construction and installation conditions according to 15% of the parking spaces.
5.4.8 Non-motor vehicle parking facilities shall comply with the following regulations.
1 The non-motor vehicle parking lot should be located near the pedestrian transfer passage, and it should be scattered according to the demand, and it should be set on the ground. When it is set underground, it should have the conditions for cycling in and out.
2 The independent non-motor vehicle parking lot shall be equipped with related facilities such as awnings, lighting, and drainage.
6 Architecture and Environment
6.1 General provisions
6.1.1 The hub building design should meet the needs of passenger flow transfer, and should have good ventilation, lighting, sanitation, disaster prevention and other conditions, and should meet the needs of operation and management.
6.1.2 The hub building design should reasonably determine the functional layout and construction scale of various types of rooms and spaces based on hub passenger flow forecast, land use conditions, and use requirements.
6.2 Transfer space
6.2.1 The scale of the transfer plaza and transfer hall, as well as the scale of transfer channels, entrances and exits, stairs, escalators, moving walks and other facilities shall be calculated according to the super-peak design passenger flow. The super-peak design passenger flow should be the predicted long-term peak-hour passenger flow or the peak-hour passenger flow during the passenger flow control period multiplied by the super-peak coefficient of 1.1 to 1.4.The super-peak factor should be comprehensively determined based on factors such as hub function positioning and passenger flow characteristics.
6.2.2 The minimum clear width and minimum clear height of each part of the transfer space shall comply with the provisions in Table 6.2.2.
6.2.3 The maximum capacity of various transportation facilities in the transfer space during normal operation shall comply with the provisions in Table 6.2.3.
6.2.4 The area used for traffic transfer in the transfer plaza or transfer hall shall be calculated according to the following formula.
In the formula. Sh—the area used for traffic transfer in the transfer plaza or transfer hall (m2);
Qh - the maximum number of people gathered in the transfer plaza or transfer hall (persons);
Si——Usable area per capita (the urban comprehensive passenger transport hub should not be less than 2.3, and the urban public transport hub should not be less than 1.9) (m2/person);
Q——the number of people transferring at peak hours in the transfer plaza or transfer hall (person);
α——super peak coefficient;
Th——the time to pass through the transfer plaza or transfer hall (when Q≥20,000, Th should be 6 minutes; when 10,000 ≤ Q< 20,000, Th should be 5 minutes; when Q< 10,000, Th should be It should be 4 minutes).
6.2.5 The main transfer space of super-class and first-class urban passenger transport hubs in large cities and above cities should carry out passenger flow dynamic simulation, and the main transfer space of second-level urban passenger transport hubs should carry out passenger flow dynamic simulation.
6.2.6 The longest transfer distance between various modes of transportation shall comply with the following regulations.
1 The transfer distance between bus lines should not be greater than 120m.
2 The transfer distance between public transport and rail transit should not be greater than.200m.
3 The transfer distance between other transportation modes should not be greater than 300m.
4 When the transfer distance exceeds 300m, it is advisable to set up moving walkways or adopt a three-dimensional transfer form.
6.2.7 For transportation hubs with large changes in passenger flow affected by holidays, temporary stranded areas or buffer areas for passengers should be set up.
6.2.8 Security inspection, quarantine and other facilities in the hub should be set up in relatively independent areas, and space for passengers to queue should be reserved; the scale of security inspection, quarantine and other facilities should be calculated according to the capacity of the facility.
6.2.9 The classification and configuration standards of hub service facilities should comply with the provisions in Table 6.2.9.
6.2.10 The information desk should be set up near the main entrance and exit of passengers or the main transfer node. Inquiry about the passenger flow should avoid interfering with the flow of passengers entering and exiting the hub and changing passengers.
6.2.11 The arrangement of commercial and service facilities in the transfer space should not affect the passage of passengers.
6.2.12 Toilets should be installed in the transfer space and should meet the following requirements.
1 The location of toilets should be obvious, and the signs should be easy to identify.
2 The toilets should be scattered and the service radius should not be greater than 80m.
6.3.10 Escalators and moving walks used for transfers shall comply with the relevant provisions of public transport escalators and moving walks in the current national standard "Safety Code for Manufacture and Installation of Escalators and Moving Walks" GB 16899.
6.3.11 Elevators used for transfers shall comply with the relevant provisions of the current national standard "Code for Barrier-free Design" GB 50763 for barrier-free elevators, and shall comply with the following provisions.
1 The rated load capacity of the elevator should not be less than 1000kg.
2 The rated speed of the elevator should not be less than 0.63m/s, preferably 1m/s.
3.The door opening width of the elevator should not be less than 1m (for a 1000kg ladder) or 1.1m (for a 1600kg ladder), and it is advisable to use double-leaf centrally split doors.
6.3.12 When a ramp is used for transfer in the transfer space, the gradient of the ramp should not be greater than 1.20, and the horizontal continuous length should not exceed 24m.
6.4 Disaster prevention design
6.4.1 The hub building shall be equipped with disaster prevention facilities against fire, flood, wind disaster, ice and snow, earthquake, lightning strike and other disasters.
6.4.2 The fire protection design of hub buildings shall comply with the relevant provisions of the current national standards "Code for Fire Protection Design of Buildings" GB 50016 and "Code for Fire Protection Design of Building Interior Decoration" GB 50222.
6.4.3 The fire resistance rating of the hub building shall not be lower than Class 2 for the above-ground part, and shall not be lower than Class 1 for the underground part.
6.4.4 When the hub includes comprehensive development, the comprehensive development part and the hub part shall be divided into different fire compartments.
6.4.5 The evacuation door of the transfer space shall not be provided with a threshold, and its clear width shall not be less than 1.4m, and no steps shall be provided within the range of 1.4m inside and outside the door. The clear width of the outdoor evacuation passage in the transfer hall should not be less than...
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