GB 50157-2013Code for design of metro (English PDF)

1.0.21 Barrier-free travel and use facilities should be set up in subway projects

1.0.22 For subway tunnel projects passing through rivers, lakes and other water areas, when the underwater tunnel has damaged water bodies that may endanger the safety of other sections at both ends, anti-flooding doors or other waterproof measures should be installed at both ends of the tunnel passing through the water area. flooding measures.

1.0.23 Metro electromechanical equipment and vehicles should adopt mature products that meet functional requirements and are technically and economically reasonable, and should be standardized, serialized, based on domestic production, and conducive to traffic management, passenger transportation organization, and equipment maintenance.

1.0.24 Under the condition of not affecting the safety, reliability and use function, the subway design should take measures to reduce the project cost and help save the operation cost.

1.0.25 In addition to complying with this specification, the design of the subway should also comply with the current relevant national standards.

2.0.1 Metro (underground railway, subway)

Rapid, large-capacity, electric traction rail transit built in cities. The trains run on fully enclosed lines. The lines located in the central urban area are basically set in underground tunnels, and the lines outside the central urban area are generally set on viaducts or on the ground.

2.0.2 Designed lifetime designed lifetime

Under general maintenance conditions, the minimum time limit for normal use of the project is guaranteed.

2.0.3 Main structure main structure

Stations and intervals are the main force-bearing structures that guarantee the safe operation of trains and the stability of the structural system.

2.0.4 Travel speed operation speed

Under normal operating conditions, the average running speed of the train from the start station to the end station stop.

2.0.5 Maximum running speed

The maximum speed a train can reach under normal operating conditions.

2.0.6 Limit gauge

The contour line that limits vehicle operation and structures around the track area is divided into vehicle limits, equipment limits and building limits.

2.0.7 Vehicle profile

Sets the envelope for all cross-sections of the vehicle.

2.0.8 Vehicle gauge

The maximum dynamic envelope formed by the vehicle in the normal running state on a straight line is used to control vehicle manufacturing and determine the positioning dimensions of the platform and platform doors.

2.0.9 Equipment gauge

The maximum dynamic envelope formed by the vehicle in the faulty running state is used to limit the installation of equipment in the driving area.

2.0.10 Building limit structure gauge

On the basis of the equipment limit, the minimum effective cross-section after meeting the installation dimensions of equipment and pipelines.

2.0.11 Main line

Passenger trains operate throughout the entire route.

2.0.12 Wiring sidings

In addition to the main line, the subway line provides functional services such as sending and receiving, turning back, communication, safety guarantee, and temporary parking for trains during operation, through turnouts and main lines or interconnected track lines. Including reentry lines, crossing lines, contact lines, temporary parking lines, entry and exit lines, safety lines, etc.

2.0.13 Test line testing line

A circuit specially used for vehicle dynamic performance test.

2.0.14 Track structure track structure

The part of the line above the subgrade surface or structural surface is composed of steel rails, fasteners, sleepers, ballast beds, etc.

2.0.15 Seamless track

Rails continuously welded or cemented over the length of two expansion zones.

2.0.16 Expansion joint

A device that adjusts the expansion and contraction of the rail to be greater than the structural rail gap.

2.0.17 Subgrade bed

The upper part of the subgrade bears the power of the track and train, and is affected by hydrology and climate change, so it has a certain thickness of the geotechnical structure, and is divided into the surface layer and the bottom layer.

2.0.18 Public zone of station

The public area of the station is the area in the station for passengers to sell tickets, pass through and board and disembark.

2.0.19 Longitudinal force due to continuous welded roil

Refers to the longitudinal horizontal force generated by the stretching force and bending force of the seamless line.

2.0.20 Breaking force of continuous welded rail

The longitudinal force generated by the relative displacement of the bridge and the long rail due to the breakage of the long rail.

2.0.21 Cut and cover method

A method of building an underground structure in a foundation pit dug from the ground. Including open cut, cover and excavate forward work and cover and excavate upside down work and other construction methods.

2.0.22 Cover and cut-bottom up method

The operation sequence is to build the temporary pavement and its supports for maintaining ground traffic on the ground, excavate the earthwork from top to bottom to the design elevation of the bottom of the pit, and then build the structure from bottom to top.

2.0.23 Cover and cut-top down method

The operation sequence is opposite to the traditional open cut method. After excavating the roof of the ground structure and its vertical support structure, excavate the earth and build the structure in layers from top to bottom under the roof.

2.0.24 Mining method

Underground excavation construction method for constructing tunnels. The traditional mining method refers to the construction method of drilling and blasting, also known as the drilling and blasting method. The modern mining method includes the soft ground shallow buried method and other methods derived from it.

2.0.25 Shield method

The underground excavation construction method of building a tunnel with a shield machine is a method of excavation, advancement, lining and grouting under the protection of the shield steel shell.

2.0.26 Grade of waterproof

The level standard of allowable water leakage of the structure determined according to the waterproof requirements of the project.

2.0.27 Open mode operation

One of the operation modes of subway tunnel ventilation and air conditioning system. During open operation, the air inside the tunnel exchanges air with the outside atmosphere through facilities such as fans, air ducts, and air pavilions.

2.0.28 Close mode operation

One of the operation modes of subway tunnel ventilation and air conditioning system. During closed operation, the interior of the tunnel is basically isolated from the outside atmosphere, and only the amount of fresh air required by passengers is supplied.

2.0.29 Combined discharge combined sewer system

In addition to toilet sewage, firefighting and flushing wastewater, rainwater and other wastewater are discharged together.

2.0.30 Centralized power supply mode

The external power supply mode in which the main substation of the main line or other lines supplies power to the traction substation and step-down substation of the main line.

2.0.31 Distributed power supply mode

The external power supply mode that introduces urban medium-voltage power supply along the line to supply power for traction substations and step-down substations.

2.0.32 Combined power supply mode

The external power supply mode in which the traction substation and the step-down substation are powered by the main substation and the urban medium-voltage power supply.

2.0.33 Over bi-traction power supply

When a certain intermediate traction substation is out of operation, the two-sided power supply is formed by the adjacent traction substations on both sides to the catenary.

2.0.34 Power supervisory control and data ac-quisition system (SCADA)

Power data acquisition and monitoring control system, including remote control, telemetry, remote signaling and remote adjustment functions.

2.0.35 Transmission system transmission system

Provide information transmission systems between control centers, stations, and vehicle bases for various systems, signal, power monitoring, disaster prevention, environment and equipment monitoring, and automatic fare collection systems in the dedicated communication system.

2.0.36 Video monitoring system image monitoring system

It is a general term for equipment that provides visual information on train operation, disaster prevention, disaster relief, and passenger guidance for dispatchers in the control center, station attendants, and train drivers. It is also called a closed-circuit television system.

2.0.37 Automatic train control (ATC)

The general term for the automatic realization of train monitoring, safety protection and operation control technology of signal system.

2.0.38 Automatic train supervision (ATS)

According to the train timetable, it is a general term for technologies such as automatically setting the route for train operation, commanding the train, and implementing train operation management.

2.0.39 Automatic train protection (ATP)

The general term for monitoring technologies such as automatic realization of train operation safety interval, overspeed protection, approach safety and car doors.

2.0.40 Automatic train operation (ATO)

The general term for control technologies such as automatic train acceleration, speed regulation, parking, door opening and closing, and prompting.

2.0.41 Driverless train operation

Based on signal technology, it is a general term for the technology of train operation management without driver control.

2.0.42 Automatic fare collection system (AFC)

Based on technologies such as computer, communication network, automatic control, automatic identification, precision machinery and transmission, it realizes the mechatronics, automation and information system of the whole process of subway ticketing, ticket checking, billing, charging, statistics, sorting and management.

2.0.43 Central clearing system

It is a system for issuing and managing subway tickets, settling tickets and payments for different lines, and having the function of settling with other urban public transportation cards.

2.0.44 Automatic fire alarm system (FAS)

It is an automatic fire alarm facility installed in buildings or other places for early detection and notification of fire so as to take timely measures to control and extinguish fire.

2.0.45 Integrated supervisory and control system (ISCS)

Based on a large-scale monitoring software platform, the data of each subsystem is collected through the interface of special interface equipment and several subsystems, so as to realize the integrated system of monitoring multiple disciplines, dispatching, coordinating and linking multiple systems on the same monitoring workstation.

2.0.46 Operation Control Center (OCC)

Dispatchers use communication, signal, comprehensive monitoring (power monitoring, environment and equipment monitoring, automatic fire alarm), automatic fare collection and other central-level systems to operate terminal equipment to monitor the trains, stations, and sections of the entire subway line (multi-line or full-line network) The workplace for centralized monitoring, control, coordination, command, dispatch and management of the operation of vehicles, bases and other equipment, referred to as the control center.

2.0.47 Access control system (ACS)

It is an automatic safety management and control system integrating computer, network, automatic identification, control and other technologies and modern safety management measures. Also known as personnel entrance and exit safety management control system.

2.0.48 Environment and equipment monitoring system building automatic system (BAS)

A system for centralized monitoring, control and management of the environment and air conditioning, ventilation, water supply and drainage, lighting, passenger guidance, escalators and elevators, platform doors, anti-flood doors and other construction equipment and systems in subway buildings.

2.0.49 Passenger information system (PIS)

The general term for system equipment that provides comprehensive information display on safety, operation and service for passengers in stations and trains.

2.0.50 Wheelchair lift platform lift for straight stairway

The utility model relates to a device arranged beside stairs for transporting passengers in wheelchairs up and down the stairs.

2.0.51 Platform edge door

Installed on the edge of the station platform, it separates the driving track area from the platform waiting area, and is equipped with a continuous barrier corresponding to the train door, which can open and close the sliding door with multi-pole control.

2.0.52 Emergency escape door

The emergency device on the platform door facility is a door for passengers to evacuate from the car to the platform in case of emergency when passengers cannot normally enter and exit through the sliding door.

2.0.53 Base for the vehicle

The vehicle maintenance and logistics support base of the subway system usually includes depots, comprehensive maintenance centers, general material warehouses, training centers and other parts, as well as related living facilities.

2.0.54 Depot depot

It is a basic production unit that parks vehicles, and undertakes the operation management, maintenance, and inspection of vehicles, as well as undertakes the task of repairing or repairing vehicles.

2.0.55 Parking lot, stabling yard

It is the basic production unit that parks the attached vehicles and undertakes the operation management, maintenance and inspection of the vehicles.

2.0.56 Connection channel connecting bypass

The passageway or doorway connecting two driving tunnels going up and down in the same line section is used for safe evacuation of passengers from the accident tunnel to the non-accident tunnel when the train encounters a fire or other disaster or accident in the section and the train stops running.

3.3 Operation Mode

3.3.1 The subway should adopt a double-line, right-hand traffic system on the main line. The north-south line should take the upward direction from south to north, and the downward direction from north to south; the east-west line should take the upward direction from west to east, and the downward direction from east to west; The running direction is upward, and the running direction of the inner track line should be downward.

3.3.2 Subway trains must run under the monitoring of the safety protection system

3.3.3 In addition to the unmanned driving mode, the subway train should be equipped with at least one driver to drive or monitor the train operation.

3.3.4 It is advisable to organize section operation in the section where the passenger flow section changes greatly. The crossing routes for train operation shall be comprehensively determined according to the passenger flow and distribution characteristics of each design period.

3.3.5 The running speed of the train on the plane curve should be calculated according to the radius of the curve, and its unbalanced lateral acceleration should not exceed 0.4m/s2.Under the premise of ensuring safety, local areas in special cases can be comprehensively determined according to vehicle, track, maintenance, and environmental conditions, and the running speed of trains passing through plane curves can be appropriately increased.

3.3.6 Train traction calculation should be based on line conditions and train...