GB/T 47534-2026Directives for the regional development planning of integrated passenger transport hubs (English PDF)

Foreword

GB/T 47534-2026 | Directives for regional development planning of integrated passenger transportation hub

GB/T 47534-2026 English version. Directives for regional development planning of integrated passenger transportation hub ICS

03.220.01 CCSR

01 National Standards of the People's Republic of China Guidelines for the Development Planning of Integrated Passenger Transport Hub Areas Published on 2026-04-

30 Implemented on August 1, 2026 State Administration for Market Regulation The State Administration for Standardization issued a statement.

1.Scope This document specifies the classification and grading, general requirements, demand analysis, development functions, spatial layout, and transportation of integrated passenger transport hub areas. Organize, plan, and implement. This document applies to planning and management activities such as the development of new integrated passenger transport hub areas and the renewal of existing integrated passenger transport hub areas.

4 Classification and Grading

4.1 Classification of Integrated Passenger Transport Hubs Integrated passenger transport hubs (hereinafter referred to as "hubs") are classified according to their dominant mode of transportation into railway-dominated integrated passenger transport hubs and public transport hubs. There are four types of integrated passenger transport hubs. road-dominated, waterway-dominated, and aviation-dominated. (Specific details about each type are omitted.) See JT/T 1112.

4.2 Classification of Integrated Passenger Transport Hubs Based on the annual average daily total volume of hub shipments and the annual average daily total volume of external transportation, hubs are divided into four levels, as shown in Table 1.

6 Requirements Analysis

6.1 Development planning should be guided by the inherent needs of urban development, and achieve the integration of multiple functions and resource sharing.

6.2 Development planning should be based on pre-development adaptability assessments, employing a combination of qualitative and quantitative methods to conduct assessments of the market, land use, and transportation. Requirements analysis.

6.3 Adaptability assessment should be based on the entire life cycle of regional development, taking into account the hub type and level, transportation functions and accessibility, location conditions, and development. A comprehensive evaluation is conducted, taking into account factors such as infrastructure, higher-level planning, economic feasibility, urban vitality, coordinated development, and policy environment, to assess the region's development conditions. The degree of maturity and overall suitability of passenger transport hub areas for development are assessed using indicators in Appendix A. Hubs with poor suitability assessment results should be carefully considered before development. Policy development timeline, development progress, etc.

6.4 Market demand analysis should comprehensively consider economic, social, and environmental factors, and conduct industry analysis and planning, economic feasibility assessment, and investment and financing. The analysis clarifies the industry positioning, business format demand composition, and functional demand allocation.

6.5 The land use demand analysis should be based on the land use conditions of the hub development area, taking into account factors such as financial balance and sustainable development, and should be comprehensively determined. Scale of land for development.

6.6 Traffic demand analysis should predict background traffic around the hub, traffic within the hub itself, and development-induced traffic, and calculate the complete passenger flow distribution moment. Appendix B shows the passenger flow distribution matrix of the comprehensive passenger transport hub area.

6.7 The demand analysis for the development planning of newly built hub areas should be combined with the construction sequence of hub functional facilities and the maturity of development formats, based on the hub... The new type clearly defines the near-term and long-term development scale and reserves space for future development.

6.8 The demand analysis for the development planning of existing hub areas should be combined with the requirements of comprehensive transportation facility renovation and urban renewal, and should be optimized in a coordinated manner for both incremental and structural improvements. Active stock.

6.9 Demand analysis for the development planning of aviation and railway-led hub areas should be combined with the urban spatial structure and functions, analyzing outward travel passenger flow, Demands from urban passenger flow, urban development functions, and traffic flow induced by regional development, taking into account the needs of surrounding industries and peak periods such as the Spring Festival travel rush. Assess passenger flow demand, evaluate the region's transportation capacity, and reserve appropriate development flexibility.

6.10 The demand analysis for the development planning of highway and waterway-dominated hub areas should take into account the changing trends of the road passenger transport market and the cruise market, and also consider... Considering the characteristics of peak passenger flow during statutory holidays such as Spring Festival and National Day, as well as winter and summer vacations and peak tourist seasons, we should rationally determine the scale of demand.

7 Development Functionality

7.1 The development functions of the hub area should take into account the nature and industrial structure of the city where the hub is located, the type and positioning of the hub, etc., and should be based on the development zone. Each layer selects the functional type and development format, determines the development scale and intensity, and clarifies the investment and financing model.

7.2 Development planning should select appropriate functional types based on the hub type and development zone. Development functional types generally include public services. The functional types of integrated passenger transport hub areas, including service, commercial, office, leisure and entertainment, residential and community support facilities, are listed in Appendix C. C.1.

7.3 Development planning should consider the strength of the connection between industry and hub, select specific functional business formats, and comprehensively develop functional business formats for passenger transport hub areas (see [reference needed]). C.2.

7.4 The development scale of each concentric circle should be based on the hub type, passenger flow demand of the dominant transportation mode, regional transportation capacity, and economic and social development trends. The development scale should be reasonably determined. A special study should be conducted to calculate the development scale, taking into account factors such as the hub's location advantages, current industrial status and planning, and market conditions. Use established business scale measurement methods and conduct financial evaluations.

7.5 The development plan should clearly define the development scale of specific business types, and simultaneously specify the development scale in each circle of the hub based on the service attributes of the business types and their relationship with transportation functions. Location within the floor. The determination of the scale of businesses in the core area should take into account the impact of walkability and convenience.

7.6 The development intensity of each concentric circle should comprehensively consider factors such as regional development conditions, public transportation accessibility, development formats, and investment recovery, combined with transportation... The carrying capacity is determined through methods such as carrying capacity analysis and investment and financing calculations, supplemented by special studies when necessary.

7.7 Railway-led hubs should concentrate development intensity in the core area, while aviation-led hubs should rationally determine the development of each zone based on the characteristics of civil aviation transportation. Development intensity should be strictly controlled, adhering to regional environmental and safety restrictions. Highway-dominated and waterway-dominated hubs should be developed according to hub renewal and renovation plans. Based on actual development needs, the development intensity of each zone should be reasonably determined.

7.8 Development plans should take into account functional formats, development scale, and development intensity, and conduct thorough investment cost-benefit calculations to determine appropriate investment and financing methods. model.

8 Spatial Layout

8.1 The spatial layout of hub area development should be based on the national land spatial planning, urban renewal special planning, and the requirements for the layout of stations for the dominant transportation modes. Taking into account factors such as industry positioning, transportation network, and unique resources, the functional layout and spatial form are scientifically determined, and age-friendly and barrier-free facilities are provided. The facilities will form a hub economic ecosystem, effectively integrating hub functions with urban functions.

8.2 Functional layout should be set up layer by layer according to the development zone, prioritizing functional formats with high added value. High-value spaces within the development area... In this area, comprehensive development can be carried out through hierarchical property rights confirmation.

8.3 The spatial design within the hub development area should be based on the interrelationship between various functional layouts, and should be integrated in both plan and layout. It achieves three-dimensional functional integration in two vertical directions.

8.4 Spatial networks should adhere to the integrated planning of population, industry, urban areas, and transportation, and configure appropriate transportation networks to connect hubs with urban functional spaces. In the hub's core area, a multi-dimensional pedestrian network should be used to connect underground, ground, and above-ground spaces, while other concentric zones should be connected by rail and pedestrian networks. The integration of transportation corridors, functional corridors, and landscape corridors.

8.5 Spatial organization should take the convergence of people as an opportunity to set up public spaces with multiple functions, high recognizability, and integration.

8.6 The development plan should construct a three-dimensional, free-flowing, barrier-free, and shaded pedestrian network to connect the hub with surrounding commercial and public services. The facilities are equipped with clear city signage, forming an open space system that is functionally integrated, resource-sharing, and provides a coherent experience.

8.7 The spatial form should respect the existing urban fabric and be equipped with green corridors, visual corridors, and ventilation corridors that are human-scaled, have continuous interfaces, are well-proportioned, and have a clear structure. The corridor.

8.8 The spatial form of the core area should be guided by passenger flow, with the plot ratio shifting towards high-value plots, forming a compact, intensive, and staggered layout centered on the hub. The buildings should be arranged in a well-organized cluster; local characteristics should be highlighted to enhance recognizability; and public open spaces should be provided.

8.9 The spatial form of the extension zone and the affected zone should be integrated with the slow traffic network, control building density and line-to-line ratio, and maintain the continuity of the street interface.

8.10 The spatial form of the affected area should be combined with the functional business formats, coordinate the connection of passenger, freight and postal functions, and reserve freight handling facilities and transportation channels.

8.11 Development planning should take into account the scale of development and the construction sequence, and follow the principle of building first and reserving for future development, and connecting with future development, while coordinating the hub and development area. Above-ground and underground spaces are organically integrated to incorporate various facilities such as transportation, transfer, urban functions, and public services, rationally organizing circulation routes and eliminating vertical barriers. Based on the elevation difference, construct a multi-level pedestrian system that organically connects underground, ground, and above-ground areas to promote spatial integration and reserve interfaces for interconnection.

8.12 Underground spaces should be designed to fully consider coordination with urban integrated utility tunnels, reserving sufficient space and passageways to facilitate the installation of integrated utility tunnels and... maintain.

9 Traffic Organization

9.1 Development plans should comprehensively assess the impact of the development area on the surrounding transportation system, and conduct specialized assessments such as traffic impact assessments, taking public transportation as the primary consideration. Guided by traffic flow, we should rationally determine the layout of transportation facilities, traffic organization models, and traffic connection schemes, improve the traffic guidance system, and effectively manage traffic demand. manage.

9.2 Traffic organization should adhere to the basic principles of passenger and freight separation, pedestrian and vehicle separation, safety and order, convenient transfers, and three-dimensional organization to ensure the smooth flow of transit traffic. Smooth connections between various traffic flows, including inbound and outbound traffic, transfer traffic, and traffic induced by regional development, to avoid intersections and conflicts.

9.3 The layout of transportation facilities should take into account the hub's functional positioning, the development function of the hub area, topographical conditions, and the existing road network, and consider various types of transportation. Determine the scale and distribution of the road network, transportation connection facilities, parking facilities, pedestrian and non-motorized transportation facilities in the hub area based on demand.

9.4 Traffic organization in the core area should be based on passenger flow forecasts for various modes of transportation, and the layout of transfer passages, transfer halls, transfer plazas, etc., should be rationally planned. Transfer facilities. The transfer distance between passengers using different modes of transportation should not exceed 300m. If a safety buffer space needs to be reserved, the transfer distance can be appropriately extended. distance.

9.5 Traffic organization in the core area should comprehensively consider the operating hours, departure frequency, and connection distances of each mode of transportation, optimize transfer routes, and shorten travel time. The waiting time for customers.

9.6 Traffic organization in the expansion area and impact area should be based on the development function positioning and traffic demand, and the transit traffic, access traffic, and development incentives should be rationally arranged. Increase transportation facilities to ensure effective separation of transit vehicles, vehicles entering and exiting development areas, and vehicles picking up and dropping off passengers at hubs.

9.7 Through traffic organization should rely on high-grade roads such as expressways and rapid transit roads, and based on traffic flow forecasts, appropriately wide roads and underpasses should be constructed. Roads, ramps, and parking facilities ensure that transit vehicles can pass through the hub area quickly and smoothly.

9.8 Traffic organization for entry and exit should ensure proper connection between parking areas and entrances/exits to guarantee efficient and safe passage of vehicles and avoid parking delays. Vehicles are stuck at the entrance and exit.

9.9 When developing traffic-inducing systems, entrances, exits, connecting points, parking lots, and other facilities should be rationally configured to ensure the orderly distribution of pedestrian and vehicle traffic.

9.10 The development plan should conduct a special study on the layout of the guidance system based on the needs of hub development business formats and traffic flow guidance, and provide reasonable guidance. The flow of people and vehicles in hubs and development areas shall comply with the provisions of GB/T 20501.6, GB/T 15566.1 and JT/T 1247.

9.11 Development planning should analyze traffic flow and demand to formulate scientific traffic demand management measures. These measures should balance various traffic types. To meet the needs of different modes of transportation, measures such as peak-hour control, traffic guidance, and parking management are implemented to dynamically adjust signals and guide traffic flow, avoiding traffic congestion. Traffic congestion.

9.12 Development plans should regularly assess the effectiveness of traffic demand management and optimize measures in a timely manner based on actual conditions to ensure that traffic demand in the hub area is met. To achieve effective management.

10 Implementation of the Plan

10.1 The development plan should promote the digital transformation and upgrading of the hub and surrounding areas, and should ideally construct an intelligent transportation system and build a unified intelligent transportation network. The platform, through planning implementation and real-time sharing of traffic data, enables intelligent scheduling of traffic resources inside and outside hubs, and promotes smart payment and smart services. Convenient services such as travel and smart parking.

10.2 Development plans should adhere to green building design standards, promote the application of renewable energy sources such as solar, wind, and geothermal energy, and drive energy conservation and reduction. Arrangements; optimize green spaces in conjunction with surrounding ecological conditions.

10.3 The development plan should establish and improve a safety management system, and formulate emergency response plans covering risk prevention, real-time monitoring, emergency response, and recovery. Emergency plans should be developed, including diversified emergency evacuation routes and refuge areas to meet safety needs under conditions of high-density passenger flow.

10.4 The implementation of the development plan should establish a collaborative working mechanism between the main operators of various modes of transportation at the hub and the main operators of the development area, and strengthen cooperation with public security, fire departments, and other relevant departments. The coordinated efforts of departments such as prevention and medical services enable real-time monitoring of the safety status of the hub area, ensuring collaborative response from multiple stakeholders and departments.

10.5 The development plan should adhere to the principle of inclusiveness, and systematically plan the transfer and connection routes within the hub and the main passenger flow lines in the hub development area. Accessible design includes accessible access facilities and guidance systems, accessible parking spaces, mother-and-baby waiting rooms, and facilities for children with disabilities, ensuring safety and well-being. Travel conditions for special groups such as people with disabilities, the elderly, children, and pregnant women.

10.6 Development plans should adapt to the development of emerging industries such as the low-altitude economy and reserve space for low-altitude vertical take-off and landing facilities in the hub development area.