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TB 10069-2017

Chinese Standard: 'TB 10069-2017'
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TB 10069-2017English830 Add to Cart 0--10 minutes. Auto immediate delivery. Code for Design of Railway Hump Signaling and Automation System of Marshalling Station Valid TB 10069-2017
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BASIC DATA
Standard ID TB 10069-2017 (TB10069-2017)
Description (Translated English) (Code for Design of Railway Hump Signal and Marshalling Station Automation System)
Sector / Industry Railway & Train Industry Standard
Word Count Estimation 85,865
Date of Issue 2017-04-17
Date of Implementation 2017-07-01
Older Standard (superseded by this standard) TB 10069-2000
Regulation (derived from) State-Railway-Technology-Regulations (2017) 25

TB 10069-2017
Code for Design of Railway Hump Signaling and
Automation System of Marshalling Station
Issued on May 14,2018
Issued by National Railway Administration of the People’s Republic of China
1 General Provisions
1.0.1 This Code is prepared with a view to unifying the design standards of railway hump signaling
and automation system of marshalling station.
1.0.2 This Code is applicable to the design of railway hump signaling and automation system of
marshalling station.
1.0.3 The design of railway hump signaling and automation system of marshalling station shall
comply with the requirements of railway major technical policies.
1.0.4 Large-capacity hump shall be provided with hump route control, hump speed control for cut
rolling and cab remote control for humping. Medium-capacity hump shall be provided with hump route control, hump speed control for cut rolling, cab remote control for humping cab signal for humping. Small-capacity hump shall be provided with hump route control and cab signal for humping.
1.0.5 Network marshalling station and regional marshalling station should be provided with automation systems.
1.0.6 The design of railway hump signaling and automation system of marshalling station shall comply with the requirements of railway transportation and shall comply with the principles of being safe & applicable, advanced and well-developed, and cost effective.
1.0.7 When technology, new technique, new material and equipment are adopted in the
design of railway hump signaling and automation system of marshalling station, provisions related to railway construction management shall be complied with.
1.0.8 The design of railway hump signaling and automation system of marshalling station shall meet
the requirements specified in Railway Applications-Specificaticm and Demonstration of Reliability.
1.0.9 The hump signaling basic equipment which interacts directly with rolling stock shall not be
installed beyond the stipulated intrusion range and other types of basic equipment for hump signaling shall not be installed within the construction gauge of railways. The installation of the basic equipment and the method of the installation at the hump top should not affect the walk of release-coupler staff.
1.0.10 The design of railway hump signaling and automation system of marshalling station shall comply with those specified in relevant laws and regulations about saving energy, saving land, saving water, saving material and environmental protection.
1.0.11 Existing equipment and facilities that fit for the present working conditions shall be utilized in renovation projects.
1.0.12 Graphic symbols and codes used in the design of railway hump signaling and automation system of marshalling station shall meet the requirements of technical standards specified in the Code well as the requirements of, as for Design of Railway Signaling ( TB 10007 ), the Drawing Standards of Railway Engineering ( TB/T 10058) and the Standard for Graphical Symbol of Drawing of Railway Engineering (TB/T10059). Notes shall be given when unspecified graphic symbols or codes used in design.
3 Hump Signaling Basic Equipment
3.1 Hump Fixed Trackside Signal
3.1.1 The design of hump fixed trackside signal shall include hump signals, hump auxiliary signals, hump repeating signals, hump auxiliary signal repeaters, shunting signals and shunting track indicators.
3.1.2 Hump signals shall be erected in the hump yard where every hump is provided with signal. The hump signal shall be installed at the point of slope change between the hump top platform and the acceleration slope.
3.1.3 A hump auxiliary signal shall be erected at the receiving-departure track of the receiving yard if the shunting yard and the receiving yard are laid in longitudinal type. The hump auxiliary signal be used as the starting signal or the route signal for departure, and route indicators can be provided required.
3.1.4 A repeating signal shall be erected if the sighting distance of a hump signal or a hump auxiliary signal does not comply with those specified in Article 3.1.8 of this Code or when it is difficult to identify the signal’s aspect from a distance.
3.1.5 In the cut rolling
shall be erected, and shunting signals shall be erected as required in other areas.
3.1.6 A shunting track indicator shall be installed at the start of the shunting track in the hump yard.
3.1.7 Under normal conditions, the signal shall be installed on the left side of the running direction
of train sets, while under special conditions it may be installed on the right side of the running direction of train sets, or overhead the center line of the track it belongs to.
3.1.8 The sighting distance of signals and indicators shall comply with the following provisions.
1 The sighting distance of hump signals and hump auxiliary signals shall not be less than 400
2 The sighting distance of shunting signals, hump signal repeaters, hump auxiliary signal repeaters and indicators shall not be less than 200
3.1.9 The display status of signals shall comply with the following provisions.
1 The normal status of hump signals, hump auxiliary signals and shunting signals shall be
lighting, and the normal display status shall be at stop.
2 The normal display status of hump signal repeaters, hump auxiliary signal repeaters and
shunting track indicators shall have no indication.
3.1.10 The display of signals shall comply with the following provisions.
1 Hump Signal
1) One green light. allows train sets to
2) One green flashing light. indicates that train sets shall speed up towards the hump.
3) One yellow flashing light. indicates that train sets shall slow down towards the hump.
4) One red light. forbids train sets to overrun this signal or indicates the train sets shall come to halt.
5) One red flashing light. indicates that train sets shall return from the hump.
6) One white light. indicates that train sets shall get down from the hump.
7) One white flashing light. indicates that train sets shall get to the prohibitive humping
storage track or the hump detour track.
2 Hump Signal Repeater
1) No indication is given when it is in the normal status.
2) No indication is given when the train set is pre-pushed on the hump pushing route.
3) Hump signal repeaters indicate in the pushed on the hump route.
3 Hump Auxiliary Signal
1) The normal indication of hump auxiliary signal is red.
2) The hump auxiliary signal displays one yellow light when the train set is pre-pushed on the hump pushing route.
3) The hump auxiliary signal displays in the set is pushed on the hump pushing route.
4 Hump Auxiliary Signal Repeater
1) No indication is given when it is in the normal status.
2) The hump auxiliary signal repeater displays in the same
when the train set is pre-pushed or pushed on the hump pushing route.
5 Shunting Signal
1) One white light. allows shunting to pass the signal.
2) One blue light. forbids shunting to pass the signal.
6 Shunting track indicator
1) One white light. allows shunting to pass the shunting track indicator.
2) No indication. forbids shunting to pass the shunting track indicator.
3.1.11 The mechanism of signals and the arrangement of lamps shall meet the requirements specified in the Code for Design of Railway Signaling (TB 10007).
3.2 Hump Track Circuit
3.2.1 Track circuits shall be adopted for track occupation detection in hump yard.
3.2.2 Track circuits shall be provided if sections.
of the following conditions is applicable for track.
1 Switch sections equipped with switching devices for centralized control.
2 Track sections equipped with car retarders under automatic control.
3 Other track sections where monitoring is required on whether they are occupied by
3.2.3 The division of track sections of hump yards shall comply with the following provisions.
1 The division of track sections shall comply with the requirements of track circuits for reliable
operation, as well as the requirements of the arrangement of parallel routes, and it shall facilitate the operation of humps.
2 For diverging turnout, one track section shall have only one turnout and overlap shall be provided.
3 When it is necessary to continuously monitor the occupation of cars.
turnout and overlap shall be between hump signals and the first diverging turnout off the hump, track sections shall be provided separately and shall not be used together with the overlap of the first diverging turnout.
4 One track section shall have only one retarder location for retarders. Car
5 Track sections shall be provided separately from the end of the diverging turnout track section, which connects the shunting lines, to the point in rear of and not less than 3.5 m away from the fouling post.
6 Continuous track sections should be provided on hump detour tracks.
7 Shunting signals at the entrance to shunting necks, prohibitive humping storage tracks and
stub ended tracks for other uses shall be provided with approach sections and the length of which shall not be less than 25
3.2.4 The length of overlap and track sections of diverging turnouts shall meet the requirements in
The Technical Specification of Automatic Hump Yard (TB/T 2306).
3.2.5 Insulated joints in hump yard shall be arranged in compliance with the following provisions.
1 Rail insulated joints shall be arranged at the start and the end of track sections;insulated joints located within a turnout shall be arranged at hump turnout.
2 The insulated joints of hump signals and shunting signals shall be aligned with signals.
Otherwise, the insulated joints may be placed in the range from 1 m in advance of the signal to 1
inside of the signal.
3 The distance along the track between the insulated joints arranged inside of fouling post to
divide adjacent track sections (except for insulated joints at crossovers) and fouling posts shall not be less than 3.5 m.
4 The distance between the insulated joints at the entrance of the retarder track section and the
than 8 m. The insulated retarder entrance (center of the brake clamp at the head) shall not be
joints at the exit shall be arranged in the rail joint gap at the end of the retarder stock rail.
5 The boundary insulation joints of track sections shall be arranged at the joint of stock rails in
storage tracks, hump detour tracks and more front of turnouts which connect prohibitive humping pushing tracks.
6 The front end of the insulated joints of the diverging turnout track section shall be arranged at
the short rail head of the overlap, and the other end shall be arranged at the end of the stock rail and in the middle of the lead track. When one side of the following turnout overlap happens to be the frog of the front turnout, rail joints can be arranged only at the other side.
7 The two rail joints of track circuits shall be arranged in alignment;otherwise, except for track sections of hump diverging turnouts, the un-align distance between the two joints should not be than 2.5 m.
8 Rail joints shall not be arranged at joints of different type rails.
3.2.6 Closed track circuits shall be adopted in the hump yard;speedy receiving devices shall be
adopted for track circuits on rolling routes. The standard of shunting resistance and the response time of occupation and clearing shall meet the requirements in The Technical Specification of Automatic Hump Yard (TB/T 2306).
3.2.7 Protection measures shall be considered in the design of hump track circuits to deal with the
following unfavorable factors.
1 Malfunction of receiving devices caused by the flop of light wagons.
2 The impact of short circuit of the neigh boring track circuits caused by rail insulation damage.
3 The impact of traction currents and power frequency among adjacent rails.
4 External disturbance to cables.
5 The impact of inductive thunder.
6 Stray current interferences within the specified scope.
Related standard:   TB 10301-2020  TB 10302-2020
   
 
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