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NB/T 10333-2019: (Code for design of traffic road in hydropower project)
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NB/T 10333-2019
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Basic data | Standard ID | NB/T 10333-2019 (NB/T10333-2019) | | Description (Translated English) | (Code for design of traffic road in hydropower project) | | Sector / Industry | Energy Industry Standard (Recommended) | | Classification of Chinese Standard | P59 | | Classification of International Standard | 27.140 | | Word Count Estimation | 84,893 | | Date of Issue | 2019 | | Date of Implementation | 2020-07-01 | | Issuing agency(ies) | National Energy Administration | NB/T 10333-2019: (Code for design of traffic road in hydropower project)---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.
(Code for design of traffic road in hydropower project)
ICS 27.140
P 59
Energy Industry Standards of the People's Republic of China
Replace DL/T 5134-2001
Code for design of traffic road in hydropower engineering site
Code for Design of On-s i te Access Roads in
Hydropower P ro jec ts
Released on.2019-12-30 Implemented on 2020-07-01
Issued by the National Energy Administration
NB
1 General
1.0.1 In order to standardize the design of traffic roads in hydropower engineering sites, this code is formulated.
1.0.2 This code is applicable to the design of traffic roads in hydropower engineering sites.
1.0.3 The traffic roads in the hydropower project site should be planned and arranged reasonably to meet the requirements of the construction and operation of the hydropower project.
Through transportation needs. Road design should be safe and applicable, technologically advanced, economical and reasonable, and comply with environmental protection,
Requirements for water and soil conservation, energy saving and consumption reduction.
1.0.4 The design of the traffic road in the hydropower project site shall not only conform to this code, but also conform to the current relevant national standards.
Quasi-provisions.
2 term
2.0.1 on-site access road
Built for the construction and operation management of hydropower projects, connecting the main buildings in the hub and the project area
Construction operation area, material yard, slag yard, production and living area, undertaking construction transportation and power station operation within the project area
Manage the roads of transportation.
2.0.2 on-site major road
Connecting the main buildings of the hydropower project hub and the main construction operation area, material yard, slag yard, production and living area
Traffic roads in the venue.
2.0.3 On-site minor road
The on-site traffic road connecting the main road and the construction work surface.
2.0.4 Vehicle line load
During the construction period of the hydropower project, the main vehicle types of transportation are arranged in a certain manner according to the vehicle load.
3 Traffic road planning in the venue
3.1 General rules
3.1.1 The traffic road planning in the site should be based on the layout of the hydropower project hub, the general construction layout, and the overall construction schedule.
The requirements of internal transportation, reasonable layout of building construction, material yard, slag yard, main construction ancillary facilities, production
Roads such as living quarters, and reasonable use of existing traffic roads.
3.1.2 The traffic road planning on the site shall meet the transportation requirements of major parts such as mechanical and electrical equipment, metal structures, and construction machinery.
Demand, and reasonably connect with external traffic.
3.1.3 On-site traffic roads that are combined with local traffic should also meet the relevant requirements of local roads.
3.1.4 The traffic roads in the venue can be divided into main roads and venues according to their tasks, functions and transportation volume.
Inner non-main road.
3.2 Planning of main roads in the venue
3.2.1 The main roads in the site should be arranged and reasonably connected according to the overall construction layout and construction plan. according to
Use function, the main roads in the yard can be divided into yard transportation roads, slag yard and dump yard transportation roads, and upper dam roads
Roads, roads entering the factory, connecting roads in production and living areas, other main buildings and connecting roads in main construction work areas
Road and so on.
3.2.2 Material yard transportation roads should be reasonably arranged according to natural conditions, material yard planning, mining methods, and transportation methods.
And consider the requirements for access to the mining roads of the stockyard.
3.2.3 The transportation road of the slag yard and the transfer yard should be combined with its location, capacity, useful material recovery and later utilization requirements
Overall consideration and reasonable arrangement.
3.2.4 The upper dam road should meet the dam construction and later operation management and transportation requirements, and comprehensively consider the construction of each working face
Interference and traffic needs, overall planning. The upper dam road of the concrete dam should be combined with the concrete feed line.
Meet the requirements of concrete pouring strength and temperature control. The upper dam road of the local material dam should consider the filling of the dam body at each elevation.
Connection requirements for road construction.
3.2.5 The roads entering the factory shall meet the requirements of plant construction and later operation management and transportation, and be combined with other main road systems.
Plan to consider and arrange rationally.
3.2.6 The connecting roads of the production and living areas should be based on the location of the production and living areas and their tasks and functions, and combined with other mainstays.
7.2 Tunnel structure design
7.2.1 The design of the tunnel lining structure should make full use of the self-supporting capacity of the surrounding rock, and the lining should have sufficient strength and stability.
Sex and durability.
7.2.2 The tunnel lining structure shall be determined through structural calculation and comprehensive analysis of engineering analogy, and the design parameters may be
Analogy method or according to the current industry standard "Code for Design of Highway Tunnels, Volume 1 Civil Engineering" JTG 3370.1
The numerical calculation method is determined.
7.2.3 Temporary road tunnels may not be designed for earthquake resistance.
7.2.4 The tunnel lining structure shall adopt composite lining except for the entrance section, grade IV to grade V surrounding rock section and special geological section.
In addition, spray anchor lining should be adopted for other tunnel sections.
7.2.5 The tunnel roadbed should be stable, dense and homogeneous, and meet the support requirements of the pavement structure.
7.2.6 The road surface of the tunnel shall have sufficient strength and leveling, durability, anti-skid and abrasion resistance. The main road in the site
The tunnel should adopt cement concrete pavement.
7.2.7 Simple waterproof and drainage measures should be adopted for tunnels on temporary roads.
7.3 Tunnel ancillary facilities
7.3.1 The tunnel ventilation design shall meet the following requirements.
1 The ventilation design should be based on the tunnel operation requirements, and the ventilation method should be selected reasonably, and the overall mechanical ventilation plan should be appropriate.
Adopt full longitudinal mechanical ventilation or longitudinal segmented mechanical ventilation; tunnel ventilation design should conform to the current industry
The relevant provisions of the standard "Code for Design of Highway Tunnels, Volume Two, Traffic Engineering and Auxiliary Facilities" JTG D70/2.
The ventilation design of traffic tunnels, special complex tunnels and other tunnels should be integrated through ventilation calculation and engineering analogy
Analysis and determination.
2 For tunnels with a length greater than 2 km, the ventilation facilities during the operation period shall cooperate with the tunnel disaster prevention, rescue, and escape methods.
Comprehensive design of the case. The maximum fire heat release rate of the smoke exhaust design should be set at 20 MW.
3 Tunnel ventilation should adopt automatic control mode as the main method, and should have manual control function.
7.3.2 The tunnel lighting should meet the functional requirements of the road to which it belongs, and the extra-long tunnel on the main road should meet the current
The relevant regulations of the industry standard "Code for Design of Highway Tunnels Volume II Traffic Engineering and Auxiliary Facilities" JTG D70/2
set.
7.3.3 The design of tunnel power supply and distribution should meet the following requirements.
1 The power supply of the tunnel should be used for the power supply planning of the hydropower project construction; power supply for the permanent road tunnel on the site
It should be combined with the auxiliary power during the operation period of the power station.
2 Tunnel emergency lighting, ventilation facilities for fire conditions, monitoring and alarm systems, and power supply equipment for fire pumps
The design should be designed according to the power supply requirements of the first-class load, and the others should be designed according to the power supply requirements of the second-class load.
7.3.4 The tunnel fire alarm and fire protection design should comply with the current industry standard "Code for Design of Highway Tunnels Volume 2"
"Traffic Engineering and Auxiliary Facilities" JTG D70/2.Tunnel fire protection should be combined with the fire protection design of hydropower projects
Overall planning.
7.3.5 The design of the monitoring system shall meet the following requirements.
1 The monitoring facilities of extra-long tunnels should comply with the current industry standard "Code for Design of Highway Tunnels, Volume Two, Traffic
Engineering and Auxiliary Facilities" JTG D70/2 related regulations, from safety, technology, economy, reliability, maintainability
System design in aspects such as sex.
2 An independent programmable control cabinet should be set up for the extra-long tunnel, and it should be carried out in accordance with the requirements of unattended operation and management.
Line design.
3 Extra-long tunnels and long tunnels should be covered with wireless communication signals, and passive reflective emergency telephone numbers should be set
The code plate shall provide a dedicated alarm telephone number on the number plate. The distance between emergency telephone number plates should not be greater than.200m,
And should be set up at the emergency parking zone, branch opening, tunnel exit and entrance in the tunnel.
8 Safety facilities, environmental protection and soil and water conservation
8.1 Safety facilities
8.1.1 The traffic safety facilities should be designed according to the road grade and operation requirements, and the design of the traffic safety facilities should conform to
The relevant regulations of the current industry standard "Code for Design of Highway Traffic Safety Facilities" JTG D81.
8.1.2 The permanent roads in the flood discharge rain and fog area of the power station shall be provided with warning signs and traffic management during the flood discharge period of the power station shall be established.
Control measures.
8.1.3 In addition to warning signs, safety protection should be adopted for rockfall road sections where the slope height is greater than 15 m.
Measures.
8.1.4 Safety facilities, signs and protective measures should be set up on roads near residential areas with concentrated residents.
8.1.5 The road sections with poor sight distance, sharp bends, steep slopes, intersections, etc. shall be provided with matching signs, markings and deceleration and prevention.
Safety facilities such as protection and buffering.
8.1.6 Road sections with cliffs, deep valleys, deep gullies, rivers and lakes on the road side shall be provided with safety protection measures and warning signs.
8.1.7 If the tunnel entrance and rivers, cliffs, etc. have large intersection angles and other on-site traffic roads that are restricted by topography, crossings should be set up.
Pass signs and markings, and set up anti-collision walls or protective piers.
8.1.8 Supporting safety protection facilities should be installed on the road sections with reduced technical indicators.
8.1.9 Hazard avoidance measures may be taken for continuous long and steep downhill sections.
8.2 Environmental protection and soil and water conservation
8.2.1 The design of the traffic road in the site should be combined with the project’s natural environment, social environment, and transportation requirements.
Set conditions to meet the requirements of protecting the natural environment, maintaining ecological balance, preventing soil erosion, and reducing environmental pollution along the road.
Dyeing and other requirements.
8.2.2 The natural water flow patterns involved in the traffic roads on the site should be protected to avoid siltation, blockage, and retention of workers.
Process hidden dangers. The spoil ground near the water area shall be equipped with effective blocking measures, and shall not block the river flow or cause water and soil flow
Lost.
8.2.3 The tunnel connecting the construction work surface of the underground project should be equipped with dust suppression facilities.
8.2.4 Roads located near camps or residential areas where the environmental noise exceeds the standard, noise prevention facilities should be installed.
8.2.5 The borrow yard and spoil yard shall be combined with the material yard, slag yard and local construction material mining conditions planned by the hydropower project
Overall planning. Separate spoil ground should be based on factors such as the location of spoil, the nature of spoil, and the height of the planned spoil.
Comprehensive analysis of factors, reasonable selection of drainage, slag blocking, slope protection and greening engineering measures.
8.2.6 Protection and drainage facilities in the water and soil conservation measures of the spoil yard set separately outside the spoil yard of the hydropower project planning
The design should conform to the current industry standard "Code for Design of Highway Subgrade" JTG D30 and "Code for Design of Highway Drainage"
The relevant regulations of JTG/T D33.
Appendix A. Load Action Effect Combination of Special Checking Calculation
A.0.1 When checking the ultimate state of the bearing capacity under the endurance condition, the combination of load action effects of the special checking calculation should meet the following requirements.
Column regulations.
1 The structural importance factor γ0 in the basic combination should be 1.0, and the special check load effect corresponds to the automobile load effect
The corresponding sub-factor γQ1 should be 1.1.
2 When the special check load effect accounts for 45% to 60% of the total load effect, the standard value of permanent effect
The standard value Q1k of Gik and special checking load effect should be increased by 2%.
3 When the special check load effect accounts for more than 60% of the total load effect, the permanent effect effect standard value Gik,
The standard value Q1k of special checking load effect should be increased by 3%.
A.0.2 When the stress, crack width and deflection are checked according to the normal service limit state of the permanent condition, the action or load
The load effect combination adopts the standard value combination and should meet the following requirements.
1 The stress check calculation should be carried out on the normal section stress of the concrete in the tension zone, the principal compressive stress of the concrete on the inclined section and the principal compressive stress.
Check calculation of tensile stress, and meet the following requirements.
1) The maximum compressive stress of concrete in the compression zone after deducting all prestress loss should be calculated as follows.
σpt σkc≤0.6 fck (A.0.2-1)
In the formula. σpt-the normal tensile stress of concrete (MPa) generated by the pre-loading force;
σkc--the normal compressive stress of concrete (MPa) produced by the action or load standard value;
fck--the standard value of concrete compressive strength (MPa).
2) The maximum tensile stress of the concrete in the tension zone after deducting all the prestress loss should be calculated as follows.
σpc σkt≤0.9 ftk (A.0.2-2)
In the formula. σpc--the normal compressive stress of concrete (MPa) generated by pre-loading;
σkt--the normal tensile stress of concrete produced by the action or load standard value (MPa);
ftk--the standard value of concrete tensile strength (MPa).
3) The maximum tensile stress of steel wire and steel strand in tension zone should be calculated as follows.
σpe σp≤0.7 fpk (A.0.2-3)
In the formula. σpe-the effective prestress of the longitudinal prestressed steel bar in the tension zone of the cross section (MPa);
σp-prestressed stress or stress increment (MPa) of the action or load standard value;
fpk--the standard value of the tensile strength of prestressed steel bars (MPa).
4) The maximum tensile stress of the finished rolled rebar in the tension zone should be calculated as follows.
pkppe f85.0 (A.0.2-4)
5) The principal compressive stress of concrete on the oblique section should be calculated as follows.
σcp≤0.65 fck (A.0.2-5)
In the formula. σcp-the principal compressive stress of component concrete (MPa).
6) The principal tensile stress of concrete on the oblique section should be calculated as follows.
σtp≤0.9 ftk (A.0.2-6)
In the formula. tp-the principal tensile stress of component concrete (MPa).
7) For the section where the concrete main tensile stress σtp is not greater than 0.55 ftk, stirrups can be set only according to the structural requirements; concrete
For the section where the soil main tensile stress σtp is greater than 0.55 ftk, the stirrups should be set according to the calculation results.
2 The calculation of crack width should conform to the current industry standard "Highway reinforced concrete and prestressed concrete bridges and culverts
According to the relevant provisions of Design Code" JTG 3362, the reinforced concrete members and the part of the B-type pre-stressed parts whose tensile stress exceeds the limit
The calculated maximum crack width limit of stressed concrete members shall meet the following requirements.
1) For reinforced concrete members, the environment of category Ⅰ and Ⅱ should be 0.25 mm, and the environment of category Ⅲ and Ⅳ should be 0.25 mm
0.15 mm.
2) For pre-stressed concrete members using fine-rolled rebars, the environment of Class I and Class II should be 0.25 mm, Ⅲ
Class and IV environment should be 0.15 mm.
3) For pre-stressed concrete members using steel wires or steel strands, the environment of Class I and Class II should be 0.15 mm.
4) Pre-stressed concrete components using steel wires or steel strands shall not be cracked in the Ⅲ and Ⅳ environment
Class B component design.
3 The deflection calculation should conform to the current industry standard "Design of Highway Reinforced Concrete and Prestressed Concrete Bridges and Culverts"
According to the relevant regulations of "Code" JTG 3362, reinforced concrete and prestressed concrete flexural members shall be
The maximum deflection limit under the action should be in accordance with the current industry standard "Design of Highway Reinforced Concrete and Prestressed Concrete Bridges and Culverts"
The limit specified in the "Planning Specification" JTG 3362 is increased by 20%.
4 The relevant check calculations of steel structures shall meet the following requirements.
1) When checking the strength and stability of steel structure, the allowable stress limit of steel and various connectors should be increased
25%.
2) The deflection limit of steel structure flexural members under special check load shall be in accordance with the current industry standard "Highway
The limit specified in "Code for Design of Steel Structure Bridges" JTG D64 is increased by 20%.
NB/T 10333-2019
(Code for design of traffic road in hydropower project)
ICS 27.140
P 59
Energy Industry Standards of the People's Republic of China
Replace DL/T 5134-2001
Code for design of traffic road in hydropower engineering site
Code for Design of On-s i te Access Roads in
Hydropower P ro jec ts
Released on.2019-12-30 Implemented on 2020-07-01
Issued by the National Energy Administration
NB
1 General
1.0.1 In order to standardize the design of traffic roads in hydropower engineering sites, this code is formulated.
1.0.2 This code is applicable to the design of traffic roads in hydropower engineering sites.
1.0.3 The traffic roads in the hydropower project site should be planned and arranged reasonably to meet the requirements of the construction and operation of the hydropower project.
Through transportation needs. Road design should be safe and applicable, technologically advanced, economical and reasonable, and comply with environmental protection,
Requirements for water and soil conservation, energy saving and consumption reduction.
1.0.4 The design of the traffic road in the hydropower project site shall not only conform to this code, but also conform to the current relevant national standards.
Quasi-provisions.
2 term
2.0.1 on-site access road
Built for the construction and operation management of hydropower projects, connecting the main buildings in the hub and the project area
Construction operation area, material yard, slag yard, production and living area, undertaking construction transportation and power station operation within the project area
Manage the roads of transportation.
2.0.2 on-site major road
Connecting the main buildings of the hydropower project hub and the main construction operation area, material yard, slag yard, production and living area
Traffic roads in the venue.
2.0.3 On-site minor road
The on-site traffic road connecting the main road and the construction work surface.
2.0.4 Vehicle line load
During the construction period of the hydropower project, the main vehicle types of transportation are arranged in a certain manner according to the vehicle load.
3 Traffic road planning in the venue
3.1 General rules
3.1.1 The traffic road planning in the...
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