~ T B PROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA FP TB 10621-2014 Code for Design of High-speed Railway PR BT Issued on July 30, 2015 Issued by National Railway Administration of the People’s Republic of ChinaPROFESSIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA Code for Design of High-speed Railway TB 10621-2014 Chief Development Organization; The Third Railway Survey and Design Institute Group Corporation China Railway STYUAN Survey and Design Group Co., Ltd. Approval Department; National Railway Administration Implementation Date: February 1, 2015 China Railway Publishing House Beijing 2015BS2EKUR B (CIP) StH ‘He ABERHAUAE TB 10621-2014, 98/4 EAR SAUER SUTE .—Ce 5 oh LM A 4b,2015.8 ISBN 978-7-113-20686-4 L.Om 1D Ml Oma HPF WV. DUz36-65 SSOUNCA BON CIP St Be (2015) 1831005 Chinese version first published in the People’s Republic of China in 2015 English version first published in the People's Republic of China in 2015 by China Railway Publishing House No, 8, You’anmen West Street,Xicheng District Beijing, 100054 www, tdpress, com Printed in China by Beijing Jinghua Hucais Printing Co.,Ltd. € 2015 by National Railway Administration of the People’s Republic of China Alll rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage and retrieval systems, without the prior written consent of the publisher. This book is sold subject to the condition that it shall not, by way of trade or otherwise, be lent, resold, hired out or otherwise circulated without the publisher’s prior consent in any form of binding or cover other than that in which it is published and without a similar condition including this condition being imposed on the subsequent purchaser. ISBN 978-7-113-20686-4Introduction to the English Version To promote the exchange and cooperation in railway technology between China and the rest of the world, China Railway Economic and Planning Research Institute, entrusted by National Railway Administration of the People's Republic of China, organized the translation and preparation of this code, This code is the official English language version of Code for Design of High-speed Railway (TB 10621-2014). The Chinese version of this code was issued by National Railway Administration and came into effect on February 1, 2015. In case of discrepancies between the two versions, the Chinese version shall prevail. National Railway Administration of the People’s Republic of China owns the copyright of this English version, The English version was prepared by the Railway Branch of China Association for Engineering Construction Standardization, Beijing Times Grand Languages International Translation and Interpretation Co. Ltd., etc. China Railway Fifth Survey and Design Institute Group Co. Ltd China Railway Tunnel Group Co. Ltd., China CREC Railway Electrification Bureau Group, ete. provided great support during review of this English version. Your comments are invited for next revision of this code and should be addressed to Technology and Legislation Department of National Railway Administration and China Railway Economic and Planning Research Institute, Address: Technology and Legislation Department of National Railway Administration, No. 6, Fuxing Road, Beijing, 100891, P. R. China, China Railway Economic and Planning Research Institute, No. 29B, Beifengwo Road, Haidian District, Beijing, 100038, P, R. China. Email; jishubiaozhunsuo@126, com The translation was performed by Liu Yan, Wang Lei, Ding Yi Chen Xi, Liu Qingsong, Zhai Jinying, Gu Aijuny Chen Xuhua, Dong Xuewu, Zhang Lixin, Liu Lihai, Li Huacun, Yang Sibo. The translation was reviewed by Wang Lei, Zhai Jinying, Gan Jiandong, Chen Xi, Ren Juanjuan, Yang Sibo, Wang Lingling, Li Huacun, Zhu Zhexun, Ren Hua, Guo Jin, Liao Jun, Sun Junling, Qi Guangteng,Notice of National Railway Administration on the Issuance of the English Version of Code for Design of High-speed Railway Document Guo Tie Ke Fa [2015]No. 30 To push forward the development of high-speed railway and promote the exchange and cooperation in railway technology between China and the rest of the world, National Railway Administration organized the translation and preparation of Code for Design of High-speed Railway (TB 10621-2014), which is hereby issued, In case of discrepancies between the original Chinese version and the English version, the Chinese version shall prevail. ‘The English version is published by China Railway Publishing House, National Railway Administration July 30, 2015Notice of National Railway Administration on the Issuance of Railway Standard (Engineering Construction Standard Batch No. 4,2014) Document Guo Tie Ke Fa [2014] No. 60 Code for Design of High-speed Railway (TB 10621-2014)is hereby issued and will come into effect on February 1,2015. Code for Design of High-speed Railway (Trial) (TB 10621-2009) is withdrawn, Technology and Legislation Department of National Railway Administration is responsible for the interpretation of this Code, while China Railway Publishing House is authorized to publish this Code, National Railway Administration December 1,2014Foreword Ever since the release of Code for Design of High-speed Railway (Trial)(TB 10621-2009), over 10 000 km of high-speed reilways(HSRs) have been constructed in China, which include the Beijing-Shanghai HSR which is the world’s longest high-speed line ever built in a single phase, the Beijing-Guangzhou HSR which has the longest operating length, the Zhengzhow-Xi’an HSR which is the first high-speed line built on collapsible loess, the Harbin-Dalian HSR which is the first high- speed line built in seasonal frost zone,ete, Abundant practical experience has been accumulated for further improvement of China’ s high-speed railway construction standards, On the basis of summarizing the practical experience and the scientific research achievements of high-speed railway construction and operation in China, the Code for Design of High-speed Railway (Trial) was comprehensively revised, In this Code, the principle of safety first was followed, the technical requirements for quality and safety, energy and resource conservation, environmental protection, integrated transportation, ete, were strengthened, while the overall design and the interface design were highlighted, Meanwhile, the speed selection, the equipment adoption and the major design parameters for various disciplines were optimized taking into consideration of such factors as the current national conditions, the economic and social development level, the transport needs and the environmental conditions in China. Therefore, this Code is more scientific and rational both technically and economically. This Code consists of 22 chapters, namely General Provisions, Terms and Symbols, Overall Design, Transport Organization, Railway Line, Subgrade, Bridge and Culvert, Tunnel, Track, Station and Yard,Traction Power Supply, Electric Power, Communications, Signaling, Information, Disaster Monitoring, EMU Facilities, Maintenance Facilites, Water Supply and Drainage, Buildings, Integrated Earthing,and Environmental Protection, Four Appendices are also included. Revisions mainly include; 1. Specification that this Code applies to the construction of new standard-gauge passenger dedicated lines for multiple units with a design speed of 250~ 350 km/h. Supplementation of requirements in principle concerning application of “Four New” (new technology ,new material,new equipment, new process)and risk prevention, 2, Revision and improvement of terms and symbols related to high-speed reilway. 3, Proposal of the concept of section design speed, improvement of the content concerning comprehensive route selection, and elaboration of requirements for system and interface design. 4, Determination of train operation modes of either trains at different speed levels sharing the same line or trains at the same speed level running on one line according to national conditions and railway conditions of China, proposal of basic parameters for preparing train diagrams, and revision of turn-back period for immediate turn-back multiple units, 5, Deletion of recommended value for curve radius addition of technical standards for plan and profile of speed-limit sections and running tracks for multiple units optimization of length standard for minimum grade sections, and addition of technical requirements for long steep grades.6. Utilization of evenly distributed load instead of conventional conversion earth column for calculating overlying load of subgrade, supplementation of content about subgrade in seasonal frost zones,and determination of resting period for embankment fill. 7. Optimization of calculation formulae for the dynamic coefficient of culverts and the reduction of centrifugal force on curve bridges, addition of design and safety protection standards for highway (or road) bridges over high-speed railway, and improvement of standards for culvert type selection, {ill height for culvert top, limits for beamvend rotation angles and limits for pier and abutment settlement and requirements concerning derailment load. 8, Improvement of requirements concerning scheme comparison between single track tunnel and double track tunnel, deletion of inner contour diagram of tunnel lining,’supplementation of requirements on site selection and arrangement of open-cut tunnel sections for tunnel portals, and optimization of requirements concerning setting radial rock bolts for primary support of arches, 9, Specification of conditions for ballastless track laying, revision of standards for allowable deviation of ballasted track gauge, deletion of overall dimensions of all kinds of ballastless tracks, addition of requirements concerning principles and methods of structure design, and supplementation of the content about the design of CRTS []| slab track. 10, Addition of the requirements that turnouts shall not be set within the effective length of receiving-departure track, supplementation of requirements on conditions for setting of passenger platforms adjacent to main lines, deletion of requirements on naming of stations,and improvement of technical requirements on track connection and setting of catch sidings. 11, Enhancement of the reliability and safety of traction power supply system in terms of lightning protection, disaster prevention and fault monitoring, increase of the flexibility of operation modes and supplementation of content concerning protective measures of Overhead Contact Line ‘System(OCS) against wind, lightning, ice, pollution flashover and birds and the power supply safety detecting and monitoring system(or 6C system for short). 12, Optimization of setup method of reactive power compensation, grading of standards of electrical equipment in power substations by speed, and differentiated configuration of high voltage switch gear equipment, Further determination of principles for laying power lines, and proposal of protective or physical isolation measures for cables and monitoring range of power telecontrol and clectromechanical devices, 13, Determination of access requirements for important transmission services(e. g. GSM-R core network, CTC, passenger tickets, etc. ), supplementation of requirements on the overall consideration of radio wave propagation characteristics and quality of service for rational placement of base station in the design of radio field strength coverage, and requirements on leaky cable monitoring system, and safety of communication towers; elaboration of design requirements for tunnel emergency communications. 14, Stressing the application of basic fail-safe principles for signaling system, supplementation, and improvement of items concerning fixed trackside signals, revision of requirements concerning location of starting signals, and supplementation and improvement of content concerning switch external locking devices, switch closure detectors and centralized signaling monitoring system, 15, Addition of requirements concerning operation dispatching system according to the implementation plan of PDL dispatching office, and revision of ticketing system setup scheme 8according to the real-name system and online ticketing scheme, 16. Further illustration of the structure and setup principles of HSR natural disaster and foreign object intrusion monitoring system according to the overall technical scheme of the system, 17, Supplementation and improvement of principles and standards for the setup of some servicing equipment and auxiliary facilities, and specification of requirements concerning the arrangement of inspection tracks and storage yards in EMU depot (or running shed) based on practical experience in construction and operation. 18. Revision of content concerning repair facilities, elaboration of content concerning specialized repair demands and specification of requirements concerning stabling facilities for hot standby emergency rescue locomotives in accordance with the principle of “local management, enhanced specialization and integrated resources”, 19, Specification that water supply and waste discharge facilities for passenger trains shall be provided in EMU depot(or running shed) large hub stations and departure stations according to the demand of transport organization, revision of requirements concerning the design of water sources for high-speed railways, and addition of requirements concerning drainage faciliti tunnel portals, 20, Splitting of the section “Station Building Complex” into two sections “Station House” and “Passenger Transport Facilities in Station and Yard”,and deletion of the section of “Buildings and Auxiliary Buildings for Production”, Addition of content concerning integrated transport hub, green passenger station, comprehensive development, etc., determination of structural safety standards for important station buildings and cross-line facilities with complex formation, and stressing the necessity for the establishment of structural safety and health monitoring system. at 21. Determination of the structure of integrated earthing system, and the requirements ‘concerning access range and earthing resistance value of the integrated earthing system, proposal of the design principle of using reinforcing bars inside buildings as natural earthing electrodes, and specification of content concerning earthing terminals, earthing connection, laying method of through earthing cables, etc. 22, Determination of basic principles for design concerning route selection based on environmental protection considerations, ecological protection and water and soil conservation, noise and vibration pollution control, sewage and exhaust gas treatment, solid waste disposal, electromagnetic interference protection, etc, and specification of design content concerning construction of sound barriers and waste transfer facilities for high-speed railways. ‘The provisions in bold type are compulsory and must be enforced strictly. All relevant organizations are kindly requested to collect data and summarize experience in the implementation of this Code, In case that any corrections or supplements are needed, please send the suggestions to The Third Railway Survey and Design Institute Group Corporation (No. 10, Zhongshan Road, Hebei District, Tianjin, 300142), China Railway SIYUAN Survey and Design Group Co.,Ltd. (No. 745, Heping Avenue, Wuhan, 430063), and copy to Economie and Planning Research Institute of the Ministry of Railways(No, 29B,Beifengwo Road, Haidian District, Bei 100038)for future revisions, ‘The Technology and Legislation Department of National Railway Administration is responsible for the interpretation of this Code.Chief Technical Leaders; Lu Chunfang, He Huawu, Zheng Jian, An Guodong, Zhao Guotang. Chief Development Organizations; ‘The Third Railway Survey and Design Institute Group Corporation. ‘China Railway STYUAN Survey and Design Group Co.,Ltd, Participating Development Organizations; China Railway First Survey and Design Institute Group Co,Ltd. China Railway Eryuan Engineering Group Co.Ltd. Chief Drafters; Chapters Chiet Drafters 1 Ganecal Provision ‘Son Haifo, Son Shui. Li Shade, Wang Yose,Qiv Shaofene 2 Terms and Syria [ Sen HaifusQiu Sheoleng ‘3 Overall Design ‘Sun Hui, San Shali Li Shade, Wang Yore, Gu Shaofena 4 Transport Organisation ‘Su Mai, Min Guoshi 5 Railway Line Ee Baoying,Sun Huila, 200 Feng 6 Subgrade ‘Wang Yingming, Zhang Guangfeng, Gao Zhiwe, Cui Weixiso, Wa Liana 7 Bridge and Culvert, ‘Sa Wei,Du Baojun, Wang Zhsohu, Niu Bin Hu Suoting, Tian Yang @ Tunnel ‘Zhuo Dongping, Yu Yu Zhao Wansiang, Yang Guisheng,Ma Zhifu 9 Track ‘Yan Hongliang, Guan Jo, Yang Quuniang, Guo Li 10 Station and Yard [Li Ronghua,Li Qingsheng, Zhao Dou, Zheng Zito 11 Traction Power Supply ‘Wen Jianmin, Qi Guangfeng, Zhang Hath Li Jinjun Li Hongre, Zhang Yoring 12 Bletie Power ‘San Jiang, Qi Guangteng 13 Communications Zang Fan, Hu Kiaohone 1 Serling ‘Shen Zing, Shi Xiasming Xie Tinggso 1 Information Zhang Fan Deng Deon 16 Disaster Monivoring [Lr Huawei, Fan Yan, Ski Kinng, Shen Zhiling TT EMU Facies “Huang Xsogang Fu Balu, Qiu Shuofeng, Wang Jun 18 Maimonance Face ‘hang Kun, Lis Daling,Gso Liming, Wang Jun 19 Water Supply and Drainage Zou Hongo Tiang JinbuisKe Ning 20 Bulings ‘Ma Xinohong. Li Jingue, Guo Nuhuiy Sheng Hui, Guo ZhanyiChen Noemi 21 integrated Farthing “Muang Rong Lia Lifeng Zhang Mink Huang Zuping 22 Environmental Protection ‘ian Chao, Gong Ping, Wang Zhonghe,Ke Ning hief Approval Examiners(in the order of chapters) + Cai Shenfu, Xu Heshou, Zhou Shiguang, Wu Maikui, Xu Youding, Xu Guoping, Liu Binggiang,Gu Xiangsheng, Luo Qiang, Xue Jigang, Li Chenggen, Ke Zaitian, Gui Xing, Ni Guangbin, Suo Xiaoming, Lin Chuannian, Jiang Cheng, Zeng Shugu, Liu Hua,Gao Fengnong, Liu Yiping, Zhu Feixiong,Duan Xiaohong, Lin Zongliang, Cui Xiaoyu, Wang Jijian, Tian Shengli, Liao Yu, Ma Jingbo, Li Yen, Yin Fukang, Long Weimin, Feng Jingran, Di Shiping, Liu Lihua, Wang Yamin, Zhang Shouli, Cai Liang, Wang Haizhong, Pan Jijun, Li Kai, Mo Zhisong, Zhang Rui, Hou Bin, Ma Jianjun, Li Wei, Zhang Jiliang, Sang Cuijiang, Shen Zhijun, Jiang Feipeng, Wu Guohua, Zhao Jianhua, Tan Yueren, Liu Jizhao, 10Contents 1 General Provisions 2 Terms and Symbols 21 Terms 2.2 Abbreviations «+++ 2.3 Symbols - 3° Overall Design ++ 3.1 General Requirements + 3.2 Main Technical Standards 3.3 Comprehensive Route Selection +++ 3.4 System and Interface Design 4 Transport Organization 4.1 General Requirements + 4.2. Train Diagram + 4.3. Carrying Capacity and Annual Line Capacity 5 Railway Line «+--+ 5.1 General Requirements 5.2 Plane of Railway Line 5.3 Longitudinal Profile of Railway Line ~ 5.4. Intersections, Subsidiary Facilities and Others 6 Subgrade 6.1 General Requirements ++ 6.2. Form and Width of Subgrade Surface 6.3 Subgrade Bed 6.4 Embankment 6.5 Cutting 6.6 Transition Section 6.7. Subgrade Drainage 6.8 Subgrade Slope Protection 6.9 Subgrade Retaining +--+ 6.10 Observation and Assessment of Subgrade Deformation -- Geet) 20 20 G11 Interface Design «sess ee IE 7 Bridge and Culvert + = - 38 7.1. General Requirements + sessueeeeee - 38 7.2 Design Load eee ieesertse 8 7.3 Limits of Structure Deformation, Displacement and Vibration u1.4 7.5 7.6 1? 7.8 8 Tunnel + 8.1 82 8.3 84 85 8.6 8.7 BB 89 8.10 9 Track + 9.1 9.2 9.3 9.4 9.5 9.6 9.7 9.8 9.9 10 Station and Yard -- 10.1 10.2 10.3 10.4 10.5 10.6 11 Traction Power Supply ++» 11 2 1.3 1.4 1s a Structural Design and Detailing -+++-+ss+ssee sree Bridge Deck Detailing and Ancillary Facilities «+++» Structural Design and Safety Protection for New Road Bridges Overpassing High-speed Railway Bridge Structures Supporting Elevated Station Interface Design ae 51 General Requirements Inner Contour of Tunnel Lining + Tunnel Lining + Auxiliary Structures in Tunnel» seeectseseeee 4 soe 55 Portal Works « Waterproofing and Drainage ‘Ventilation for Operation Disaster Prevention, Rescue and Evacuation « Seismic Design « Interface Design + seeeee 58 General Requirements ++ Static Accuracy of Track Laying -- Rail and Fastening System of Main Line Ballastless Track on Main Line + Ballasted Track on Main Line ----- Transition Section of Track Structures Rail Expansion Joint - Tracks in Station Interface Design General Requirements Station Layout « Plane and Profile of Tracks in Station Passenger Transport Facilities Subgrade,Drainage and Other Facilities in Station and Yard Interface Design seceeeee 74, ety ssssense 7B, General Requirements sss Traction Power Supply «sss Traction Substations - Power Supply Dispatching System Overhead Contact Line System11.6 7 12 Electric Power 12.1 12.2 12.3 12.4 12.5 12.6 12.7 12.8 12.9 12.10 13 Communications 13.1 13.2 13.3 13.4 13.5 13.6 13.7 13.8 13.9 13.10 13.11 13.12 13.13 13.14 13.15 13.16 13.17 14 Signaling +++ 14.1 14.2 14.3 14.4 14.5 14.6 4.7 14.8 Electromagnetic Interference Protecti Interface Design - General Requirements Power Supply and Distribution System ‘Substations and Distribution Stations Electric Power Lines ++ Remote Control for Electric Power Supply System Building Automation System(BAS)and Fire Alarm System(FAS) Lighting + Earthing and Safety Power Supply Reliability Interface Design + General Requirements Communication Lines «+++ Transmission System «+++ Data Communication Network --- Telephone Exchange and Access Network Wired Dispatching Communication System «+++ Mobile Communication System. ~ Video Conferencing System +++ Integrated Video Surveillance System Emergency Communication System + Generic Cabling System Clock Synchronization and Time Synchronization System Communication Integrated Network Management System Power Supply Equipment +++ Power Supply and Equipment Room Environment Monitoring System Operation Environment +++ Interface Design +++ ve oseredsserst 118) General Requirements. « Trackside Fixed Signal « Centralized Traffic Control (CTC) ‘Train Operation Control. ~ Interlocking ‘Signaling Inspection and Centralized Monitoring «+ Data Transmission Network Signaling Power Supply14.9 Turnout Snow Melting « fom 14.10 Optical Cable and Electric Cable Line +++++++ 14.11 Lightning Protection and Earthing ++ 14.12 Signaling Houses ~ 14.13 Interface Design 15 Information 15.1 General Requirements 15.2 Operation and Dispatching Management System +++ 15.3. Ticketing System -- 15.4 Passenger Service Information System 15.5 EMU Management Information System +++ 15.6 Other Information Systems +++ 15.7 Network Basic Platform 15.8 Information Sharing Platform ~ 15.9 Information Security Platform « 15.10 Operation Environment 15.11 Interface Design 16 Disaster Monitoring «+++ 17 EMU Facilities - 17.1 General Requirements 17.2 General Layout = 17.3. Operation & Servicing Facilities 17.4 Maintenance Facilities 11.5 Others +++ 18 Maintenance Facilities 18.1 General Requirements. -- 18.2 Permanent Way Maintenance Facilities + 18.3 Power Supply Maintenance Facilitis 18.4 Communications and Signaling Maintenance Facilities 18.5 Information Maintenance Facilities «+++ 18.6 General Layout ++: 18.7 Interface Design 19 Water Supply and Drainage 19.1 General Requirements 19.2 Water Supply « 19.3. Drainage « 19.4 Interface Design + 20 Buildings --, 20.1 General Requirements --- 20.2 Station House i20.3 Passenger Transport Facilities in Station and Yard 20.4 Interface Design 21 Integrated Earthing 21.1 General Requirements 21,2 Through Earthing Cable and Earthing Wire 21.8. Earthing Bodies(Electrodes)and Earthing Terminals 21.4 Earthing and Equipotential Bonding 21.5 Interface Design 22 Environmental Protection 22.1 Generel Requirements. ~ 22.2 Sound Barrier «++» 22.3 Waste Transfer Facilities -- Appendix A Structure Gauge Widening in Curve Section « Appendix B Calculation of Soft Ground Settlement ~ Appendix C Box Girder Effective Width Reduction Factor - Appendix D Design Length of ZPW-2000A Track Circuit, Explanation of Wording in this Code « 162 163 164 164 164 165 16 167 168 168 168 170 172 174 176 7 178 151 General Provisions 1.0.1 This Code is developed to unify the technical standard for the design of high-speed railway,and to make the design meet the requirements on safety, reliability, advancedness, maturity, repidness, comfort, cost effectiveness, and applicability. 1.0.2 This Code is applicable to standard-gauge passenger-dedicated line for running multiple units with design speed ranging from 250 km/h to 350 km/h. The design speed has three levels;250 km/h, 300 km/h, and 350 km/h. 1.0.3) The design of high-speed railway shall follow the concept of people orientation and system optimization, and shall attach great importance to the harmonization and balance between advancedness and reliability, comfort and economy, high-speed and short headway. 1,0,4 The interconnection among correlated railway lines in the railway network shall be considered in the design of high-speed railway. 1.0.5 Design period for high-speed railway should be classified as short term and long term. Short term refers to the 10th year after the railway has been put into operation; long term refers to the 20th year after the railway has been put into operation. The design of the scale and capacity of railway infrastructure, buildings and equipment shall meet the following requirements: 1 Infrastructures, buildings and equipment difficult to be reconstructed or expanded shall be designed according to long-term traffic volume and traffic type. 2 Buildings and equipment easy to be reconstructed and expanded may be designed according to short term traffic volume and traffic type, with long term development conditions reserved. 3° The number of multiple units and the operating equipment like traction transformer, whose installed capacity may be increased or decreased with the traffic demand, may be designed on the basis of the traffic volume on the fifth year after the railway has been put into operation. 1.0.6 The basic dimensions of the structure gauge for high-speed railway shall conform to Figure 1.0. 6. Widening of structure gauge in curve sections shal] meet the requirements specified in Appendix A. 1.0.7 ZK live load shall be adopted for the design live load of high-speed railway. ZK live load is the vertical static live load of trains. ZK standard live load is shown in Figure 1.0. 7-1,and ZK special live load is shown in Figure 1. 0, 7-2. 1.0.8 The entire line of high-speed railway shall be fenced,and grade separation shall be adopted at all crossings 1.0.9 Risk prevention measures against natural disasters, foreign objects intrusion, and secondary disasters shall be enhanced in the design of high-speed railway. 1.0.10 The seismic design of high-speed railway structures shall meet the requirements of Code for Seismic Design of Railway Engineering (GB 50111)and related current national standards. 1.0.11 The design of high-speed railway shall comply with related national laws and regulations on energy conservation, land conservation, water conservation, material conservation, and environmental Protection, 1.0.12 The new technology, new process, new materials, and new equipment used in the design of high-speed railway shall comply with related national and professional admittance regulations. 1.0.13 Besides this Code, the design of high-speed railway shall also comply with other relevant Babcurrent national standards. fm aation | gs inseton 2150. S607, 240 4.000, 5500 ; Figure 1.0.6 Basic Dimensions of the Structure Gauge for High-speed Railway (Unit:mm) oe structure gauge of alway signals structure columns of elevated waiting rooms,end the columns of Overhead Contact Line System (OCS), overpass bridge, pedestrian bridges, lighting facilities, and platform shelter(not applicable sain lines). ooo OD structure gauge of platforms(1 750 mm for siding platforesy 1 750 mm for main line platforms where no train passes throuh or the passing sped is not greater than 80 kra/hy 800 mm for main line platforms where the passing speed is greater than 89 hin/h), © structure gauge of dwarf starting signals operating in reverse diection in stations shall be 1 800 man ‘asic dimensions also apply to bridges and tunnels ¥ is the system height of OCS. 1250 = a, 4.2001 nt e4Nim Sm 16m 1 16m) 16m 08, Figure 1.0.7-1 ZK Standard Live Load 42500N 16m) 16m) 16m Figure 1.0.7-2. ZK Special Live Load2. Terms and Symbols 2.1 Terms 2.1.1 Overall design The design process including the technological path for the realization of the overall objectives of a railway project. Overall design shall make reasonable choices on main technical standards, railway route,end construction plan,define system composition and system integration scheme, and determine construction period, project investment and other control targets. Overall design shall also include system reliability design and internal control design. 2.1.2 Comprehensive passenger transportation hub Highly-efficient transportation infrastructures characterized by intensive utilization of resources, consisting of fixed and mobile equipment connected by several transportation modes(at least two types of inbound or outbound urban traffic arteries) for the realization of passenger boarding/alighting and interchange. 2.1.3 Comprehensive development Comprehensive development and utilization of railway s ions, yards, and the adjacent land of specific range without affecting normal transportation functions and operation safety of the railway, by means of integrated design and construction, following a philosophy of multi-modal connection, three dimensional development, functions integration, cost effi 2.1.4 Section A certain part of a railway line where specific design speed is applied due to specific topographic, geomorphic, geologic,or environmental conditions. 2.1.5 Section design speed Design speed for a specific section of a railway line, which is relevant to the determination of standards for structures and equipment for the section. iency,and intensiveness. 2.1.6 Natural disasters and foreign object intrusion monitoring system ‘The system used for the real-time monitoring of wind, rain, snow, earthquake and foreign object intrusion along the railway line, which has the functions of warning.alarming. and triggering of related systems. 2.1.7 Carrying capacity ‘The maximum number of passenger trains (or train pairs) with specific locomotive or car types passing through or received by a specific section in 24 hours under specific conditions of traffic organization, 2.1.8 Annual line capacity Annual passenger traffic volume carried by a railway line with specific technical equipment and traffic organization. 2.1.9 Post-construction settlement ‘The settlement of the infrastructure after the completion of track laying. 10 ZK live load ‘An abbreviation for the standard live load for high-speed railway of the People's Republic of China. 6001.11 Design service life ‘The target service life used by designers as the basis of durability design, which shall ensure sufficient safety and assurance rate. 2.1.12 The buffer structure of tunnel portal Structures installed at tunnel portal to alleviate aerodynamic effect and acoustic shock and improve passenger riding comfort. 2.1.13 Emergency rescue station Stops built in a long tunnel to evacuate people timely from the accident spot to a safe place, 2.1.14 Electric Multiple Unit(EMU) ‘Train sets consisting of more than one self-propelled carriage, which shall not be uncoupled during daily operation and maintenance. 2.1.18 Running track for electric multiple unit A track for EMU running into and out of EMU depot(running shed, storage yard) 2.1.16 Station building complex A building complex with station houses and passenger traffic facilities as the centers integrating commercial facilities combined with station houses, traffic relief and transfer facilities, other auxiliary houses,and the supporting facilities for municipal transport, 2.1.17 Green railway passenger station A ailway passenger station that, in its full life eycle, stays in harmony with the nature, most efficiently uses resources (land, energy, water materials) protects the environment, reduces pollution, and provides passengers and working staff with a healthy, suitable, and efficient environment. 2.1.18 Integrated earthing system The earthing system to connect traction power supply system, electric power supply system, signaling system, communication system, information system, buildings, track bed, station platform, bridges, tunnels, sound bartiers,etc. along the railway line through common earthing wires, 2.1.19 Centralized Traffic Control System(CTO) Computer-based centralized control and command system for train dispatching, 2.1.20 Chinese Train Control System Level 0(CTCS-0) ‘The Chinese train control system composed of universal cab signaling and the train operation monitoring and recording device, 2.1.21 Chinese Train Control System Level 2¢CTCS-2) ‘The Chinese train control system that is based on the track circuit and the balise for information transmission, 2.1.22 Chinese Train Control System Level 8(CTCS-3) ‘The Chinese train control system that is based on radio transmission of information and uses track circuit to detect track occupancy, 2.1.23 Radio Block Center(RBC) A trackside control system that uses radio communications to accomplish train interval control. It receives position report of all the trains within its controlled area, sends movement authority to trains, and provides train interval control, 2.1.24 Train Control Center(TCC) ‘The equipment generating routing order and speed information, used for CTCS-2. 2.1.28 GSMR A GSM-based integrated digital mobile communication system that provides railway voice and a)data services as well as locomotive data transmission services. 2.2. Abbreviations ATP Automatic Train Protection BAS Building Automation System BSC_ Base Station Controller CRTS China Railway Ballastless Track System CTC Centralized Traffic Control CTCS Chinese Train Control System FAS Fire Alarm System GPRS General Packet Radio Service GSM-R_ Global System for Mobile Communications-Reilwey LEU Lineside Electronic Unit MCU Multipoint Control Unit MPLS > Multi-Protocol Label Switching ODF Optical Distribution Frame RAMS Reliability Availability Maintainability and Safety RBC. Radio Block Center SCADA. Supervisory Control and Data Acquisition TCC Train Control Center TCP/IP Transmission Control Protocol / Internet Protocol TSRS Temporary Speed Restriction Server UPS Uninterruptible Power Supply ‘VPN _ Virtual Private Network 2.3. Symbols v—design speed(km/h) R—plane curve radius(m) Ra—vertical curve radius(m) Kyy—coelficient of subgrade reaction(MPa/m) E,y—dynamic deformation modulus(MPa) K—compaction factor ‘Dy—rain diameter(in mm) , corresponding to 15% passing by mass as shown in the grain size distribution dys —grain diameter(in mm) , corresponding to 85% passing by mass as shown in the grain size distribution3 Overall Design 3.1 General Requirements 3.1.1 The design of high-speed railway shall follow the philosophy of integrated planning, systematic designyand deepening of the design step by step. The overall design shall guide the design of each discipline,and the project purpose shall be realized through scientific and reasonable means, 3.1.2 The overall design of high-speed railway shall, on the basis of sufficient study on relevant aspects such as project demands, rai fay network planning and comprehensive transport planning, define a correct functional orientation of the project,make rational choices of main technical standards, railway alignment, and construction plan,and determine the construction period, project investment and other control targets, 3.1.3 Great importance shall be attached to safety design of high-speed railway. Safety design and risk management shall be taken into account throughout the design process, 3.1.4 The dy:amic performance of EMUs and such infrastructures as permanent way, bridges (or subgrade, tunnels), pantograph and OCS, shall meet the requirements on train running safety and passenger riding comfort. 3.1.8 The investment for high-speed railway shall be rational and cost effective. Comprehensive ‘comparisons shall be made with respect to technical standards design schemes, engineering solutions, construction program,ete. to achieve a scientific and reasonable investment. 3.2 Main Technical Standards 3.2.1 The main technical standards for high-speed railway shall be determined according to its functions topographic and geologic conditions, cerying capacity, and transport demand. The technical standards shall be determined after system opti comprehensive technical and economic comparison. The main technical standards shall include the following —elass of railways ——design speed; ——number of main lines; ——distance between centers of tracks of main lines ——minimum plane curve radius; ——tmaximum gradient; ——effective length of receiving-departure track; —train operation control mode; —train dispatching mode; ——minimum headway. 3.2.2 The design speed shall be determined after comprehensive technical and economic comparison according to the function of the railway, transport demand, and engineering conditions, and shall meet the requirements on target traveling time, 3.2.3 Highrspeed reilway shall be designed as double track electrified railway,and each track of the main line shall be designed for bi-directional running of trains, ie3.2.4 The distance between centers of tracks of main line, the minimum plane curve radius,and the maximum gradient shall be determined according to the design speed, traffic organization, train operation safety and passenger riding comfort requirements, 3.2.5 Generally the effective length of receiving-departure track shall be 650 m, and in terminal stations, the effective length of receiving-departure track may be determined according to the length of trains and the requirements of train operation control system, 3.2.6 CTCS-3 shall be used for high-speed railways with design speed of 300 km/h and above, and CTCS-2 shall be used for high-speed railways with design speed of 250 km/h, 3.2.7. Centralized traffic control system shall be used. 3.2.8 The minimum headway shall be determined according to transport demand, and 3 min headway should be adopted, 3.3. Comprehensive Route Selection 3.3.1 Route selection for high-speed railway shall; 1 Conform to the general planning of railway network, and coordinate with urban master planning,other transport modes, farmland i works. igation and water conservancy works, and other related 2. Go through major cities and towns to attract more passengers and provide passengers with convenience, 3° Comply with the requirements on environmental protection, water and soil conservation, efficient use of land, and heritage conservation, 4 Avoid unfavorable geologic bodies. If unavoidable, effective engineering solutions shall be Prepared on the basis of detailed geologic survey on the characteristics of special rocks and soils and unfavorable geologic bodies,so as to guarantee safe operation of trains. 5 Adopt the optimum design of plane and profile of railway alignment, reduce as much as possible the demolition and relocation of existing buildings and structures, make rational choice of structures, and take overall consideration of side slope protection, waterproofing, and drainage works. Engineering comparisons shall be well made. 6 Take into consideration the impact posed by existing transport corridors, high voltage power cables, important underground pipelines, military facilities, and hazardous articles such as inflammables, explosives and radioactive substances. 3.3.2 The design of high-speed railway passenger station shall comply with the following principles: 1 The proposed railway hub shall comply with the urban master planning and the general planning of railway hubs, 2° The number of passenger stations in the hub shall be determined according to overall arrangement of passenger transport, passenger traffic volume, the number of lead-in lines, the operation plan of passenger trains, and the allocation of existing equipment and facilities, 3 When there are two or more passenger stations in the hub, the function of each station shall be determined according to the lead-in direction, type of trains, and operation plan of trains,in such a way to facilitate a smooth train route, well-coordinated capacity of points (stations) and lines, and convenience for passengers boarding and alighting from trains. 4 Site selection for passenger stations shall meet the transport demand and coordinate with urban planning. The site of stations shall be determined with overall consideration of topographic and ‘geologic conditions,existing buildings and structures land development and urban development, 17s5. The passenger station shall coordinate with the urban traffic system and facilitate the transfer with other traffic modes. 3.3.3 The final alignment design shall be made in consideration of the natural conditions and engineering conditions,and shall comply with the following principles; 1 Plane and vertical curves shall be designed according to the train running speed and speed difference, 2 The distribution of stations shall be determined according to the location of cities, passenger traffic volume, transportation organization, design annual line capacity, requirements of repair and maintenance operation and rescue operation, as well as engineering conditions. The distance between stations should be 30 km to 60 km, 3 The choice of structures such as subgrade, bridges, and tunnels shall be made after overall technical and economic comparison. 4 The critical height for the choice of structures, ie. , whether filled embankments or bridges should be used, shall be determined after comprehensive technical and economic compatison in consideration of the geologic conditions, subgrade treatment measures, properties of filing materials, transportation distance, local land resources, required amount of demolition, and transportation requirements, 5 An overall consideration shall be given to route selection and the design of bridges and tunnels. Rail expansion joints shall be used as less as possible,in particular in plane curves and vertical curves, where expansion joints shall not be used. 6 Renovation of existing railway lines for the construction of the hub shall comply with relevant technical standards, 3.3.4 For the sections of high-speed railway in parallel with other railways or highways/roads, the distance between them shall be determined according to technical requirements, safety protection requirements, and repair and maintenance requirements, 3.3.5 Overpass shall be employed for high-speed railway crossing passenger-freight mixed railways or freight railways,and highways/roads by means of bridges. In the case of underpass under difficult conditions, reliable safety measures shall be taken according to relevant regulations, 3.3.6 The clear height of the underpass for high-speed railway shall comply with the following Fequirements; 1 The clear height shall not be less than 7.25 m on the main line of straight section, and shall not be less than 6. 2 m on turn-back track and EMU depot(running shed, storage yard)track. 2° Additional height shall be taken into consideration for curves where cant is designed. 3 Where existing flyover bridges are to be used, technical and economic comparison shall be made, 3.4 System and Interface Design 3.4.1 High-speed railway shall be designed for realizing the optimum function of systems. The standard,interface design, fixed and mobile facilities for the systems of various disciplines shall be compatible and coordinated with each other. 3.4.2 A three-in-one precise survey control network for survey and design, construction, operation and maintenance of high-speed railway shall be established. 3.4.3 The survey and design of high-speed railway shall attach great importance to geological survey exploration and test. Geological survey shall meet the requirements for settlement calculation +bof major structures such as subgrade, bridges, tunnels, and buildings. Such factors as regional ground subsidence, groundwater withdrawal, deep foundation pit excavation, stack load from adjacent lines, and their impact on the subgrade settlement of the proposed high-speed railway shall be taken into account. 3.4.4 The design of the disaster prevention system for high-speed railway shall follow the philosophy of prevention first. On the basis of precise engineering survey and rational route selection, analysis shall be made of various elements that may cause disasters according to local climatic conditions» topographic and geologic conditions, environmental conditions, end train running speed. As a result, choices shall be made on the right type of structures, proper engineering measures and equipment system to meet the specified safety and durability requirements. 3.4.5 Natural disaster and foreign object intrusion monitoring system shall be established for high- speed railway. According to local climatic conditions, geographical environment, and specific project conditions, rational design shall be made of the monitoring facilities for wind, rain, snow, earthquake, and foreign object intrusion, 3.4.6 High-speed railway shall attach great importance to the use of monitoring and testing technologies, such as detection of tunnel excavation with a tunnel profiler, monitoring of ground settlement of subgrade, bridges and tunnels,and monitoring of platform shelter. 3.4.7 For unfavorable geologic areas, environmentally sensitive areas,and areas with large volume of demolition, which are to be avoided, different design speeds may be adopted for different sections. For the general design speeds of 350 km/h, 300 km/h, and 250 km/h, the corresponding section design speed should not be lower than 250 km/hy200 km/h, and 160 km/h, respectively. 3.4.8 For the design of structures such as subgrade, bridges, tunnels and tracks, the technical standards well matched to the train running speed(V-S curve)should be used. 3.4.9 The carrying capacity of stations shall be in harmony with that of the section between stations, 3.4.10 The choice of structure options between high embankment and bridges or between deep cutting and tunnels shall be made after comprehensive technical and economic comparison with overall consideration of engineering technologies, topographic and geologic conditions, social environment,and the use of land, 3.4.11 The location of soil borrowing area and spoil ground shall comply with the requirements for water and soil conservation, environmental protection, and cultivated land protection, and shall not cause demolition of large buildings or adverse impact on the safety of neighboring buildings. Cut-forfill shall be considered if possible, and the spoil ground for subgrade, bridges and tunnels shall be taken into overall consideration, 3.4.12 Drainage facilities shall be systematically designed according to the plane and profile of the alignment, type of structures, topographic conditions, geologic conditions, hydrologic conditions, climatic conditions and urban planning, so as to form a sound and clear drainage system, 3.4.13 Prefabricated simply-supported box girder should be used for the superstructure of bridges, and the piers should be of the same type in one bridge, 3.4.14 The inner contour of tunnel lining shall be determined according to the design speed, number of main lines, structure gauge,equipment installation, disaster prevention and reseue,and aerodynamic effect. 3.4.15 The choice of bellasted or ballastless track shall be made after technical and economic comparison on the basis of design speed, settlement control, environmental conditions,and maintenance 79conditions, 3.4.16 The design of passenger stations shall be well integrated with other urban transit modes to form a comprehensive passenger transport hub. Comprehensive development of the land in stations, yards,and specific adjacent areas shall be considered, 3.4.17 The EMU depot(or running shed) and maintenance facilities shall be designed in consideration of the cate railway network, 3.4.18 The setting of the phase break of OCS shall be in accordance with the layout of power supply facilities, phase break modes, gradient of railway line,and train operation orgenization, 3.4.19 The total length of seven successive block sections of high-speed railway shall meet the rultiple unit operational requirements under CTCS-2 mode, 3.4.20 Workshops or equipment in the section between stations shall be arranged in a centralized wway,and their locations shall be determined in consideration of th conditions,road and traffic con: and flood control requirements, 3.4.21 The number of spare parts shall be properly determined to guarantee the safe running of topographic conditions, geologic ns, water and power supply conditions, the amount of demolition, trains and to meet the need of urgent repair. The deployment of spare parts shall be scientific and rational,and sharing of them shall be realized, 3.4.22 Construction program shall be finalized after comprehensive technical and economic comparison in consideration of the requirements of subgrade, bridges, tunnels, tracks, large station houses, electrical and mechanical works,and other auxiliary works. 3.4.23 Interface design for high-speed railway shall comply with the following principles: 1 For the design of subgrade, bridges and tunnels, attention shall be paid to the uniformity of deformation of these structures and frequent transition from one type of structure to another shall be avoided. Attention shall also be paid to the uniformity of track rigidity and the rigidity transition between different track structures. 2 The design of ancillary works for subgrade, bridges and tunnels shall meet the requirements for arrangement and installation of cable troughs/OCS, sound barriers, integrated earthing, railway line signs, track-crossing pipelines in stations, traction transformer substations, power equipment, ‘communications equipment, and track-crossing signal cables, 3 The interface between different sections of a project, the interface between the project and external related works,and the interface between the project and adjacent railways shall be compatible with each other. 4 The general layout of station buildings shall be in harmony with the general urban planning, and attention shall be paid to their connection with other traffic modes in terms of functional layout and traffic flow linie arrangement, and to the interfaces between sub-systems, pipelines, and the ‘equipment and facilities inside the station. 10+ ens4 Transport Organization 4.1 General Requirements 4.1.1 In transport organization, the train operation modes of either trains at different speed levels sharing the same line or trains at the same speed level running on one line may be applied, 4.1.2 Passenger train operation plan shall comply with the following principles, 1 Train operation plan shall be designed based on the passenger flow demand between large stations(OD) according to the principle of trains corresponding to passenger flows. Service frequency for stopping passenger trains shall be increased in stations with large passenger flow, headway shall be shortened during peak hours, and departure timetable shall be normalized when there are a large number of departure-arrival trains running between major stations, 2. Both passenger trains running without intermediate stopping and those stopping at alternate stations shall be organized between stations with large passenger traffic demand. 3. Utilization efficiency of multiple units ana maintenance and repair of infrastructure shall be considered in the design of train operation plan, 4.1.3 Design carrying capacity of a railway shall include both carrying capacity and annual line capacity. When calculating carrying capacity of railway lines, besides the carrying capacity of section, the carrying capacity of those busy stations with a large number of lead-in lines and a variety of operations shall also be calculated. 4.2. Train Diagram 4.2.1 The preparation of train diagram shall comply with the following requirements: 1 Headway of trains and time interval of trains in stations shall be determined through calculation according to traction brake performance of trains, train control mode, station layout and time for operations on approach lines in stations, ete, 2. Traction calculation results shall be adopted for the time of train running in the section, 3. The additional time for start and stop of trains shall be determined through traction calculation in consideration of traction performance of trains and permissible speed with onboard train control system and in accordance with layout parameters of the stations. Generally, the additional time for start of trains shall not be longer than 2. 5 min, and that for stop of trains shall not be longer than 1. § min. 4 Comprehensive maintenance window time should not be less than 240 min, 5 The turn-back time of immediate turm-back multiple units should not be longer than 20 min, and their maintenance time in depot(or running shed) should be 120 min, 4.3 Carrying Capacity and Annual Line Capacity 4.3.1 Carrying capacity of sections of railway lines shall be calculated by passenger transport section and expressed by the number of train pairs(or trains)of the highest speed level. The following carrying capacities shall be calculated by using graphical method or analytical calculations: 1 Carrying capacity of sections in parallel train diagrams merely for high-speed trains, 2 Carrying capacity of sections and peak-hour carrying capacity of sections in non-parallel train suediagrams merely for high-speed trains. 3. Carrying capacity of sections where trains of different speed levels sharing the same line. 4.3.2 Carrying capacity of stations shall be calculated in accordance with the following principles: 1 For carrying capacity of stations,the carrying capacity of receiving-departure track and throat areas for all day and peak hours shall be calculated according to the allocation of station facilities and operation plan in stations, as well as the principle of utilizing tracks in a balanced and reasonable manner, 2 The occupancy time of station facilities by various operations shall be determined through calculation step by step according to station layout, train control mode, switch type, ete. in consideration of actual operation situation. 4.3.3 For annual line capaci ‘rein running on the line end when trains of different speed levels sharing the same line, shall be calculated separately. » the capacity with different scenarios, i.e. , when merely high-speed ite5 Railway Line 5.1 General Requirements 5.1.1 In the plane and profile design of railway linesattention shall be paid to the smoothness of the spatial curves to meet the requirements of the passenger riding comfort, 5.1.2 For the sections with section design speed adopted, the design standard of the railway line shell match with the design speed of the section, 5.1.3. For the deceleration/acceleration sections adjacent to stations where all trains standard matching with the train speed shall be adopted, 8.1.4 For the deceleration/acceleration sections adjacent to stations where some trains stop, the design standards that no speed limit is required for the passing trains should be adopted in the design of railway line according to the difference between the speed of the passing train and that of the stopping train, s stop. the design 5.2 Plane of Railway Line 5.2.1 The plane curve radius of main lines shall be selected appropriately based on specific conditions,and shall comply with the following requirements; 1 The plane curve radius matching with the design speed shall comply with the requirements specified in Table 5. 2. 1-1. ‘Table §.2.1-1 Plane Curve Radias(m) Design spendCn/) 350 300 250 "Normal condition 7000 5.000 3 500 allstd track : Difficult condition 6.000 4500 3.000 Minimam value ‘Normal condition 7-000 5.000 3.200 Ballasts track Dilficuleconton 5 500 000 2 800 Maximum value 12.000 NNotes:1 ‘The minimum value under dificult condition shall no be wed unl technical ond economic comparison has Boca wader 2 The minimum curve radius of the daceloration/acceleration sections adjacent to stations abull be determined appropiately based on the train speed curves, 2 The curve radius of the section with speed limit shall comply with the requirements specified in Table 5. 2. 1-2. ‘Table $.2.1-2 Curve Radius of Section with Speed Limit(m) [Tran penCln/io 200 160 120 © ‘Minima vale under normal condition 2.200 1600 1000 600 [Liisi value ender ie conton 2000 1400 200 100 Note, The minimum value under dificult condition shall not be used unl technical and economic comparaon has becn made 5.2.2 Compound curve shall not be designed for the main line, 5.2.3 Main line in section should be designed as parallel double tracks with constant distance between centers of tracks,and should be designed as concentric circles based on the center line of left aistrack of the line, 5.2.4 The design of distance between centers of tracks shall comply with the following requirements; 1 The distance between centers of tracks of main line in section shell comply with the requirements specified in Table 5. 2. 4,and it may not be widened for curve sections. ‘Table §.2.4 Distance between Centers of Tracks of Main Line in Section ‘Design speedClen/B) 350 300 250 ‘Minimum datance between centers of tacks 50 as 46 2. In sections where the main line goes in parallel with the connecting line or EMU running line, the distance between centers of the main line track and the connecting line/EMU running line track shall be determined according to the train speed, the design elevation, the buildings(structures)between the tracks, as well as the maintenance and repair conditions and it shall not be less than 5.0 m. 3. In sections where the main line goes in parallel with existing railways, the distance between centers of main line track and existing line track shall not be less than 5.3 m. When the elevations of the two tracks are not the same or other equipment is installed between the tracks, the minimum distance between centers of tracks shall be determined through calculation according to relevant technical requirements. 4 In the case of twin tube singletrack tunnels, the distance between centers of tracks shall be determined according to the comprehensive analysis and study on the geological conditions, tunnel structure,and requirements of disaster prevention and rescue. 5.2.5 Straight line and circular curve shall be connected by transition curve with the form of cubic parabola. The length of transition curve shall be appropriately selected from Table 5. 2.5-1 and Table 5. 2. 5-2,according to the design speed, curve radius and topographic conditions. ‘Table §.2.5-1 Length of Transition Curve(en) Dasen speck 350 300 250 carve rain oToeTe/loelefloloaloele 12.000 smo [ss | 30 [220 | 20 | 1% | 140 | 150 | 120 11 000 ao | s0 [s%0 [20 [20 | 190 | 160 | 10 | 150 10.000 ao [40 | 0 [2% | zo | 220 | 170 | 150 | 100 9.000 so [ao [ao [300 [a0 | 250 | 10 | 170 | 150 8000 sv [ss | «mo [sw [300 | 20 | a | 190 | a0 eo |_| 50 7 000 avo | sso | so | 2m | 220 | 190 esor [aio | 550° emo | so | 540 6 000 wo | ao | sm | 250 | 250 | 230 esor | elo | S60" so | 50 | 540 5 500 40 | a0 | 390 | sto | 2m | 250 sor | s1oy | S50" 5.000 = = a ee so | so | 40 ‘460 = = = so | 30 | ato sesy | sao | azo so | so | 40 4000 - - - ao | so | a0 sase | sz0- [azo 3500 = [ho eal eS =| wo [oo | a0 Me‘Table 5.2. $1 (continued) Dason sped n/t 350 300 250 ure radu o lee leTlelelolel)e 3.200 a ow 2 a SS Sa 490° [| 0" | a00" tie — fof. a sor [tor [_ coo" Notes:1 1)» (2)and(@)in this table refer to the superelevation time-varable rate f=25 mm/s, f=28 mn/v and 731 malar respectively 2 The symbol “+ inicates the vlues taken when the cant is designed as 175 mm. ‘Table 5.2. 5-2 Length of Transition Curve in Section with Speed Limits(m) ln speed kn) 200 160 120 0 @ @ @ @ @ @ @ @ 0 70 80 0 2 20 = = 0 70 50 0 20 20 = = 0 0 50 0 20 20 = = 100 8 © 30 2 30 = = 110 0 © 50 2 30 20 20 130 100 70 50 «© 0 20 2 150 120 70 8 « 30 20 2 5500 170 10 a 70 0 30 2 20 5000 180 150 30 » 0 0 20 20 14500 200 160 100 0 50 on 20 20 1000 230 180 120 100 0 0 20 20 3500 260 210 130 100 60 30 20 2 3200 230 230 Mo 120 o 50 2» 20 3000 300 250 160 180 © 50 30 20 2800 390 250 160 130 70 0 30 20 12500 30 270 180 150 0 0 30 30 2200 350 290 20 160 0 70 30 30 2.00 360 290) 230 180, 100 © 0 30 1300 240 190 100 ® © 2» 1800 250 210 100 90 0 30 1 600 Ey 220 120 100 0 0 1 500 200 230 120 100 30 1400 230 230 M0 no 50 0 1300 Mo 120 3 0 1200 160 130 © 0 1100 170 Mo oy 50 1 000 10 150 70 0 300 200) 170 #0 © +156‘Table 5.2, §-2( continued) Tian spendin) 200 160 12 & Curve radian o ® | o® | ® | @ | @ o @ 0 ww | 170 % 70 700 10 # a0 I no %0 0 110 90 500 120 90 10 | m0 a uo | _no ‘Note: (IDand(2in this table refer tothe superleation tine-varehle rate /=25 mm/s and f=8l wen/erespenivey 5.2.6 The minimum length of the intermediate straight line between two adjacent curves or the circular curve between two transition curves shall be calculated according to the following formulas and shall comply with the requirements indicated in Table 5.2.6, Under normal condition, L>0. 8 (6.2.61) Under difficult condition, = L>0. 60 (6.2. 6-2) where,L—length of intermediate straight line or circular curve(m) 5 v—design speed(km/h). ‘Table S.2.6 Minimum Length of Circular Curve or Intermediate Straight Line ‘Design speed(len/) 350 300 250 ‘Minimum length of cicular curve oF intermedite straight Hine) 280(210) 2400180) 200150) ‘Note Vals in brackets are the minimum values t be selected under dificult condition. 5.2.7 Bridges with continuous girders, steel girders or large spans should be located on straight lines. Under difficult conditions, they may be located on curves after technical and economic comparison. §.2.8 Tunnels should be located on straight lines. Under difficult conditions, tunnels may be located fon curves,but they should not be located on reverse curves. 5.2.9 The length of station site shall be determined according to the long-term layout of the station, 5.2.10 The plane design of stations shall comply with the following requirements: 1 The originating station shall be located on straight line. If the originating station is located on. curves under difficult condition, the curve radius shall not be less than the minimum curve radius required by the design speed of the corresponding section, and it shall not be less than 600 m, 2. The intermediate station and the overtaking station shall be located on straight lines, 3. The main line in throat area shall be located on straight line. 5.2.11 The length of straight line between turnout and transition curve on the main line shall be calculated according to the following formulas and shall comply with the requirements specified in Table 5.2.11. Under normal condition, — L>=0. 6v 2.114) Under difficult condition, L>0.50 .2.11-2) where,L—length of straight line(m) ; v—design speed(km/h). +166‘Table $2.11 Minimum Length of Straight Line between Transition Curve and Turnout on Main Line Design speed km/h) 350 300, I 250 ‘Minimum length of strsghtline(ma) 210070) 1800450) 150¢120) ‘Note, The values in brackets are the minimum values to be eelected under difclt conditions 5.2.12 The design of EMU running line shall comply with the following req) 1 The design speed should not be higher then 120 km/h. 2 The plane curve radius should not be smaller than 800 m, and it shall not be smaller than 300 m under difficult conditions, 3. For straight section with double tracks, the minimum distance between centers of tracks shall not be less than 4.0 m. For curved sections, the widened distance between centers of tracks shall be calculated according to the train offset and the superclevation difference between the inner line and the outer line, 4° The minimum length of transition curve should be selected appropriately from Table §. 2. 5-2. Under difficult condition, it may be determined through calculation, and it shall comply with the requirements that the superelevation slope ratio not be greater than 2%. ments; 5 The minimum length of circular curve or intermediate straight line should not be smaller than 50 m. Under difficult condition, it shall not be smaller than 25 m. 5.3 Longitudinal Profile of Railway Line 5.3.1 The maximum gradient of the main line in sections should not be greater than 20%,and under difficult conditions it shall not be greater than 30% after technical and economic comparison. The maximum gradient of EMU running line should not be greater than 30%oyand under difficult conditions it shall not be greater than 35%. When the maximum gradient of EMU running line is greater than 30Ma,the ballastless track should be laid. 5.3.2 The minimum length of grade section, which shall be taken as the integral multiple of 50 m, shall be calculated according to Formula 5. 3. 2,and shall comply with the following requirements, 1,= (Bin + Aig)/2XRa +0. dv G where,/,—the minimum length of grade section(m) ; ‘Ai: Ais —gradient difference at both ends of grade section(%:) v—design speed(km/h) Ru—vertical curve radius(m), 1 For the main line on slope,long grade section should be designed. Under normal condition, the minimum length of grade section shall not be less than 900 my under difficult condition,it shall not be less than 600 m, The minimum length of grade section on both ends of station where all trains stop shall not be less than 400 m, 2. The minimum length of grade section should not be used successively, and under difficult condition it shall not be used successively, 3° The minimum length of grade section of EMU running track should not be smaller than 200 m,and two adjacent vertical curves shall not be overlapped. 5.3.3 When the maximum design gradients are 15%,20%s,25% and 30oythe length of grade section should not be larger than 10 km,6 km,4 km and 3 km respectively. The length of grade section with the maximum design gradient shall be checked and calculated based on train operation. 5.3.4 The connection between grade sections shall comply with the following requirements; 1 When the algebraic difference between adjacent gradients of the main line is not less than 1%» +e 2)vertical curve in circular type shall be used for the connection. The minimum radius of vertical curve shall be selected from Table 5. 3. 4-1 and Table §. 3. 4-2 according to the design speed. ‘Table $.3. 41 Minimum Radius of Vertical Curve Design speed(kaa/iD 350 300) 250 Minimum radius of vertical eurve() 25 000 25-000 20,000 ‘Table §,3.4-2 Minimum Radius of Vertical Curve in Section with Speed Limits Design speed kin/t) 200 160 120 8 ‘Minimum sedius of vertical eurve(m 15 000 15 000 10 000 5000 2, The maximum radius of vertical curve shall not be greater than 30 000 m, 3. The length of minimum vertical curve shall not be smaller than 25 m. 4 The minimum distance between the starting/ending point of vertical curve(or grade change point)and that of the plane curve should not be smaller than 20 m. The vertical curve(or grade change point) shall not overlap with the transition curve or turnout, 5 Vertical curves should not overlap with the plane circular curves. When they overlap with the plane circular curves under difficult conditions, the minimum curve radius shall comply with the requirements specified in Table 5. 3. 4-3. Table $.3.4-3 Minimum Curve Radius When Vertical Curves Overlap with Plane Circular Curves Design speed(k/4) 360 300 250 Minimum radius of [Under normal condition 7 000 5 000 3.500 Blane crear curve) [Under difcale condition 5 000 4 500 3.000 Minimum radius of vert curveCn) 25-000 25 000) 20-000 6 When the gradient difference between adjacent grade sections of EMU running line is greater than 3%s» vertical curve in circular type should be arranged. The radius of vertical curve should not be smaller than § 000 myand under difficult conditions it shall not be smaller than 3 000 m. 5.3.5 When two main lines are parallel, the elevation of Top of Rail(ToR)of two lines should be equal(nner rail top designed with equal elevation in curve sections). When the main line is parallel to the connecting liney EMU running line or existing line, the design elevation of ToR of the main line shall be determined comprehensively according to the design of cross-section of subgrade, 5.3.6 The longitudinal profile design of continuous girder, steel girder and large-span girder bridges shall meet the technical requirements of bridge design. 5.3.7. The slope in tunnel may be designed as one-way slope or herringbone slope. Herringbone slope should be adopted for long tunnels with groundwater development and its gradient shall not be smaller than 3%. The gradient of railway line in cutting seetion should not be smaller than 2%, 5.3.8 For the subgrade adjoining the abutment of super large, large or medium bridges crossing flood relief channel, and the immersed embankment in reservoir or riverside areas, flood discharge areas, flood retarding basin, etc, , the elevation of subgrade shoulder shall comply with the requirements of relevant national flood prevention standards and the navigation requirements. 5.3.9 The gradient design of the main line in station shall comply with the following requirements: 1 The main line within the effective length of the receiving-departure track shall be set in flat section. When it is set on slope,the gradient shall not be greater than 1%, 2 The gradient of main line in overtaking station should not be greater than 6%s. ++3. The gradient of main line in the throat area of station should be consistent with that within the effective length of the receiving-departure track. Under difficult conditions, it should not be greater than 2. 50 for originating station and not be greater than 6%o for intermediate station, 4 The main line within the effective length of the receiving-departure track shall be within one grade section, 4 Intersections, Subsidiary Facilities and Others 5.4.1 Intersecting and crossing of high-speed railways shall comply with the following requirements, 1 When high-speed railway intersects with other railwaysyhighways and roads, grade separation shall be adopted. 2 When high-speed railway intersects with other railways highways and roads, overpass of high- speed railway should be adopted. When the underpass of high-speed railway is adopted after technical and economic comparison under difficult conditions, safe and reliable protection measures shall be taken. 3 When high-speed railway intersects with pipelines of oil, water, gas, ete. , overpass of high- speed railway should be adopted(except for tunnels). 5.4.2 Except the bridges in water,at mountainous area, gully or gorges, the open section of high- speed railway line shall be fenced. Cross passages with 300 m~500 m interval shall be arranged st appropri installed 0. § m away from and within the right-of-way. $.4.3 When the high-speed railway is parallel to other appropriately installed under the prereq safety of railways are satisfied, 5.4.4 The maintenance corridor arranged for bridge within the right-of-way shall comply with the following requirements; 1 The subgrade of the corridor shall be 3 m wide and the pavement shall be 2. 5 m wide, 2 A refuge platform with 2,5 m in width and 8 m in length shall be set every 500 m, 5.4.5 When the high-speed railway is parallel to the highway with small spacing, and the elevation of the highway pavement is higher than that of the railway subgrade shoulder or is lower than that of the railway subgrade shoulder by not more than 1.0 mcrash barriers shall be installed along the highway side. The anti-collision grade of the crash barrier shall comply with relevant requirements. 5.4.6 Stakes shall be planted along the proposed railway line to indicate the right-of-way of stations and section between stations. The stakes shall be planted along the railway line and at the turning Point of the line, The interval of the stakes should be 150 m in straight section and 40 m in curve section. 5.4.7 Safety protection zone shall be arranged on both sides of the railway line. The scope of the safety Protection zone shall comply with the requirements of Railway Safety Management Rules. Stakes shall be Planted along the boundary of the safety protection zones. fe positions of protective fences installed below bridges. The protective fences shall be jays» separation fences shall be ite that the requirements of structure gauge and operation 19.6 Subgrade 6.1 General Requirements 6.1.1 The main works of subgrade shall be designed in accordance with geotechnical engineering structure. In subgrade engineering, geological mapping, prospecting and ‘testing shall be emphasized,in order to ascertain the geological profiles of ground, cutting slope and retaining structure foundation as well as their physical and mechanical properties, unfavorable geologic conditions, and the properties and distribution of {filling materials. Subgrade design shall be based on reliable geological data achieved. 6.1.2 The design service life for main works of subgrade shall be 100 years; the design service life for drainage facility and slope protection structure of subgrade shall be 60 years. 6.1.3 Subgrade engineering shall ensure the traveling safety and comfort of high-speed train. The stiffness of subgrade bed structure shall meet the requirements that the elastic deformation caused by running trains be controlled within a certain range; the strength of subgrade bed structure shall be able to sustain the long-term action of train load; the thiciness of subgrade bed structure shall be able to ensure that the dynamic stress transferred to the bottom layer doesn't exceed the long-term bearing capacity of the bottom layer. The top layer structure of subgrade bed shall be able to prevent the invasion of surface water, which may lead to subgrade bed diseases such as softening, rising soil and frost heave. 6.1.4 The property, grading and water stability of subgrade filling materials shall meet the technical requirements for high-speed railway, and the compaction shall be in accordance with relevant specifications. When the continuous filling section of subgrade is very long, the continuous compaction and control techniques shall be adopted. 6.1.5 In the base course of subgrade bed, the maximum particle size of fi ling materials shall be smaller than 60 mm, while in the embankment below the subgrade bed, it shall be smaller than 75 mm. 6.1.6 The maximum allowable height for subgrade slope shall be determined according to the slope stability analysis and the post-construction settlement control criteria as well as the comprehensive analysis involving landform, geotechnical engineering characteristics, properties of filling materials, construction conditions, land resources and surrounding environment, etc. 6.1.7 Prior to subgrade filling, on-site filling test shall be carried out. 6.1.8 Transition sections shall be arranged at the junction between subgrade and bridge abutment/ transverse structure/tunnel, between embankment and cutting, and between ballasted track and ballastless track, to realize the uniform variation of stiffness and deformation along the line. 6.1.9 Ground treatment measures shall be comprehensively determined according to the post- construction settlement control criteria of subgrade, height of embankment, filling materials, topographic and geological conditions, construction period, source of materials, construction ‘equipment, environmental impactyete. sand shall meet the requirements of Technical Speci fication for Ground Treatment of Railway Engineering (TB 10106), 61.10 The post-construction settlement of subgrade shall be controlled within the allowable range, and shall be systematically observed. Before track laying, the settlement observation data shall be analyzed and evaluated, and only after the evaluation result has been approved, track laying work can be carried out, “m6.1.11 In subgrade slope engineering, vegetation and engineering protection measures shall be taken conjunctively,which shall meet the comprehensive requirements of environmental protection, water and soil conservation, and efficient use of land, 6.1.12 Waterproof and drainage engineering of subgrade shall be systematically planned with complete facilities, and shall be effectively connected with the drainage facilities of bridges and culverts tunnels, tracks, stations, yards,etc. sto form a complete drainage system, 6.1.13 The design of subgrade shall meet the requirements of disaster prevention and mitigation and enhance the capability of subgrade to resist natural hazards such as successive heavy rainfall, flood and earthquake,ete. 6.1.14 For the design of subgrade in seasonally frozen region, factors such as the maximum frost depth, rainfall, and groundwater level shall be taken into account. Filling materials shall be appropriately selected, the ‘waterproof and drainage measures and frost-heave prevention measures shall be enhanced. 6.1.15 The uniform load as shown in Figure 6. 1. 15 shall be taken as the vertical design load on the subgrade surface according to the design live load of high-speed train, the self-weight of track structure and other overlying actions. The value of the uniform load on subgrade surface shall be taken according to Table 6. 1.15, Figure 6.1.15 Load Distribution on Subgrade Surface -wheresqy—uniform load intensity for self-weight of rack strutureCkN/t)5 uniform lod intensity for train lo(ZK standard lve lod) (N/a) 4¢—tum of uniform load intensity of track structure self-weight and train loud converted into wniform load) kN/n#) 4—dhstbution width of uniform loud foreach tra) uniform lod intensity of backfill between two tracks kN /r), be—distribation width of backfill uniform lad between two tracks(m). ‘Table 6.1.15 Uniform Loads of Track and Train Tends of tack ond win ‘oad erween ‘Type of track Diswibuion | SATE | tevin toad, | Total oad, to tracks whiten | ety | CRN m#) | gGkNmty |e CkN/mt) RTS slab track 20 126 ar sa 182 (CRTSIl ab ack aaaem | mean | sesaao | sien | micro CRTS I slab wack a1 17 om 41 23 CRIS beblock bllastlees tack] 3.4 1RT 388 50.8 151 Balad track BA 13 38 sur 10.7 [Notess] For CRTSII slab track, the values in Brackets are the loud values within the range of Fiction plate, while the values outside of brackets are the load values beyond the range of fiction plate. 2 For doubletrac lines is the diference between trek apecing and 8. one61.16 The stability check calculation and seismic design of subgrade engineering shall be in accordance with the provisions of Code for Seismic Design of Railway Engineering (GB 50111), 6.1.17 The design standard of the subgrade section utilizing existing railway shall be determined according to the design speed or the section design speed; under difficult conditions, the original subgrade standard may bbe followed after technical and economical comparison. The subgrade standard for connecting lines and EMU ‘running lines shall be determined according to the corresponding design speed. 6.1.18 In subgrade engineering, attention shall be paid to interface design. Relevant works such as cable trough, track-erossing of cables, foundation of OCS poles, foundation of sound barriers and integrated earthing shall be reasonably arranged to obviate the potential impact on the waterproof and drainage system, strength and stability of subgrade, 6.2 Form and Width of Subgrade Surface 6.2.1 The subgrade surface at the bottom of the bearing layer(or base)of ballastless track may be horizontally arranged, and transverse drainage slopes with gradient not less than 4% shall be arranged on both sides of the bearing layer(or base). The profile of subgrade surface for ballasted track shall be of triangular shape, and transverse drainage slopes with gradient not less than 4% shall be arranged from the center line of the subgrade surface toward both sides. When the subgrade is widened in curve sections, the subgrade surface shall remain triangular shape. 6.2.2 The width of shoulder on both sides of subgrade of ballasted track shall not be less than 1.4m for double-track line and not be less than 1. 5 m for single-track line, 6.2.3 The standard width of subgrade surface for straight section shall be in accordance with Table 6. 2.3. ‘Table 6.2.3 Standard Width of Subgrade Surface 5 “Distance Tatween eters “Wid of mibgde arnoe mate | MDT | ected 50 «6 ise Balastlss tack 300 e a6 1a 30 50 186 250 “a 1a Balsted trace 300 “a as 136 360 eo ike 6.2.4 The subgrade surface in the curve section of main line of ballastless track shall not be widened, and ‘when there are special requirements for the arrangement of facilities such as track structure and OCS poles,it shall be determined according to specific conditions. The curve section of main line of ballasted track shall be ‘widened on the outer side of the curve and the widening value shall be in accordance with those specified in ‘Table 6.2.4. The widening shall be gradually completed in the range of transition curve. Table 6.2.4 Widening Value of Subgrade Surface for Curve Section of Ballasted Track Design speed ‘Carve radius R ‘Widening value on the outer side of subgrade (w/h) (= =) RS 10 000 02 30 000 > R= 000, O38 250 7 000 > RE 5 000 oe 5.000 > KS 4 000, a5 R< 1000 06‘Table 6.2, 4(continued) ‘Design spect (Carve reas R ‘Widening value on the outer side of aubrade anh) ™ wo REM 000 02 14 000 > RS 9 000 03 00 9.000 > RS 7-000 ot 7 000 > RS § 000 05 R< 5000 06 R>I2 000 oe 32 000 > R>9 000 ot 350 9 000 RSS 000 08 R600 oy 6.2.5 The standard cross-section of subgrade shall be in accordance with Figure 6. 2. 5-1~Figure Emhankmest below subgrade bed Figure 6.2. 5-1 Standard Cross-section of the Embankment of Ballastless Double Track unit:t) 3 sane between 43 ener waa teense oa car cee ° q y Lj u Figure 6.2.5-3 Standard Cross-section of Ballatlese Double-track Non-hard Rock Cutting unit:tn) +B.3 A aug Tepinacofaiaairtel it it a ‘ tt 3 a [| Boma bs A Enbuakncat tlw ide bed Figure 6,2.5-4 Standard Cross-section of Ballastless Single-track Embankment(unit:m) a aFigure 6,2.5-8 Standard Cross-section of Ballasted Single-track Embankment(unit:m) 6.3 Subgrade Bed 6.3.1 The subgrade bed shall be composed of top layer and bottom layer. The thickness of the top layer shall be 0.4 m and 0.7 m for ballastless track and ballasted track respectively, and the thickness of the bottom layer shall be 2.3 m. 6.3.2. The top layer of subgrade bed shall be filled with graded crushed stone. The permeability coefficient of compacted graded crushed stone for ballasiless track and ballasted track in severe cold and cold regions shall be greater than 5X10" m/s,and the compaction standard shall comply with the requirements specified in Table 6. 3. 2-1. ‘Table 6.3.2-1__ Compaction Standard of the Top layer of Subgrade Bed ‘Compaction standard Graded crushed sone Compaction cetficientsK 3a Coefficient of subgrade reaction, Kw (MPa/m iso Dynamic deformation modulus, Ea(MPO Bes ‘The materials shall be in accordance with the following requirements; 1 The graded crushed stone for the top layer shall be of quarry rock, natural pebble or sandy gravel after crushing and sieving. 2. The particle grading of graded crushed stone for the top layer shall be in accordance with those specified in Table 6. 3, 2-2. The coefficient of non-uniformity C, shall not be less than 15,and the mass Percentage of particles with size below 0.02 mm shall not be greater than 3%. The particle grading diagram for ballasted track in non-severe cold and non-cold regions is shown in Figure 6. 3. 2. Table 6.3.2-2 Particle Grading of Graded Crushed Stone for the Top layer of Subgrade Bed Grain sisetmm) [01 [05 | 17 | 71 | wa] ne |e ‘Applicable vo Ballasted track in noreevere tse | 1348 | aa~1s | orm | 82~100] 100 Mass passing cold and noweald regions percetage(%4) ‘allastess track, bllasted track in ows | raz | as~as | armrs | 67~m1 | 80~100 me | a a aa severe cold end cold regions 3 The soil for the transition layer between the top layer of subgrade bed and the underlying filling soils shall meet the requirements of Dy<4dss. When such requirements cannot be satisfied, the dual-layer structure with different particle grading shall be employed for the top layer, or inverted filtering and isolating geo-synthetics shall be laid on the surface of the bottom layer. When improved soil is used for underlying filling,the mentioned requirements can be ignored. 05+Mass pasting percentage 4) ur t © 00 Crain size (nem) Figure 6.3.2 Particle Grading Diagram of Graded Crushed Stone for the Top Layer of Subgrade Bed of Ballasted Track in Non-severe Cold and Non-cold Regions 4 Among the coarse granules with particle size greater than 22.4 mm, the mass percentage of coarse particles with crushed surface shall not be less than 30%. 5 The Los Angeles abrasion loss of graded crushed stone with particle size greater than 1.7 mm shall not be greater than 30%, and the soak loss in sodium sulfate solution shall not be greater than 6%, The liquid limit of fine granule with particle size smaller than 0. 5 mm shall not be greater than 25% , and the plastic index shall be less than 6. Inclusion of clay and other impurities is not allowed. 6.3.3 Group A and Group B filling materials or improved soils shall be applied for the bottom layer ‘of subgrade bed, and the particle grading of Group A and Group B filling materials shall be in accordance with the requirements of compaction. When the frost depth in severe-cold and cold regions is greater than the thickness of the top layer of subgrade bed, the content of fine granule in Group A and Group B filling materials shall be less than 5%, and the coefficient of permeability of filling materials after compaction shall be greater than 5X10~*m/s, The compaction standard of bottom layer of subgrade bed shall be in accordance with the requirements specified in Table 6. 3.3. Table 6.3.3 Filling Materials of Bottom Layer of Subgrade Bed and Compaction Standard Conn dd Chea inva | Sank ne | Goel an Comptia wan Sos 3a Bos ace fd rn n/m) 5 Sin Sie Bra loratin et PO = =e =o Tamora wl wfc emorare teeth | Swat = = "Note:The vale in the brackets is the strength value ofchenizally improved wl in severe cold and cold regions considering the eect of feeing and thawing cycle. 6.4 Embankment 6.4.1 Group A and Group B filling materials and Group C crushed stone or gravel-type filling materials with the grain size meeting the requirements of compaction should be chosen for the embankment below the subgrade bed. When fine-grained soil of Group C is chosen as filling material, the filling material shall bbe improved according to its properties. The compaction standard of embankment below the subgrade bed shall be in accordance with those specified in Table 6. 4.1.Table 6.4.1 Filling Materials of Embankment below Subgrade Bed and Compaction Standard ‘Compaction standard Chemically improved sil Bel a fine eel i) Corapection coefficient, K 30.92 Bo.82 Dove Covlfcent of subgrade reaction, Ky (MPa/imd = Sno 310 1d saturated and unconfined compressive strength(kPa) 3250 = = 6.4.2 The post-construction settlement of subgrade shall be in accordance with the following requirements; 1 The post-construction settlement of subgrade for ballastless track shall be in accordance with the requirements of track smoothness, structure stability and adjustment capability of fastenings. The Post-construction settlement should not exceed 15 mm, When the settlement is uniform and the radius of vertical curve after adjusting the elevation of rail top meets the requirements of Formula 6. 4.2, the allowable post-construction settlement shall be 30 mm. RaZ0. du! (6.4.2) At the junctions between subgrade and bridge/tunnel/transverse structures, the differential post- construction settlement shall not exceed § mmyand the deflection angle due to differential settlement shall not be greater than 1/1 000, 2 The post-construction settlement of subgrade for main line of ballasted track shall be in accordance with those specified in Table 6. 4. 2. ‘Table 6.4.2 Standard for Post-construction Settlement of Subgrade for Main Line of Ballasted ‘Track Design speed Post-construction settlement Port-construction aetlement of wanstion] Sotlement ate (aa) of general sections) sections at the bridge abutznent (ea) (on/yeat) 250 10 <= <3 300,350 <= = L = 6.4.3. When the train load is considered, the stability safety factor of subgrade shall not be less than 1.25, 6.4.4 The settlement of soft ground may be calculated according to Appendix B and the current technical codes related to ground treatment of railway engineering and the calculated settlement values shall be checked and corrected according to the actual observation data, 64.5 For the subgrade located in soft soil and loose soil section, test sections selected from the representative sections should be constructed in advance, 6.4.6 The embankment parts which are subject to flood or river erosion or water immersion shall be filled with permeable materials with good water stability. An easy gradient shall be kept for the slope, slope terrace shall be arranged and the slope protection shall be enhanced, 6.4.7. The embankment subject to influences by stagnant water in rainy season or water immersion due to lack of drainage in low-lying area shall be filled with permeable materials and applied with drainage measures, 6.4.8 When constructing the embankment on clayey ‘ground with high groundwater level (the Broundwater level is less than 0. 5 m from the ground surface) , permeable materials shall be filled for the embankment bottom. Measures of lowering groundwater level shall be taken Wherever possible. 6.4.9 The gradient of embankment shall be determined according to the comprehensive analysis on filling materials of subgrade, height of embankment, seismic force, geological conditions of subgrade base, hydrological and meteorological conditions,ete, sme6.4.10 Filling materials with good anti-seismic stability shall be chosen for the embankment in earthquake region,and crushed stone(pebble)or coarse sand mixed with crushed stone(pebble) sinstead of fine sand or medium sand, shall be used for the cushion below the subgrade. 6.4.11 When constructing the embankment on liquefiable ground, anti-scismic measures such as replacement of soil, loading berm or ground reinforcement,ete. shall be taken, 6.4.12 For loess subgrade sections, the waterproofing and drainage measures should be enhanced. The ‘treatment principles of enclosing, intercepting and diverting shall be taken, and integrated drainage facilities and protective works should be deployed against scouring, seepage as well as water and soil loss. The interference between irrigation and water conservancy facilities and subgrade shall be carefully treated as well. 6.4.13 For loess with collapsibility or high compressibility, treatment measures shall be determined for collapsible loess according to the properties of subgrade ground, the height of embankment and the requirements of deformation control. When ballastless track is applied, reliable measures shall be taken to eliminate the influence of ground collapsibility. 6.4.14 For subgrade in karst region,the harm of karst on the subgrade shall be evaluated according to the actual conditions (karst landform, surface runoff and groundwater activity, etc. ) so that appropriate treatment measures can be selected, 6.4.15 For subgrade in areas with artificial pits, engineering measures such as open excavation and backfilling, drilling and filling or grouting shall be taken on the basis of comprehensive analysis of the forming time, depth and height of pits, the lithology and mechanical properties of the roof, and the hydrogeological and geotechnical conditions, 6.4.16 For subgrade in swelling soil area,the deformation characteristics of the swelling soil used as the subrbase shall be analyzed. Replacement and backfilling measures may be taken,and waterproofing and drainage as well as slope protection shall be enhanced, 6.4.17 For subgrade in seasonally frozen soil region, anti-frost heave measures such as replacement and backfilling, lowering groundwater level and thermal insulation shall be taken according to the property and groundwater level of the ground soil. 6.5 Cutting 6.5.1 The treatment of dysgeogenous hard rock bed shall be in accordance with the following requirements: 1 For ballastless track laying, the cutting shall reach the subgrade surface,and bearing layer and base shall be constructed directly on the excavation surface. 2 For ballasted track laying, the cutting shall reach the level of 0.2 m below the subgrade surfaceyand the excavation surface,on which graded crushed stone shall be laid, shall extend from the center line toward both sides with transverse drainage slope of 4%. 3 Loose rocks on the excavated surface shall be removed. The uneven locations on the excavated surface shall be filled by concrete with strength degree not less than C25, 6.8.2 Subgrade bed of soft rock or soil shall meet the requirements of Article 6.3.2 and Article 6.3.3.In the natural ground within the range of subgrade bed, there shall be no soil layers with specific penetration resistance of P,<1. 5 MPa in static sounding test or the basic bearing capacity of <0. 18 MPa. When these requirements cannot be satisfied, the subgrade bed shall be reinforced and the following requirements shall be met: 1 The top layer of subgrade bed shall be replaced and backlilled with graded crushed stone and ‘shall meet the requirements of Article 6. 3. 2. +2.2 When the natural ground meets the requirements of soil properties for bottom layer of subgrade beds the measures of excavation and backfill or enhanced rolling compaction may be taken, 3. When the natural ground doesn’t meet the requirements of soil properties for bottom layer of subgrade bed, the measures of replacement, ground improvement and reinforcement may be taken according to the result calculation and analysis, 4 In excavation, replacement and backfill, improvement and reinforcing treatment, the measures of enhanced drainage and seepage prevention shall be taken, and the compaction in layers shall be in accordance with the standard of corresponding part of ‘subgrade bed. 6.5.3 For subgrade bed in special rocks and soils such as swelling soil, collapsible loess and seasonally frozen soil, the measures of replacement and backfilling, waterproofing and seepage Prevention, drainage, ete. shall be taken according to specific conditions, For the swelling soil and collapsible loess below the subgrade bed, ground treatment measures shall be taken based on subgrade deformation analysis, 6.5.4 In the case of hal-cut half-fll subgrade, the strength and stiffness difference between the cut and the fill can be adjusted through replacement of soil in the cut part, and the thickness of replacement should be determined according to the height of the fill part and the ground conditions. 6.5.5 For half-cut half-fill subgrade of ballastless track with steep transverse slope end high embankment slope downside, Where the large transverse differential settlement can't be controlled through soil replacement, the measures of filling graded crushed stone, concrete and vertical bearing structure of reinforced concrete shall be adopted according to terrain and geological conditions, 6.5.6 Side ditch terrace not less than 1.0 m wide shall be arranged for cutting. For the interface between soil and rock, between permeable layer and impermeable layer, and high cutting slope, slope terrace not less than 2.0 m wide shall be arranged. The slope terrace shall meet the stability requirements of cutting slope. ‘Waterproofing and drainage measures as well as reinforcement measures: shall be applied to the slope terrace, 6.5.7 The type and gradient of cutting slope shall be comprehensively determined based on the ‘mechanical analysis of geotechnical, hydrogeological and meteorological conditions, the waterproofing and drainage measures and construction methods. 6.5.8 For cutting in non-hard rock, the cross-section of embankment-type cutting should be adopted, 6.6 Transition Section 6.6.1 At the junction between embankment and bridge abutment. transition section shall be built in the form of inverted trapezoid, as shown in Figure 6. 6 1,and shall be in accordance with the following requirements: 1 The length of transition section can be determined according to Formula 6. 6. 1yand it shall not be less than 20 m, L where,L—length of transition section(m); H—height of embankment behind abutment(m) h—thickness of top layer of subgrade bed(m) a—length of the bottom of the inverted trapezoid along the line,3 m~5 m, —constant,2~5, 2. The top layer of the subgrade bed in the transition section, which is mixed with 5% of cement, shall comply with the requirements in Article 6.3. 2. Graded crushed stone mixed with 3% of cement +2 +(H—h) Xn 6.6.1)3] ely Embankment below mya bod RRR aris T Bots per of bade ed ope ar Bot yer of mde bed z Enbaakest below 9% <@_Embanlvent below pads beh OS subgrade Bed Figure 6.6.1 Transition Section Arranged at Abutment Tail shall be filled in layers to the inverted trapezoidal part below the top layer of the subgrade bed. The grading standard of the graded crushed stone shall be in accordance with the reouirements set out in Table 6.6.1, and the compaction standard shall meet the requirements of K>0.95 for compaction coefficient, Ky 5150 MPa/m for coefficient of subgrade reaction, and Eq >50 MPa for dynamic deformation modulus. ‘Table 6.6.1 Grading Standard of Graded Crushed Stone ‘Mass passing percentage) Grading No. 80 0 30 3 2 10 5 25 | 08 | oo 1 300 | s5~100 | = [emo [=| so~es | 20~s0 | t0~s0 | 2~10 2 = 100 [es~t00 [=| to~so | — [somes | 20~50 | 10~m | 2-10 3 = = too | s5~100 | — [| so~so | somes | 20~s0 | t0~a | 210 ‘Note; The content of nesdlelike and flakelike stone shall not be more than 20%4vand that of soft and fragile stone shall not be more than 10%. 3. The foundation pit for bridge abutment of transition section shall be backfilled with concrete or filled in layers with gravel and lime soil followed by rolling compaction of small machines. The filled concrete shall meet the design strength requirements, and the filling gravel and lime soil shall meet the requirements of Ej>30 MPa, 4 When it is necessary to reinforce the ground of transition section, the coordinating and gradual change between transition section and neighboring section shall be considered, 5. The transition section shall also meet the requirements of the special track structures, 6 The embankment in the tran: connecting embankment, and shall be constructed in layers with the height similar to that of the connection embankment. Within the range of 2.0 m from the abutment, the embankment shall be rolled and compacted densely with small machines and the filling thickness shall be appropriately reduced. 7 The treatment measures and construction technology for transition section shall be determined based on specific engineering conditions, and field tests shall be conducted. 6.6.2 At the junction between embankment and transverse structure(underpass frame structure, box 80 yn section shall be constructed concurrently with itsculvert, etc. ), transition section shall be arranged, Inverted trapezoidal transition along the line, as shown in Figure 6. 6. 2,may be adopted. The top of the transverse structure and the top layer of the subgrade bed in the transition section shall be in accordance with the requirements of Article 6. 3. 2, The filling material, compaction standard and backfilling of foundation pit shall be in accordance with the provisions of Article 6. 6.1. L ; (Fak | Espoo ‘Bottom ayer of subgrade bed | Graded crushed stone mixed isn an sremeet ‘Embankment below subgrade bod ‘wih 3% of eamest rT Figure 6.6.2 Transition Section between General Embankment and Transverse Strueture(h>1. 0 m) Cunit:t) 6.6.3 For transition sections in cold and severe cold region, the frost protection of filling materials in the freezing range contacting with the transverse structures shall be fully considered, as shown in Figure 6. 6. 3. ‘Rats essing il mate Top pe oT RGIS Note: As shown inthe figure, ¢s the maximum freezis epth. When 1<0.3 m, the top ofthe culver shall be fille completely with ant-feezing fil mate Figure 6.6.3 Transition Section between Embankment and Transverse Structure in Cold and ‘Severe Cold Region(h>1. 0 rm) Cunitsm) 6.6.4 When the thickness of fill soil on top of the transverse structure is not greater than 1. 0 mythe graded crushed stone for the top layer of the subgrade bed on top of the transverse structure and within the range of 20 m on both sides of the transverse structure shall be mixed with 5% of cement, as shown in Figure 6. 6. 4. sale200 ‘Gadel aed soe ake wi cee [Top ro mde bd Bot yer of ere bed A ded cubed soe mid win efeener Enbsimest iow bg bed 20, }24 7 \siceiing of foundaion pit Figure 6.6.4 Transition Section between Embankment and Transverse Structre(h<. 0 m) unitsm) 6.6.5 At the junction between embankment and cutting, transition section shall be arranged as follows: 1 When the junction between embankment and cutting is hard-rock cutting, terraces shall be excavated along the original ground surface in longitudinal direction on one side of the cutting. The depth of each terrace excavated from the original slope surface shall not be less then 1. 0 mythe height of the terrace shall be about 0.6 m, and transition section shall be arranged on one side of the embankment, as shown in Figure 6. 6. 5-1. The fill and construction of the transition section shall be in accordance with the provisions in Item 2 of Article 6. 6. 1. Figure 6. 6.51 Transition Section between Hard-rock Cutting and Embankment(unit: 2) 2) When the junction between embankment and cutting is soft-rock or soil cutting, terraces shall be excavated along the original ground surface in longitudinal direction. The excavated depth of each terrace shall not be less than 1.0 m,and the height of the terrace shall be about 0.6 m,as shown in Figure 6. 6. 5-2. The fill and construction requirements for the excavated part shall be the same as that for the corresponding embankment part. “Top ayer of abraded Bottom ner of ubprade bed Figure 6.6.5-2 Transition Section between Soft-rock or Soil Cutting and Embankment(unit:m) 6.6.6 At the junction between soil or soft-rock cutting and tunnel, transition section, which shall be filled and constructed with thickness-variable concrete or graded crushed stone mixed with 5% of 132°cement, shall be arranged. | 6.6.7 At the junction between ballastless track and ballasted track, transition section, which shall meet the requirement of transition of track typesyshall be arranged. 6.6.8 The length of the short subgrade between bridge or culvert and tunnel shall not be less than 40 m. When the length of the mentioned short subgrade can't meet the above requirements in spe: cases,the short subgrade shall be specially treated, 6.7. Subgrade Drainage 6.7.1 The design return period of rainfall for subgrade drainage facilities shall be 50 years. 6.7.2 Factors such as track type, cable trough, OCS pole foundation and sound barrier foundation shall be considered in the design of the subgrade surface drainage. The design shall be in accordance with the following requirements: 1 Based on the comprehensive analysis on the railway line, weather conditions and the influences on the track circuit, the drainage between tracks should be in transverse direction, 2 When catch pit is used as required by track structure, positions of the catch pit, material properties of the drainage pipe, and the size, buried depth and type of the structure shall be determined according to loads:rainfall,and anti-frost and seepage prevention requirements, 6.7.3 For side ditch, gutter, drainage ditch and the drainage ditch between ballastless tracks, cast-in- place or precast concrete structures, instead of mortar rubble, shall be utilized. The thickness of cast-in- Place concrete ditch should be 0, 2 myand the thickness of rectangular ditch with large depth shall be determined through calculation, 67.4 For low embankment or cutting section where the groundwater level is high or there is no fixed aquifer, the groundwater may be drained using some facilities such as open trench, drainage ‘trough, blind drain, slope blind ditch and supported blind ditch. When deep buried groundwater or fixed aquifer endangers the subgrade, the groundwater may be drained using some facilities such as seepage tunnel, seepage well, seepage pipe and inclined borehole. The longitudinal slope of blind drain and seepage tunnel should not be less than 5%o,or under difficult conditions, shall not be less than 2%,and at the exit, steep longitudinal slope shall be adopted. Inverted filters shall be built for underground drainage facilities such as blind drain, 6.7.5 When the groundwater level in regions susceptible to freeze damage is lowered by employing blind drain and seepage tunnel, the capillary rise of water plus the highest groundwater level after dewatering shall be at least 0. 25 m lower than the maximum frost depth, or necessary frost.prevention ‘measures shall be taken. In severe cold regions, frost prevention measures shall be applied to water outlet, 6.7.6 The arrangement of drainage facilities shall be in accordance with the following requirements; 1 In sections with obvious transverse slope, the drainage ditch and gutter may be arranged on the upper side of transverse slope. When the transverse slope on the ground surface is not obvious, the drainage ditch and gutter should be arranged on both sides of the subgrade, 2 In cutting section, side ditches shall be arranged on both sides of the subgrade shoulder. 3° In regions with annual precipitation not less than 400 mm, interception ditch should be arranged on the slope terrace of the cutting,and the water in the interception ditch shall be guided to the neighboring drainage facilities, 4 The longitudinal slope of the drainage facilities on the ground surface shall not be less than Me, +335 The top of the drainage ditch shall be at least 0. 2 m higher than the design water level, 6 Drainage from gutter to side ditch of cutting is not allowed. When drainage to side ditch is inevitable due to the terrain reason, torrent trough must be arranged and the eross-sectional dimension of the downstream ditch shall be adjusted according to the flow rate of torrent, 7 When the catchment area in the cutting section is large, interception ditch may be additionally arranged outside the gutter depending on specific conditions, idinal direction of the railway should not be seater than 400 m, and if necessary, transverse drainage facilities shall be additionally arranged to guide the water from the subgrade into natural river channels or ditches, 9 The water in the drainage ditch, side ditch and gutter shall be guided into culverts or channels, and the bottom elevation of the ditch end shall not be lower than that of the culverts or channels, 10 Drainage facilities such as side ditch, gutter, drainage ditch and torrent trough must not be arranged on uncompacted fill soils. 67.7 Earth borrow and ditch excavation shall not be carried out on the ground surface near the slope toes of embankment on soft soil base. When earth borrow is inevitable, the safety distance shall be determined according to the stability check calculation results, 67.8 The design of subgrade drainage should be integrated into the design of relevant drainage engineering system according to the local drainage conditions, 6.7.9 The design of drainage system shall be verified on site after the completion of the main works, and the interface design shall be supplemented and improved, 8 The length of the drainage slope along the lot 6.8 Subgrade Slope Protection 6.8.1 Slope surface protection shall be designed for embankment slope. The slope protection type shall be reasonably selected after economic and technical comparison, according to the type of works, local annual mean rainfall, geotechnical and hydrogeological conditions, the gradient and height of slope, source of materials, construction conditions, and environmental protection and landscaping requirements. The following requirements shall also be met: 1 In the design of embankment slope protection, the concept of green protection shall be followed. Slope protection shall be integrated with the construction of green corridor, and the principle of taking measures according to the local conditions, economy and reliability, ease of maintenance, and proper consideration of the landscape shall be followed, 2 When vegetation protection is suitable for the embankment slope and it can ensure the stability of the subgrade slope, vegetation protection measures or the combination of vegetation and protection works should be applied. For vegetation protection, shrubs and grasses shall be planted together, with shrubs having the priority. 3 When the embankment slope is high, geosyntheties such as geogrid not less than 3 m wide should be arranged in layers for slopes on both sides, 4 For subgrade slope subject to scouring in permeable section, protection measures with high anti-scouring capacity shall be taken according to the flow speed, flow direction and scouring depth, 6.82 The slope surface including slope terrace and ditch terrace)of soil or soft rock cutting shall be Protected or reinforced according to the following requirements, 1 Vegetation protection measures may be applied to soil cutting slopes, and the measures like vwindow-shaped slope protection, framework revetment or anchored frame beam shall be applied to high cutting soil slopes according to the stratum properties, “He2. For soft rock cutting, the slope reinforcement measures shall be determined according to rock mass Structure, atitude of structural plane, weathering degree, groundwater and climatic conditions. The protection measures of window-shaped frame, spray sowing, concretespraying with anchored frame beam, or planting ‘with foreign soil can be applied. 6:83 For intact hard-rock cutting slope, pre-epit blasting and smooth blasting in combination with Patching and anchored frame beam protection shal be applied. For slopes with fractured roek and joint development, measures of spray sowing, concrete-spraying with anchored frame beam or planting with foreign soil may be applied according to the height of the slope. For high slopes, anchored frame beame shall be arranged in combination with anchor bolts and steel wire mesh, 6.8.4 For framework revetment, structures with intercepting channels shall be applied, with the frame buried depth of 0.4 m~0. 6 m and spacing no more than 3 m, 6.8.5 For cutting slopes with developed groundwater and ‘swelling soil, the slope protection should be applied in combination with slope supporting blind ditch. If necessary, the groundwater drainage shall be enhanced with deep drainage holes, 9 Subgrade Retaining 69.1 For steep slope subgrade, deep cutting, farmland area and sections neighboring towns and cities retaining structures shall be built to ensure the stability of the subgrade slope, to save the land and to reduce the volume of filling. 69.2 In the calculation of the retaining structure,the magnitude and distribution width of the track load shall be determined according to the values provided in Table 6, 1. 15. Where the OCS poles, sound barrier or wind blocking structure are to be installed on the top of the retaining structure, the self- weight of the corresponding structure and the wind load shall be added to the load of the retaining Structure. The effect of special loads like passing of girder transport vehicles, shall be considered in the calculation of the retaining structures for the embankment and subgrade shoulders, 6.9.3 The load of the girder transport vehicle should be transformed equivalently into two uniform loads according to Formula 6.9.3, =0.5W+6) 7) BL where, W—self-weight of girder transport vehicleCkN) 5 G—weight of box girder(kN); n—number of wheel axes ‘B—distribution width of load(m) i.e. the sum of the spacing between two wheel tires and the wheel touchdown width for each suspension; (6.9.3) L—spacing between two neighboring wheel axes(m). 69.4 In sections neighboring cities, scenic spots and cultivated land protection zones, light-weight retaining structures such as cantilever, counterfort, L-shaped retaining wall and reinforced retaining wall should be applied according to specific conditions. Flexible retaining structures such as reinforced soil retaining wall should be applied in earthquake zones. 6.9.5 Where the gravity retaining structure is applied, the height of the embankment wall should not be greater than 6 mand that of the subgrade shoulder wall should not be greater than 8 m. 6.9.6 Reinforced concrete or plain concrete material shall be applied to the retaining structure of subgrade,and packed sand mixed with gravel or geosynthetics should be used as the inverted filter layer behind the wall. +a