NATIONAL STANDARD

OF THE PEOPLE'S REPUBLIC OF CHINA

~$A~#fOOOOO*;f~{i

Code for Design of Rail way Line

GB 50090-2006

Chief Development Organization: Ministry of Railways of the People's Republic of China

Approval Department: Ministry of Construction of the People's Republic of China

Implementation Date: June 1, 2006

China Railway Publishing House

~ti)iklt~~#
Beijing 2010

~---~-------- - ---- ----------- --- -------------------------- -- ------------------------- - -

 In trod ucti on

This ver sion s as one of China's railway engineering construction standards in

English series, which, in compliance with relevant procedures and regulations, is translated by
Economic and Planning Research Institute of Ministry of Railways authorized by
Construction Management Department of Ministry of Railways.
The English version has been translated from the Chinese Standard Code for
Desigh of Railway Line (GB 50090-2006)published by China Railway Publishing
House,whose copyright is owned by Ministry of Railways of the People's Republic of
China. In the event of any discrepancies in the process of usage, Chinese version shall
prevail.
Many thanks should go to the staff from relevant standard development organizations and
groups like China Railway Construction Corporation(CRCC) ,China Civil Engineering
Construction Corporation(CCECC), The First Survey &. Design Group of China
Railway, Lanzhou Jiaotong University and etc., who have provided great support
through their hard work.
r For the sake of improving its quality, any kind of suggestions and comments are
welcomed and it would be greatly appreciated if they could be feedback to Construction
t Management Department of Ministry of Railways and Economic and Planning Research

II Institute of Ministry of Railways.

Address:
I Construction Management Department of Ministry of Railways
No. 10, Fuxing Road, Beijing , 100844, China
Economic and Planning Research Institute of Ministry of Railways
No. 29, Beifengwo Road, Haidian District, Beijing, 100038, China
Email:jssbzc@163.com.yangquanliang@creee. eom. en
The English version is translated by Hu Shezhong vCai Liansheng and Yan Guorui.
The English version is revised by Li Bin, Yan Haowenv Feng WeivLiu Shihui,Zhang
Yi,Hu Xiaoyong,Liu Diansheng,Bi Jianjun,Shi Xiaotao and Gu Juan.

-------------------------_ _------_ _ .. _
.. _---_ _
•.. .
 Notice on Issuance of two Standards for Engineering Construction
(English version) Including
Code for Design on Railway Line

No. 547

Two standards for engineering construction including Code for Design on Railway
Line(GB 50090-2006)and Code for Design on Railway Station and Terminal (GB 50091-
2006) are hereby promulgated according to the Measures on the Administration on Engineering
Standard Publishing Work (Document Jianbiao[2008JNo. 123). In event of any disputes on
technical problems between the English version and Chinese version, the latter shall
prevail.
The two Standard for engmeenng construction (English version) are published by
China Railway Publishing House.

Ministry of Housing and Urban-Rural Development of the People's Republic of China

April 14, 2010

3
/

[
I

Annoucement of the Ministry of Construction of

the People's Republic of China
t No. 418

I
ri Annoucement of the Ministry of Construction on Publishing the National Standard
~ of Code for Design of Railway Line
i It is hereby to approve Code for design of railway line as a national standard No. GB
!
i
50090-2006 to be implemented from June 1,2006. Wherein, articles 1. O. 15,1. O. 16,1. O. 17,
r 1. O. 21,3.1. 80) ,3.2.8(2) ,5.1. 2,5.1. 3,5.1. 4,5.1. 6,5. 2.10,2) ,5.2.5,5.2.6,5.2.7,
i

5. 2. 10 and 5. 2. 14 are set down as compulsory articles to be strictly executed. The original
Code for design of railway line No. GB 50090-99 is abolished at the same time.
This Code is arranged to be published by Research Institute of Standards and Norms
under Ministry of Construction through China Planning Press.

Ministry of Construction of the People's Republic of China

March 14,2006

--_ ..... _--

 Foreword

This Code is compiled by the First Survey &. Design Institute of China Railway
together with concerned units according to the requirements given by the File of
Ministry of Construction Circular on Printing and Distribution of "Formulation and
Modification of National Standards for Engineering Constructions In 2002-
2003"No. JB[2003]through modification made to original Code for Design of Railway Line
No. GB 50090-99.
This Code mainly includes General Provisions, Terms and Symbols .Plane and
Profile of Railway Line, Distribution of Stations and Crossings of Railway and Road, etc.
In accordance with the technical development direction of our railway and based on
the primary technology policy for railway,this Code is set down to embody such
principles as to "emancipate the mind, seek truth from facts and advance with times to
improve transport capacity, update technical facility level and totally promote technical
innovation and system innovation" .where , the compilation of this Code has absorbed the
successful experiences and special scientific research achievements obtained since the
implementation of original Code concerning railway design, construction and
operation, and the railway speed-increasing in the last five years as well, carried out the
guiding ideology as to gradually transfer from correctness of inspection and design to
rationalization of design guidance, laid stress on such concepts as people
orientation. serving transport, strengthening the fundamental and weakening the
trivial voptimizing system and eyeing on the future and extensively collected opinions
from concerned units and experts. The main complements, deletions and modifications
include the follows:
1. It has revised the criteria for division of railway classification.
2. The design running speed of passenger train is raised from 140 km/h to 160 km/h.
3. It has revised standard for design year of railway.
4. It has added the rational design year for rail way infrastructures, structures and
facilities.
5. It has revised the types of railway block and set-up principle.
6. It has added the set-up principle for the separation fences on two sides of
railway.
7. It has added the design requirements on the railway line to run double-deck
container train.
8. It has revised the criteria for minimum circular curve radius in railway of each
6
grade.
9. It has revised the design standards for the planar design of transition curve
length. the minimum length of circular curve and tangent between curves.
10. It has revised the criteria for the length of station site.
11. It has revised the criteria for connection of line vertical section and gradient of
sta tion site. etc.
12. It has revised the criteria for equipment maintenance "window" in the design of
carrying capacity of the block section.
13. It has revised the principle for establishment of grade separation of railway and
road.
14. It has deleted the chapter of "Main Track".
The bold-faced articles in this Code are compulsory ones to be strictly observed.
This Code is governed and construed as to compulsory articles by Ministry of
Construction. while the concrete contents are construed by the First Survey & Design
Institute of China Railway. In the implementation of this Codevall concerned units are
required to summarize experiences and accumulate data in combination of engineering
practice, if anything is discovered to be necessary for modification or supplementation, do not
hesitate to send your opinions and related data to the First Survey & Design Institute of
China Railwayt No. 2,Xiying Road, Yanta District .Xi ' an 7l0043)while sending copy to
Economic and Planning Research Institute of the Ministry of RailwaysCNo. 8, Yanagfangdian
Road, Beijing 100038) for reference in modification.
Chief Development Organization,Partipating Development Orgnization and Chief
Drafting Staff of this Code include:
Chief Development Organization: the First Survey & Design Institute of China
Railway.
Partcipating Development Organization: Southwest Jiaotong University.
Chief Drafting Staff: Du Yintang, Liu Shihui , Wang Qirong, H u Xiaoyong, Zhang
Yi,Pu WeibinvLiu Zuozhi,Li Guangming,Zhao Quanlu and Xu Lingtao.

7
 Contents

1 General Provisions ... .. . .. . .. . .. . .. . .. . ... .. . .. . .. . .. . .. . .. . .. . .. . ... .. . .. . .. . .. . ... 1

2 Terms and Symbols .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . 6
2.1 Terms 6
2. 2 Symbols .. · .. · 6
3 Plane and Profile of Railway Line 8
3. 1 Plane 8
3. 2 Profile 16
4 Distribution of Stations 23
5 Crossings of Railway and Road .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . .. . 25
5. 1 Grade Separation of Railway and Road 25
5. 2 Grade Crossing 27
Explanation of Wording in This Code 30

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 1 General Provisions

1. O. 1 This Code is set down to unify the technical standard for design of railway line
to meet the requirements on safety and usability,technical advancement ,economy and
rationality in the design of railway line.
1. o. 2 This Code is applicable to the design of Class I and IT standard gauge railways
within railway network where passenger train and freight train travel on the same
,
line, and the design speed for passenger train is equal to or less than 160 km/h and the
r III and N railway
• design speed for freight train is equal to or less than 120 km/h. Class

I shall implement the corresponding design codes.

r 1. O. 3
near-term
Designed
should
period
be la years
of railway
after
is divided
handover
into near-term
for operation,
and forward-term.
while the forward-term
The

r• should be 20 years after handover for operation. Estimated traffic volume should be used
in both near-term and forward-term.
The infrastructures beneath railway linevand the structures and facilities uneasy for
reconstruction or expansion should be designed according to forward-term traffic volume
and the nature of transportation, and should meet requirements for forward-term
development; the structures and facilities easy for reconstruction or expansion should be
;
~
, designed according to short-term traffic volume and the nature of transportation, and
should reserve space for forward-term development.
Operation equipment such as locomotives, vehicles increasing or decreasing with the
change in demands can be designed according to the traffic volume in the 3 rd
or 5th year
after handover for operation.
1. O. 4 Classification for newly-built and reconstructed railwayt or section rshould be
determined according to its role, nature, the design running speed of passenger train and
I the traffic volume of both passenger and freight trains within railway network based on
r
! following stipulations:
r Class I railway: it is a railway that plays backbone role in railway network, or the
its annual passenges/ freight traffic volume for near-term is more than or equal to 20 Mt;
Class IT railway rit is a railway that plays connecting or auxiliary role within
:••
railway network, or the its annual passenger/freight traffic volume for near-term is less
than 20 Mt , but more than or equal to 10 Mt;
Class III railway: it is a railway that serves a certain district or enterprise, or the its
annual passenger/freight traffic volume for near-term is less than 10 Mt , but more than
• 1 .
or equal to 5 Mt;
Class N railway: it is a railway that serves a certain district or enterprise .and or its
annual passenger/freight traffic volume for near-term is less than 5 Mt;
Note: the annual passenger/freight traffic volume means the total volume of freight
volume in loaded train direction and that converted by passenger train pairs. 1 pair/d
passenger train shall be equal to 1. 0 Mt of annual freight volume
1. O. 5 The design running speed for passenger train on design line should be
determined according to factors such as transportation demands-railway classification.terrain
conditions and the consideration of conditions for forward-term development and
so on.
When there is great difference existing along the line as to transportation demands
or in terrian and operating conditions, while having sufficient technical and economic
basis, the design running speed for passenger train may be selected section by
section. The design speed for passenger train on Class I and IT railway sections should
be selected values from Table 1. O. 5.

Table 1. O.5 Design running speed for passenger train on Class I and ]I railway sections

Rail way classifications I IT

Design running speed for passenger train 160,140,120 120,140,80

Design running speed for passenger train on the sections of existing railway
reconstructed and the second line added should be determined through technical and
economic comparison and selection based on transportation demands and considering the
features of existing line and so on.
The section lengths for different design running speeds of passenger trains should be
determined according to rail way classification, types of terrain, plane and profile
conditions, etc. The length of a section should not be too short, which may be divided by
terrian units in hilly and mountain areas.
1. O. 6 The following major technical standard for railway of each class should be
determined through comprehensive comparisons according to forward-term traffic
volume, the annual transport line capacity required by the state, passenger train pairs and
the railway classification already fixed:
N umber of main line;
Type of traction;
Type of locomotive;
Traction mass;
Ruling grade;
Minimum curve radius;
Locomotive routing;
2 •
 Effective length of receiving-depature track;
Type of block system.
1. O. 7 In the plain area and hilly area where the near-term annual passenger/freight traffic
volume for newly-built railway is more than or equal to 35 Mt respectively,and the
mountain area where it is more than or equal to 35 Mt vit should be built double lines once
for all.
If forward-term annual passenger/freight traffic volume has reached the mentioned
standard, the number of main lines should be designed accoding to double lines and should
be carried out in different phases.
If forward-term annual passenger/freight traffic t volume has not reached the
mentioned standard, but the annual line capacity required by the state and the annual
passenger/freight traffic volume converted by passenger train pairs are more than or equal
to 30Mt,it should be reserve the margin for double lines.
1. O. 8 Type of traction should be selected in a rational manner based on the planning of
railway network and traction power, railway features, natural conditions and distribution of
power resources along the line while considering the type of locomotive, where electric
traction should be selected in priori ty.
1. O. 9 Type of locomotive should be selected through technical and economic comparisons
based on transportation demands such as type of traction, traction mass, design running
speed of train and so on, according to coordinating the technical standards for line plane and
profile and combining distribution of stations.
1. O. 10 Traction mass should be determined according to transportation demands, ruling
grade and type of locomotivev etc vand should be matched with the traction mass of adjacent
line.
1. O. 11 Locomotive routing should use long routing and should be determined through
technical and economic comparisons according to, type of traction, type of locomotive, car
flow features, train crew working systems and line conditions while considering the
planning of railway network and layout of locomotive facilities.
i 1. O. 12 The carrying capacity of section should have certain reserve. The reserve capacity
i
r
for both single and double railways, after deduction of clerestory for comprehensive
maintenance, should be 20 % and 15 % respectively and should be considered the fluctuation
of passenger/freight traffic volume.
1. O. 13 The effective length of receiving-depature track for freight train should be
i
determined by transportation demands and the length of freight train and should correspond
!
~ to the effective length of receiving-depature track of adjacent line, and its values include
I
1 050 m, 850 m, 750 m and 650 m, etc. The effective length of receiving-departure track for
!
! freight train in the existing railway reconstructed and the second line added may be
i
determined through actual calculation required if the application of above sequence values
~
leads to a larger engineering.
• 3 •
r
~
1. O. 14 The type of block system for single and double railway should be of
semi-automatic block system and automatic block system respectively. When the design
running speed of passenger train is more than 120 km/h,in double railway section should
adopt speed differential automatic block system, in single railway section should adopt
automatic block or automatic station block system, and in one section should adopt the
same type of block system.
1. O. 15 In the section where the design travel speed of passenger train is 120 km/h or
more, separation fences should be set on both sides of railway.
1. O. 16 Establishment of protection area for railway line, signs for protection area of railway
line and warning signs should comply with the provisions set forth in applicable Byelaw of
Railway Transport Safety Protection.
1. O. 17 The track height used to calculate subgrade width and clearance of bridge, tunnel and
permanent structures should be determined by forward-term traffic volume and operating
conditions.
1.0.18 When diesel locomotive IS needed to transiton the railway of electric traction, its
structures and facilities should be designed according to combined permanent with
temporary principle.
1. O. 19 The design scheme for reconstruction of existing railway and adding the second
line should be determined through technical and economic comparison and selection In
consideration of the mutual interference between construction and operation and m
combination of guiding design for construction transition.
1. O. 20 The reconstruction of existing railway and adding second line should fully utilize
existing structures and facilities under the condition that it is to satisfy the carrying
capacity for design period and design running speed.
1. O. 21 The clearance of railway construction and facilities should comply with the
applicable national standard :Rolling stock gauge for standard gauge railways (GB 146.1)
and Structure gauge for standard gauge railways (GB 146.2). The line to run double-deck
container train should meet the requirements on the gauge for double-deck container trains.
1. O. 22 Railway design should be based on people-oriented design concept, according to
provisions to arrange equipment for operation safety, fire/ explosion protection and barrier
free facilities, etc ..
1. O. 23 Railway design should lay stress on the overall coordination between specialties to
consider in a uniform manner the designs of electricCoptical Iiber) cable trench Ctank) , water
supply/drainage pipelines, yard drainage and lightning grounding, etc.
1. O. 24 Railway design should pay great attention to environmental protection, conservation of
soil and water, disaster prevention and reduction-saves of energy resource and land and
protection of cultural relics, etc.
1. O. 25 Railway design should be done by virtue of scientific and technical progress, while
considering the reform in railway transportation system and adjustment in allocation of
• 4 •
production to determine the station and section distributions in a systematic, economic and
rational manner so as to improve cost effectiveness and reduce costs; give comprehensive
considerations on investment results and operating costs to maximize the benefit.
1. O. 26 Other than in compliance with this Code, the design of railway line should also be
carried out in line with the provisions set forth in applicable national standards and codes .

• 5 •
 2 Terms and Symbols

2.1 Terms

2.1.1 Design section Csection)

A section of line in the design lineCor district) where standards for the structures and
facilities in connection with running speed are to be determined by different specified design
running speeds of passenger trainvwhich is called section for short.
2.1.2 Design running speed of passenger train in sectionCsection design speed)
The design travel speed of passenger train used to determine the standards for the
structures and facilities in connection with running speed within each design section, which
is called section design speed for short.
2. 1. 3 Annual transporting capacity required by the state
The annual freight transporting capacity of prospective scale required by the state after
railway is handed over and has operated for 20 years.
2. 1. 4 Equivalent traffic volume of grade crossing
It is the product obtained by multiplying the annual average number of trains passing
through a grade crossing with the number of standard vehicles converted from the vehicles
and pedestrians passing through the grade crossing in a day and night.
2. 1. 5 Platform of grade crossing
It is the level section from outmost rail to the start point of adjacent vertical curve on
both sides of grade crossing.

2.2 Symbols

2. 2. 1 Geometric parameters
ij1--added pulling gradient;
Ln--transi tion curve length of inner line;
Lw--transition curve length of outer line;
l--length of grade section;
R--curve radius;
Rn--curve radius of inner line;
Rw--curve radius of inner line;
S--track spacing in the straight section on both ends of a curve;
Smin--minimum track spacing in straight section;
W--track spacing widening in curved section when track spacing is the minimum in
straight section;
• 6 •
 W'--track spacing widening in curved section;
a--deflection angle of plane curve;
6.ir--grade reduction value caused by curve resistance;
2. 2. 2 Force and movement
Fj--calculated pulling force of locomotive;
P--locomotive mass;
Q--Traction mass;
Wo '--basic unit resistance of locomotive;
wo"--basic unit resistance of cars;
u --design speed of section.
2. 2. 3 Others
"'--Coefficient value of pulling force.

• 7 •
 3 Plane and Profile of Railway Line

3.1 Plane

3.1.1 The circular curve radius of railway line plane should be properly selected III

considerations of engineering conditions, design speed in section and reduction of

maintenance, etc , which is suitable for local conditions.
Curve radius should take the sequence values as the follows: 12 000 m, 10 000 m,
8000 m,7 000 m,6 000 m,5 000 m,4 500 m,4 000 mv S 500 m,3 000 m,2 800 m,2 500 m,
2000 m,1800 mv l 600 m,1400 m,1200 mv l 000 m,800 m,700 m,600 m,550 m and 500 m.
The curve radius in different design sections should select in priority the sequence
values within the range specified in Table 3. 1. 1; and should adopt the round times of 10 m
within specified range under difficult conditions.

Table 3. 1. 1 Range of values to be taken in priority for curve radius of railway line plane

Section design speedCkm/h) 160 140 120 100 80

Curve radiusC m) 2 500",,5 000 2 000-4 000 1 600-3000 1 200-2 500 800-2000

3. 1. 2 The minimum curve radius of railway line plane should be determined according to
comparing and selecting the design speed in section, the engineering conditions as well as
transport characteristics and transportation demands. but should not be less than the values
specified in the table 3. 1. 2.

Table 3. 1. 2 The minimum curve radius

Design running speed of passenger

160 140 120 100 80
train in sectionCkm/h)

rmmrnurn curve project general area 2000 1 600 1 200 800 600

radiusC m) condition Difficult area 1 600 1 200 800 600 500

Note: Under the special difficult conditions, if there are sufficient technical economy bases in the sections where trains
must be decelerated or accelerated when entering or leaving stations, the curve radius matching with running
speed can be adopted.

The minimum curve radius should be determined III combination with the
characteristics of existing railway and comparing and selecting engineering conditions when
the existing railway is to be rebuilt or adding the second line is to be constructed. Under the
difficult conditions, if the small radius curve will cause a tremendous project during
rebuilding according to the above standards, the program rebuilt can be determined by
• 8 •
 comparison and selection of technical economy.
3. 1. 3 The horizontal curve in the parallel sections where track spacing keep constant in
dual railway lines should be designed into concentric circle. The curve radius of concentric
circle in dual lines and existing railway reconstructed can be zero.
3. 1. 4 Compound curve should not be designed in newly-built railway. Under difficult
conditions, the compound curve can be reserved in existing railway reconstructed to reduce
reconstructions; the second line added in parallel with the existing line can be also adopted
compound curve if there is sufficient technical and economic basis.
3. 1. 5 A cubic parabolic transition curve should be adopted between a straight line and a circular
curve. The length of the transition curve should conform to the following provisions:
1 The length of transition curve should be determined according to curve radius-design
running speed of passenger train in section and project conditions-and should be preferred the
values specified in Table 3. 1. 5-1. But the minimum length of transition curve should not be
less than the values specified in Table 3. 1. 5-2.

Table 3. 1. 5-1 The length of transition curve Cm)

Design running speed of passenger train in sectionCkm/h) 160 140 120

12 000 40 40 40

10000 50 40 40

8000 60 40 40

7000 70 50 40

6 000 70 50 40

5 000 70 60 40

4 500 70 60 40

4000 80 60 50

3 500 90 70 50

curve radi us Cm) 3000 100 80 50

2800 llO 90 60

2 500 120 90 60

2000 150 100 70

1 800 170 120 80

1 600 190 130 90

1 400 150 100

1 200 190 120

1 000 140

800 180

• 9 •

r
l
 Table 3.1. 5-2 The minimum length of transition curve(m)
Design running speed of
passenger train 160 140 120 100 80
in section(km/ h)

project condition general difficult general difficult general difficult general difficult general difficult

12000 40 40 20 20 20 20 20 20 20 20

10000 50 40 30 20 20 20 20 20 20 20

8000 60 50 40 20 30 20 20 20 20 20

7000 70 50 50 30 30 20 20 20 20 20

6000 70 50 50 30 30 20 20 20 20 20

5000 70 60 60 40 40 30 20 20 20 20

4500 70 60 60 40 40 30 30 20 20 20

4000 80 70 60 40 50 30 30 20 20 20

3 500 90 70 70 50 50 40 40 20 20 20

3000 90 80 70 50 50 40 40 20 20 20

2800 100 90 80 60 50 40 40 30 20 20
curve
2500 110 100 80 70 60 40 40 30 30 20
radiusf m)
2000 140 120 90 80 60 50 50 40 30 20

1 800 160 140 100 80 70 60 50 40 30 20

1 600 170 160 110 100 70 60 50 40 40 20

1400 130 110 80 70 60 40 40 20

1 200 150 130 90 80 60 50 40 30

1 000 120 100 70 60 40 30

800 150 130 80 70 50 40

700 100 90 50 40

600 120 100 60 50

550 130 110 60 50

500 60 60

Note: when the curve radius between the values listedin the table,an interpolated value of linearitycan be used as the
corresponding length of transition curve which can be rounded off in 10 m.

2 If a larger work will be caused in the parallel section of being rebuilt existing
railway and added second line when the length of transition curve specified in Table
3. 1. 5-2 is applied, the shorter transition curve can be selected, which length should be
determined according to the practical superelevation of curve and the superelevation runoff
rate Cor below) specified in Table 3. 1. 5-3 .and rounded off in 10 m or in lm under special
difficult conditions, but should not be less than 20 m .
• 10 •
 Table 3. 1. 5-3 The maximum superelevation runoff in the parallel section of being rebuilt
existing railway and added second line

Design running speed of passenger

160 140 120 100 80
train in section(km/h)

maximum

!
i
super elevation
runoff rate
project
condition
general area

difficult area
1/10v

l/8v
1/9v

l/7v

I Note: if the maximum superelevation runoff computed according to the table is bigger than 2%0, the rate should be

I selected as 2%0. v is the design speed in section, its unit is km/h.

I Under the difficult conditions such as line conditions and building limits in being
, rebuilt existing railway, length-different transition curves can be used at the both ends of

, the same curve.

3 When compound curve IS applied in being rebuilt existing railway, an intermediate

[ transition
bigger than
curve should be established
the value specified
if the differential
in Table 3. 1. 5-4. The
curvature
length
of two circular
of intermediate
curves is
transition
curve should meet the requirements of superelevation run-off, and should be determined by
t
computing. The exsisting compound curve can be remained under special difficult
I conditions.
I
I
Table 3. 1. 5-4 The maximum differential curvature of two circular curves where an intermediate transition
curve cannot be established between compound curves

Design running speed of passenger train in section(km/h) 140 120 100 80

The maximum differential curvature of two circular curves

1/6 000 1/4000 1/2 000 1/1 000
where an intermediate transition curve cannot be established

3. 1. 6 The length of circular curve and intermediate straight line should not be less than
the value specified in Table 3. 1. 6.
For the parallel section of being rebuilt existing railway and added second line, under
special difficult conditions, if there are sufficient technical economy bases for the section
where the design running speed of passenger train is smaller than 100 km/h, the length of
circular curve and intermediate straight line cannot be limited by the values specified in
Table 3. 1. 6, but should not be less than 25 m.

Table 3. 1. 6 The minimum length of circular curve or intermediate straight line

Design running speed of passenger

160 140 120 100 80
train in sectiont km/E)

The minimum length of circular curve and

130(80) 110(70) 80(50) 60(40) 50(30)
intermediate straight line

Note: The values in the parenthesis are the minimum lengths of circular curve or intermediate straight line after

r, comparison and selection of technical economy under special difficult conditions.

• 11 •
3. 1. 7 The second line should be located to one side of existing line, if it is necessary to be
changed to the other side, it should be done on the curve or nearby station.
3.1.8 The track spacing in section line and its widening should conform to the following
prOVISIOns:
1 The track spacing in straight line should not be less than the values specified in the
table 3. 1. 8-1.

Table 3. 1. 8-1 The minimum track spacing in straight line section (m)

Design running speed of The minimum track spacing in

Between the lines
passenger train in sectionCkm/h) straight line section

160 4.2
Between the first and second lines
~140 4.0

Between the second and third lines 5.3

Note: When two single-track railways are to be concurrently introduced into station in straight line section, the minimum
track spacing should be calculated and determined based on needs according to the signals installing and out-of-gauge
freight train passing situations.

2 The widening value of track spacing m curve section should be determined

according to the following provisions:
1) When the track spacing in straight line section at the both ends of the curve is taken as per
the values specified in Table 3. 1. 8-1, the widening value of track spacing in curve section
should be taken according to the values in Table 3.1.8-2.
2) When the track spacing in straight line section at the both ends of the curve is
bigger than the value specified in Table 3. 1. 8-1, the widening value of track
spacing in curve section should be calculated and determined according to the
following formula:
W' = CSminX 103 +W) -SX 103 (3.1. 8-1)
Where, W'--the widening value of track spacing in curve sectionvwhich cannot be
widened when it is smaller than or equal to zero.
Smin--the minimum track spacing in straight line section Cm) , which IS taken as
per the value specified in Table 3. 1. 8-l.
W--the widening value(mm)of track spacing in curve section in the case of the
minimum track spacing in straight line section, which is taken as per the
value specified in Table 3. 1. 8-2.
S--the track spacing Cm) in straight line section at the ends of curve.
3) Considered the lines with traffic demand of double-decked container team, the
curve widening should be calculated and determined according to clearance of
double-decked containerized traffic.
3 The widening value of track spacing in two-line-parallel section should be achieved
by lengthening the length of transition curve of inner line. The length of transition curve of
• 12 •
inner line should be calculated and determined according to the following formula:

Table 3.1. 8-2 The widening value(mm)of track spacing in curve section in the case
of the minimum track spacing in straight line section

Between the lines Between the first and second lines

The condition of
curve When the curve superelevation in
Other Between the second and third lines
superelevation outer line is bigger than the one in
conditions
setting in inner inner line
and outer line

Design running
speed of
160 140 120 100 80 <:;;160 160 140 120 100 80
passenger train in
section (km/h)

12 000 50 35 30 20 15 10 60 50 40 30 20

10000 60 35 30 20 15 10 70 50 40 30 20

8000 75 50 35 25 15 10 95 60 50 30 20

7 000 80 65 50 30 20 10 105 85 65 45 35

6 000 80 65 50 35 25 15 ll5 85 65 45 35

5 000 95 80 55 40 35 15 120 105 75 55 45

4 500 100 85 70 45 40 20 125 llO 90 60 50

4000 100 85 85 55 40 20 130 llO 100 70 50

3 500 105 100 90 65 50 25 145 135 ll5 85 65

3 000 105 100 90 80 65 30 150 140 120 100 80

curve 2800 ll5 llO 95 85 65 35 165 150 130 115 85

radius 2 500 125 llO 100 100 70 35 175 155 135 125 95
Cm) 2000 175 125 ll5 105 95 40 245 170 150 140 llO

1 800 185 135 125 llO 100 45 260 185 165 145 125

1 600 195 150 135 125 ll5 55 275 205 185 165 145

1 400 190 150 135 125 60 260 200 180 160

1 200 210 165 155 135 70 290 220 200 170

1 000 220 175 155 85 295 225 195

800 265 210 190 105 355 265 235

700 260 210 120 340 260

600 295 235 140 380 290

550 315 255 155 405 315

500 280 170 340

Note: 1 When the curve radius between the values listed in the table r an interpolated value of linearity can be used as
the widening value of track spacing in curve section, which can be rounded off to 5 mm.
2 The widening value of track spacing of two single-track railways should be calculated and determined
according to needs of the signals installing and out-of-gauge freight train passing situations.

• 13 •
 t.,= J 24Rn (2;~w +W' X 10-3) (3. 1. 8-2)

Where,Ln--the length of transition curve of inner line-which is rounded off in 10 m;

Lw-- the length of transition curve of out line, which is taken as per the
specifications in section 3. 1. 5 in the code.
Rn--the curve radius of inner lineCm) ;
Rw--the curve radius of out line Cm).
3. 1. 9 The method to alter the track spacing in section lines and its related plane standard
should conform to the following provisions:
1 It is suitable to use the adjacent curves to change the track spacing at the both ends
of station and bridge as well as tunnel sections. If the condition is not to be followed, a
reverse curve can be applied on the second line.
2 In the case of a reverse curve used in two adjacent lines to alter track spacing, if
there is limit of minimum length of circular curve specified in Table 3. 1. 6 in this code, a
transition curve cannot be set, but the radius of circular curve should not less than the
values specified in Table 3. 1. 9.

Table 3. 1. 9 The minimum radius of circular curve when a transition curve cannot be set in the case of
reverse curve to be applied to alter track spacing

Design running speed of passenger train in section Ckm.'h) 160 140 120 100 80

The minimum radius of circular curve when a transition curve cannot be sett m) 12000 10000 5000 4000 3 000

3 In the case of a reverse curve used in two adjacent lines to alter track spacing, if it
is difficult to use the standards of minimum length of circular curve specified in the table
3. 1. 6 in this code for the limits of deflection angle of curve, for the section where the
design running speed of passenger train is less than 100 km/h, a shorter length of circular
curve can be taken, but should not be less than 20 m.
3. 1. 10 Extra-long bridges and major bridges are suitably to set III straight lines. when
they must be locateded in curves under difficult conditions, a larger radius of curve should
be adopted. Open bridge should not be located in a reverse curve or a transition curve.
When open bridge whose span is more than 40 m or whose length is more than 100 m is
located in a curve which radius is less than 1 000 m, the technical economy basis should be
sufficient.
3. 1. 11 Tunnels are suitably to set on straight lines. If they have to be set on curve
because of limitations of terrain and geological conditions, the curve should be set nearby
tunnel portal with larger curve radius. Tunnels can not be set on reverse curve.
3. 1. 12 The length of station site should be determined according to the effective length of
receiving-depature track,the number of main lines ,and types of station and layout forms of
station etc v and generally its values should not be less the ones specified in Table 3. 1. 12. In
the case of difficult conditions, the length of station site may be determined according to
• 14 •
actual needs.

Table 3. 1. 12 The length of station site( m)

Forward-term effective length of receiving-departure track

layout form 1 050 850 750 650

Type of station
of station Single Double Single Double Single Double Single
track track track track track track track

Passing station,
Row type 1450 1 700 1 250 1 500 1 150 1 400 1 050
overtaking station

Intermediate station Row type 1 600 2000 1 400 1 800 1 300 1 700 1 200

Row type 2000 2500 1 800 2 300 1 700 2 200 1 600

District station
Tandem type 3 500 4000 3 100 3 600 2 900 3400 2600

Note: 1 The length of station site does not include the length of vertical curves at the both ends of station.
2 The length of station site should be calculated and de'termined according to the needs when other railway
connects tracks.
3 The length of station site should be calculated and determined according to the number of and length of
locomotives in the case of multi-locomotive traction,
4 The length of station site of passing station, overtaking station, intermediate station and district station
should be determined by laying No. 12 switches in main linevexcept that the length should be determined by
laying a group of No. 18 switches respectively at the both ends of overtaking station and double-track
intermediate station, and the length should be separately calculated and determined when other types of
switches will be used.
5 The length of station site of complex intermediate station and district station may be calculated according to
actual needs.

3.1.13 The horizontal design standards of station main line should conform to the
following provisions:
1 A district station should be located ITI the straight line. In the case of special
difficult conditions, if there is sufficient basis of technical economy, such station may be
located in the curve, which curve radius should not be less than the values specified in the
table 3. 1. 13.
An intermediate station, overtaking station and passing station are suitably set in
straight line. In the case of special difficult conditions that such stations have to be located
ITI curvev the curve radius should not be less than the values specified in Table 3. 1. 13.

Table 3. 1. 13 The minimum radius of circular curve in station plane( m)

Design running speed of passenger train in sectionf km/h) 160 140 120 100 80

minimum district station 1 600 1 200 800

curve intermediate station, passing project general 2000 1 600 1 200 800
600
radius Cm) station ,overtaking station condition 600
difficult 1 600 1 200 800

2 In the case of special difficult conditions during a station rebuilt, if there is

• 15 •
sufficient basis of technical economy, the radius of curve which IS less than the value
specified in Table 3. 1. 13 may be remained.
3 No row type station should be located In a reverse curve. When a tandem type
district station is located in a curve, reverse curves should be set within the effective length
of receiving-departure track in each running direction.
4 A smaller deflection angle should be preferred on a curve of station.
S The main line within the throat area of a station should be located in the straight
line. The length of straight line from the outermost switches and other individual
switches Cstraight direction rat the both ends of throat area of a station to the end of
superelevation run-off of curve should not be less than 40m when design speed in section is
more than 120km/h and 25m in the case of any difficult condition. For the other lines under
the above speed, the length should not be less than 20m.

3.2 Profile

3.2.1 The ruling grade in design line Cor districr rshould be determined by railway
class, terrian conditions, type of traction and transport demands, and should correspond to
the traction mass of the adjacent railway, but should not be larger than the values specified
in Table 3. 2. 1.

Table 3. 2. 1 Maximum of ruling grade(%Q)

Railway classification I IT
Type of terrain plain hilly Mount. area plain hilly Mount. area

electric 6. 0 12.0 15.0 6.0 15.0 20.0

Type of traction
diesel 6.0 9.0 12.0 6.0 9.0 15.0

3.2.2 All classes railway can adopt pusher grade according to terrain, engineering and
transportation demands through comparison and selection. The application of pusher grade
should conform to the following provisions:
1 The pusher grade should be applied In a concentrated manner. Pusher section
should be connected to district station or the station with locomotive facilities.
2 According to traction mass, type of locomotive, number of locomotives and way of
pusher, the pusher grade should be determined by following formula:
n n

:SAy/hFjk - (:SPkW'Ok+QW"O)
k~l k~l
n
(3. 2. 2)
(:SPk +Q)' g
k~l

Where,ijl--pusher grade(%o) ,taken in unit of O. 5%0;

n--number of locomotives;
Ay--coefficient used by tractive force of locomotive, taking Ay =0. 9;
Ak--coefficient value taken by tractive force of No. k locomotive, value should be
• 16
 taken by pushing method and operating method according to the prOVISIOns
set forth m the applicable national standard Traction Calculation
Rules CTB/T 1407) ;
Fjk--tractive forceCN)of No. k locomotive at computed speed;
Pk--mass of No. k locomotiveC t);
Q--traction massr t ) ;
w~k--unit basic resistance of No. k locomotive at computed speed CNztj ,

uf~--unit basic resistance of cars at computed speedCN/t);

g--gravitational acceleration, taking 9. 81 m/ S2.
3 Value of pusher grade for electric and diesel traction on all railway classification
should be no larger than 30. 0%0 and 25. 0%0 respectively.
4 When adopted puser of locomotives with the same type of them, the value for
pusher grade corresponding to each limiting grade can be taken from Table 3. 2. 2.

Table 3. 2. 2 Pusher grade for traction by electric and diesel locomotives ( %0)

double-heading grade three- heading grade

Ruling grade
Electric Diesel Electric Diesel

4. 0 9. 0 8.5 14.0 13.0

5.0 11. 0 10. 5 16. 5 15. 5

6.0 13.0 12. 5 19. 0 18.5

7. 0 14.5 14.5 21. 5 21. 0

8.0 16. 5 16.0 24.0 23.5

9. 0 18.5 18.0 26.5

10.0 20.0 20.0 29.0

11. 0 22.0 21. 5

12.0 24.0 23.5

25.0
13.0 25.5
30.0
14.0 27.5
25.0
15.0 29. 0

16.0 30.0

Note: The pusher grade of diesel locomotive is calculated by the tractive force of locomotive without correction of
altitude and temperature. if conditions are different, it should be determined through calculation by
formulaC3. 2. 2).

3.2.3 It may select different ruling grades in different directions if freight flows in loaded
and are obviously unbalanced, which is estimated to be no great changes in the future and
would bring about remarkable economic benefit by way of different ruling grades in
different directions, but Class I railway can only apply it under especially difficult
conditions and with sufficient technical and economic basis.
The maximum grade value in unloaded directions should be no larger than three-heading
• 17 •
grade, and should be checked on safety of down grade braking in loaded directions.
3.2.4 In the reconstruction of existing railway, if partial section exceeds the ruling grade
and reduction of grade will lead to difficult engineering while operating practice and traction
calculations have proven that trains may utilize the kinetic energy to pass through this
grade at a speed no lower than computed speed of locornotivev thenv this grade can be
reserved, but v if the existing railway is double line v it should not obstruct the application of
automatic block system.
When a second line IS added, in the section where existing railway exceeds ruling
grade, it can be used as down-slope line for single direction train, but it should not obstruct
the application of automatic block system.
3.2.5 The maximum grade should be degraded(or compensated) according to the
following provision.
1 The grade caused by curve resistance should be reduced within plane curve Ci, e. the
circular curve before a transition curve is added,similarly hereinafter) ,the value of
reduction of gradient should be calculated and determined according to the following
formulas.
1)when the length of curve is bigger than or is equal to the length of freight train,

I\i = 600 (3.2.5-1)

'-' r R

2) when the length of curve is smaller than the length of freight train,
1\' _10. 52..:a (3.2.5-2)
tsi; - l

Where,t,.ir--the value of reduction of gradient caused by curve resistance(%o);

R--the curve radius Cmi ,
L--the length of grade section Cm) ,the length of freight train car will be taken
when it is bigger than the length of freight train;
2..:a--the total sum of deflection angles of plane curve within the length of grade
section or the length of freight train C"),
2 The grade of tunnel whose length is more than 400 m should not be bigger than the
value obtained by multiplying maximum grade by the coefficients specified in Table
3. 2. 5. The grade of tunnel located in curve section should be reduced first and then the
curve grade to be done.

Table 3. 2. 5 Reduction coefficients of maximum grade in tunnels with the

electric traction and diesel traction railway

Tunnel length L(m) Electric traction Diesel traction

400<L~1 000 0.95 O. 90

1 000<L~4 000 O. 90 0.80

L>4000 0.85 o. 75

• 18 •
 When a diesel locomotive is towing a train through a tunnel with the length less than
or equal to 1 000 m v its minimum running speed should not be less than the minimum
computed speed of locomotiveCVjmin) .and should not be less than Vjmin + 5 km/h when the
tunnel length is more than 1 000 m. If the above requirement cannot be meetv easy gradient
for acceleration should be designed outside the tunnel.
3 In the case of a huge work caused by decreasing or reducing as per the above
provision during being rebuilt existing railway, the existing standard may be remained.
3. 2. 6 The connection of adjacent grade sections should be designed as smaller algebraic
difference between adjacent gradients. The algebraic difference between adjacent gradients
of adjacent grade sections should not be bigger than the values specified in Table 3. 2. 6.

Table 3. 2. 6 The maximum algebraic difference between adjacent gradients of adjacent grade sections

forward-term effective length of track Cm) 1 050 850 750 650

maximum algebraic difference general 8 10 12 15

between adjacent gradientsC%,) difficult 10 12 15 18

When existing line rebuilt, if there is sufficient basis of technical economy, the
algebraic difference between adjacent gradients of adjacent grade sections can be remained
the existing values.
3. 2. 7 A longer grade section should be designed in the profile, and whose length should
conform to the following provisions:
1 For the section which design running speed of passenger train III section 1S

160 km/h, the length of grade section should not be less than 400 m, and the minimum
grade sections should not used continuously more than two.
2 For the section which design running speed of passenger train in section 1S lower
than 160 km/h:
1) The length of grade section should not be less than the values specified in Table
3.2.7.

Table 3. 2. 7 The minimum length of grade sectionr m)

forward-term effective length of trackCm) 1050 850 750 650

minimum length of grade section 400 350 300 250

2) The length of level grade for transitional algebraic difference between adjacent
gradients at the top of convex profile should not be less than 200 m.
3) Under difficult conditions,in the grade sections formed by grade decreasing or
reducing and long cutting sections established the double spur grade section for
drainage, the length of grade section can be reduced to 200 m.
3 The length of grade section may be reduced to 200 m in the case of difficult
condition in existing railway rebuilt and the second line added.
• 19 •
3. 2. 8 The establishment of vertical curve should conform to the following provisions:
1 The adjacent grade sections whose algebraic difference between adjacent gradients
conforms to the following conditions should be connected by vertical curve like circular
curve shape.
1) For the section where design speed is 160 km/h,the radius of vertical curve should
be taken as 15 000 m when algebraic difference between adjacent gradients of adjacent
grade sections is larger than 1%0.
2) For the section where design speed is lower than 160 km/h,the radius of vertical
curve should be taken as 10 000 m when algebraic difference between adjacent gradients of
adjacent grade sections is larger than 3%0.
2 No vertical curve should be established in the following sections, and point of gradient
change should not be set when the design speed in the section is higher than 120 km/h:
1) Transition curve section;
2) On the open bridge;
3) Within switches of main line.
3 For the section where design runnmg speed of passenger train is 160 km/h, the
vertical curve should not overlap the plane circular curve, except that the vertical curve can
overlap the plane circular curve with the radius not less than 2 500 m in the case of difficult
conditions. For the special difficult condition, the vertical curve can overlap the plane
circular curve with the radius not less than 1 600 m after comparison and selection of
technical economy.
4 In being rebuilt existing railway and being constructed additional second line, if the
existing railway is a parabolic vertical curve and the converted radius of vertical curve is not
less than the above provisions, then the connection standard for the grade section of
existing railway can be remained. For the special difficult condition, the position of vertical
curve may not be limited by the position of transition curve.
S In being rebuilt existing railway and being constructed additional second line, the
section where design running speed of passenger train is lower than or is equal
to100km/h, where difficult work will be caused if transforming the overlap of vertical curve
and rail switch, and where the radius of vertical curve is not less than 10 000 m, can be
remained.
3.2.9 If the additional second line shares a common sub grade with the existing railway
and the track spacing is not more than 5 m,the elevations of two tracks should be equal(for
the curve section, the elevation of inner tracks are equal). In the case of difficult
conditions, it is allowable that there is difference of height not more than 30 cm between
two rail-levels in a certain individual section, and the difference of rail level height should
not be more than 15cm in the section subject to be buried by snow.
There should be no difference of between two adjacent tracks at railway crossing, except
difference of rail level height is not more than 10 cm in the case of difficult conditions. The track
• 20 •
spacing of equal shoulder elevation railway crossmg IS more than 5.0 m, and their grade
formed by difference of rail level height between two adjacent tracks should not be larger
than 2%.
3. 2. 10 In reconstruction of existing rail way, using ballast to raise the level of track, the
height raised should be no more than 50 cm. When it is necessary to cut ballast bed to lower
the level of track, the thickness of ballast bed in some places can be 5 cm less than
specifications, but should be no less than 25 cm.
Rail surface elevation should be lowered by way of cutting subgrade unless it is limited
by clearance of buildings or structure of construction or in the section to eliminate sub grade
diseases.
3.2. 11 Culverts and ballast deck bridges may be located on any grade of profile. Any open
deck bridge should be located on level line, and there should be sufficient basis of technical
economy if any open deck bridge whose span is more than 40 m or whose length is more
than 100 m is set on the grade whose gradient is larger than 4%0.
3.2. 12 The grade in tunnels can be set as constant or dual one, in the long tunnels with
ground water developed, it should adopt dual grade. The grade value should be no less than
3%0, in the tunnels with ground water developed in the area where the average air
temperature in coldest months is lower than - 5 °C ,the grade can be increased accordingly.
3. 2. 13 The grade of station site should conform to the following provisions:
1 Any station site should be located in level line. For the difficult condition, it can be
set in grade whose gradient is larger than 1. 0%0. For the special difficult condition, if there
is sufficient basis of technical economy, a passing station or an overtaking station may be
located in grade whose gradient is larger than 6%0, but such stations should not be
established continuously.
For being rebuilt station under the special difficult condition, if there is sufficient basis
of technical economy, the existing grade may be remained, but security measures against
sliding should be adopted.
2 The grade of main line in the throat area should be identical with one of station
site. In the case of special difficult condition, the throat area may be established on grade
whose ruling grade decreases 2%0. But the grades of main line in district station, passenger
station as well as in the throat areas of intermediate station, passing station, overtaking
station should not be larger than 2.5%0 and 10%0 respectively.
An individual rail switch and crossover outside throat area can be established on the
grade whose gradient is not more than ruling grade.
In the case of special difficult condition, if there IS sufficient basis of technical
economy, the throat area of station rebuilt can be established on the grade whose gradient is
not more than the ruling grade or puser grade of double locomotives, but the grades of
district station and the throat areas in intermediate station, passing station, overtaking
station should not be larger than 4%0 and 15%0 respectively.
• 21 •
 3 Any grade of station site should ensure the starting of a train.
3.2. 14 Halt should be established on the grade which can ensure starting of a passenger
train and is not larger than 8%0. In the case of special difficult condition,if there is sufficient
basis of technical economy, it can be established on the grade whose gradient is more than
8%0.
3.2. 15 For the diesel traction railway whose ruling grade is not less than or equal to
6%0. if the gradient of track in the front of home signals of marshalling station, district
station and junction station cannot ensure the smooth starting of a freight train,a flat
gradient for starting should be established. and should be set in other stations as
well, except the ones with difficult topography.

• 22 •
 4 Distribution of Stations

4. O. 1 Distribution of stations should obey following fundamental principles :

1 It must satisfy the demarids on annual line capacity and passenger coach pairs as
required by the state.

,--. 2 The intermediate stations handling passenger and freight operation should be
distributed in a rational manner according to daily average passenger and freight volumes in
combination with the development of other means of transport in local place, which should
match with urban or district planning. The intermediate stations with technical operations
should meet the requirements for the technical operations. Passing stations and overtaking
stations should be distributed by the standard for freight train running time as required by
carrying capacity.
3 It should take into account of terrain, geology, hydrology and railway operating
conditions.
4 It should consider the proportionality of carrying capacity in the section.
4. O. 2 In the design for carrying capacity of the block section, the daily average
comprehensive maintenance "window" time for single and double track railways of electric
traction should take 90 min and 120 min respectively, while the daily average
comprehensive maintenance "window" time for single and double track railways of diesel
traction should take 60 min and 70 min respectively. The comprehensive maintenance
"window" time on train working diagram should be no less than 180 min.
4. O. 3 The distance between stations of newly-built railways should be no less than 8 km
for single track railway and no less than 15 km for double track railway. The distance
between stations within a terminal should be no less than 5 km.
4. O. 4 The round-trip running time in the section neighboring to a technical operation
station of single track railway should be less than the maximum round-trip running time in
the section with station of this line distributed, and its value to be reduced should conform
to following stipulations:
1 It should be reduced 4min for the sections neighboring to district station.
2 If carrying capacity in the section is affected by technical operations III other
technical operation stations, and it is not easy to eliminate the effect caused thereby, it may
reduce the running time for neigh boring sections according to demands.
4. O. 5 In individual sections of newly-built single track railway, when establishment of
station would lead to giant work, it can prolong the distance of the sections and set double
track railways instead of station through technical and economic comparisons.
4. O. 6 The distribution of stations for newly-built double track railways should be
• 23

---_._--- ._---
determined by type of traction, pairs of passenger trains and design running speed of section
passenger trains, etc. The single running time of freight trains between stations should be
no more than the values set forth in Table 4. O. 6. Under difficult conditions, the running
time of freight trains in individual sections can be 1~2 min more than the values set forth
in Table 4. O. 6.

Table 4. O. 6 single running time of freight trains between stations of newly-built double track railways

Design running speed of section passenger train(km/h) 160 140 ";;120

Pairs of passenger trains(pair/day) - ";;30 >30 ";;20 21-40 >40

Monodirectional running time of Electric 20 25 20 30 25 20

freight trains between stationer min) Diesel 25 40 35 45 40 -

4. O. 7 For newly-built railway of forward-term double track and near-term single

track, stations should be distributed by the criteria for double track railway, when the
near-term single track railway can not meet the demands for carrying capacity, it should be
dealt with by way of adding passing stations, etc. If there is confirmed economic basis, it
may distribute stations to meet the requirement for traffic volume of near-term single track
railway. The transition engineering design should be conducted in combination of long term
and short term to minimize disused works.
4. O. 8 The newly-built railway stations set in each designed period should be determined
respectively by the demands for carrying capacity required by passenger and freight traffic
volume and demands of local transportation in the each designed period.
4. O. 9 In the reconstructions of existing railway line or construction of adding a second
linevit should close the stations with less operation when carrying capacity can be
contented.

• 24 •
 5 Crossings of Railway and Road

5. 1 Grade Separation of Railway and Road

5. 1. 1 The crossings of railway and highway Croad) should firstly consider establishment
of grade separation to minimize grade crossings. The patterns for grade separation should
be determined according to section design speed, the nature, class, traffic volume, terrian
conditions and safety requirements of concerned railway and road, as well as economic
benefi t and social benefit, etc.
5. 1. 2 The crossing between railway and expressway, first class highway and the high-speed
road among urban roads must establish grade separations. The crossing between railway and
other roads, in one of the following cases, should set up grade separation.
1 Crossing between Class I railway and other roads.
2 Crossing between railway and second class highway.
3 The section where the design running speed of railway section passenger trains is more
than or equal to 120 km/h.
4 When the equivalent traffic volume at the grade crossing is more than or equal to the
value set forth in Table 5. 1. 2-1 in the fifth year after it is handed over for operation.

Table 5. 1. 2-1 Equivalent traffic volume at the crossing to set grade separation
(Ten thousand vehicle times/annual average day and night)

Design running speed of section passenger trains ( km/h)

Lookout conditions
100 80

Good 12.0 16.0

Not good 6.0 8.0

Note: Good lookout condition means that the sight distance for lookout at a crossing conforms to the stipulations set forth
in Table 5. 2. 1 ,otherwise it is not good.

The referring factor used to convert the vehicles and pedestrians on the road into the
number of standard vehicles should take values from Table 5. 1. 2-2.

Table 5. 1. 2-2 Referring factor used to convert the vehicles and

pedestrians on road into standard vehicles

referring factor
Types
Urban road Other roads

Common motor vehicles (including trucks ,motor coaches, tractors) 1. 50 1. 00

passenger vehicle ,jeep 1. 00 0.50

Trucks with trailers 1. 50

• 25 •
 TableS. 1. 2-2 (continued)
referring factor
Types
Urban road Other roads
I
Hinged bus, animal-drawn vehicle 2.00

Motorcycle, rickshaw 0.50

Bicycle 0.10

Pedestrian 0.05

5 When there are conditions to set grade separation in combination with terrain or
bridges, culverts and structures.
6 When it is especially required.
5. 1. 3 The structural clearance for grade separation between railway and road should
conform to following provisions:
1 When road is crossing over railway, the structural clearance should conform to the
provisions of applicable national standard structural clearance for standard gauge
railways (GB 146.2) ; the railways to deal with double-deck container transportation should
meet the requirements on boundary line of double-deck container transportation.
2 When road is crossing under railway, the boundary line of highway, road out of factory
and urban road should conform to the provisions of relevant applicable standards and codes.
3 When rural road is crossing under railway, the clearance of rural road should be
determined according to the type of passage and crossing conditions through discussions among
concerned units, but it should be no less than the values set forth in Table 5. 1. 3.

Table 5. 1. 3 clearance of rural road under grade separation (ill)

Passage for vehicles and Passage for tractors and Passage for rickshaw
Type of passage
large-sized agricultural machineries animal-drawn vehicles and pedestrian-way

clear width 5.0 4.0 2.0

clear height 4.5 3.0 2.5

Note: 1. For the rural road for vehicles and large-sized agricultural machineries, its clear width can be reduced to 4. 5 m
and clear height reduced to 3. 5 m under especially difficult conditions.
2. The clear height for pedestrian-way should be no less than 2. 2 m in design under especially difficult conditions.

5. 1. 4 When road for motor vehicles is crossing under railway bridge or culvert, the
arrangement of railway bridge span should meet the requirements on stopping sight distance of
the road, where it is to erect height limit signals and protection framework for vehicles passing
through according to the relevant regulations of the state.
5. 1. 5 It should arrange integral drainage system within the range of grade separation.
5. 1. 6 On both sides over the railway bridge or road bridge in the railway-road grade
separation, it should set safety protection facility.

• 26 •
 5. 2 Grade Crossing

5. 2. 1 Arrangement of grade crossing should conform to following provisions:

1 Grade crossing should be set on a place where the lookout sight distance is no less than
the values set forth in Table 5. 2. 1.

Table 5. 2. 1 Minimum lookout sight distance for locoman and minimum lookout sight distance
in side direction for motor vehicle driver

Design running speed of section Minimum lookout sight distance Minimum lookout sight distance in side
passenger trainCkm/h) for Iocomant m) direction for motor vehicle driverC m)

100 850 340

80 850 270

Note: 1 Minimum lookout sight distance in side direction for motor vehicle driver is equivalent to the stopping sight
distance of this class of road and it can see trains on railways at both sides from a distance no less than 50 m at
grade crossing.
2 On the grade crossing where the track center distance is less than or equal to 5 m. the minimum lookout sight
distance in side direction for motor vehicle driver should still be increased for 50 m. as to the grade crossing of
multi-line railways. it should be determined through calculations.

2 There should be no grade crossing set within station, or on both sides of bridge and
culvert or within 100 m range outside of home signal.
3 There should be unfavorable to set grade crossing to be set in the curve section of
railway.
5. 2. 2 The distance between grade crossings should be noIess than 2 km.
5.2.3 The grade crossing between railway and road should be of right angle
intersection, in case of bevel, the intersection angle should be larger than 45°.
5.2.4 The horizontal alignment of the road through grade crossing should be a straight
line. Starting from outmost steel rail, the minimum straight line length of road should be no
less than 50 m, which should be no less than the values specified in Table 5. 2. 4 under
difficul t conditions.

Table S. 2. 4 Minimum straight line length of road on each side of grade crossing

Calculated running speed of roadCkm/h)

Type of roads
80 60 ~50

Highway, road out of factory. urban road Cm) 40 40 30

Rural road (m) 20

5. 2. 5 Within 50 mm range outside of railway rail head, the grade crossing pavement should
be 5 mm lower than rail surface.
5. 2. 6 The length for level stretch of grade crossing should be no less than the values
specified in Table 5.2.6.

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.. _----_ .... _-----

 Table 5. 2. 6 Minimum length for level stretch of grade crossing (m)

Urban road Highway and road

Type of roads Rural road
For hanged vehicles For common vehicles out of factory

Length of level stretch 20 16 16 10

5.2.7 The longitudinal gradient of road following level stretch for grade crossing should be
no more than the values specified in Table 5. 2. 7.

Table 5. 2.7 Maximum longitudinal gradient for road following level stretch of grade crossing( %)

Urban road
Highway and road
Type of roads Rural road
out of factory
For hanged vehicles For common vehicles

Normal condition 2.5 3.0 3.0 3.0

Difficult condition 3.5 5.0 5.0 6.0

5. 2. 8 Watchman should be assigned to grade crossing in one of the following cases:

1 In the section with section design speed to be 100 km/h and 80 km/h where the
equivalent traffic volume through the crossing in the fifth year after the grade crossing IS

handed over for operation is more than 10 000 vehicle times and 20 000 vehicle-times.
2 At the grade crossing leading directly to airport or warehouse for flammable and
explosive freight.
3 At the grade crossing where it is to stop vehicle 5m from outmost steel rail and the
lookout sight distance of motor vehicle in side direction is less than the values specified LD

Table 5. 2. 1.
5.2.9 The grade crossing with watchman should have watchman room, electric
lighting, barrier, communicationsCwire and wireless) .crossing automatic notification system, crossing
automatic signal, obstruction signal and other safety pre-warning facilities. The grade
crossing without watchman should have warning sign, as well as crossing automatic signal
and crossing monitoring equipment,if it is necessary.
5.2.10 Other than reference stakes erected on the road at both sides of grade crossing as it is
stipulated, it should also set up traffic signs, pavement markings and vertical signs according
the relevant provisions on road traffic management. The grade crossing of electric railway
should have clearance limit frame over road.
5.2. 11 The length of grade crossing pavement along road should be extended out of
outmost rail for O. 5~2. 0 rru the pavement width should conform to the provisions set
forth in Table 5.2.11.

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 Table 5.2.11 Grade crossing pavement width(m)

Rural road
Highway and road
Type of roads Urban road For non-power-
out of factory For motor vehicle
driven vehicle

Grade crossing Carriageway width Roadbed

3. 5~4. 5 2.5
pavement width plus walkway width (pavement) width

5. 2. 12 Grade crossmg pavement should be of hard and durable materials easy to

repair. The calculation load and check load of pavement plate should be no lower than
design standard, and no lower than vehicle - 20 Class and trailer -100 Class.
5. 2. 13 The pavement design standard for the road within grade crossing range should be
no lower than pavement design standard in the very section of the road, and the pavement
within 20m range out of outmost rail should be no lower than medium class pavement.
5.2.14 The flange clearance width at grade crossing should be 70-100 mm,while that for
inner rail in curve should be 90 -100 mm; flange clearance depth should be no less than
45 mm, but it should not be deeper than 60 mm.
5.2. 15 There should be no common rail joint within grade crossing pavement, if it can not
be avoided, rails should be welded or frozen.
5.2. 16 There should be smooth drainage facility built at grade crossing.
5. 2. 17 In the reconstruction of existing grade crossing, it may retain the standards for the
plane, vertical section and lateral section of existing grade crossing under difficult condition
and when there is sufficient basis.

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 Explanation of Wording in This Code

1. Words used for different degrees of strictness are explained as follows in order to
mark the differences in executing the requirements in this code.
Cl) Words denoting a very strict or mandatory requirement:
"Must" is used for affirmation; "must not" for negation.
(2) Words denoting a strict requirement under normal conditions:
"Shall" is used for affirmation; "shall not" for negation.
(3) Words denoting a permission of a slight choice or an indication of the most
suitable choice when conditions permit:
"Should" is used for affirmation;" should not" for negation.
"May" is used to express the option available, sometimes with the conditional permit.
2. "Shall comply with .. ·"or "Shall meet the requirements of .. ·"is used in this code to
indicate that it is necessary to comply with the requirements stipulated in other relative
standards and codes.

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