” G B NATIONAL STANDARD OF THE PEOPLE'S REPUBLIC OF CHINA P GB 50012-2012 Code for Design of Class II and Class IV Railways M, WARE LE Issued on October 26, 2020 Issued by National Railway Administration of the People’s Republic of ChinaNATIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA Code for Design of Class J and Class WV Railways GB 50012-2012 Prepared bys The Ministry of Railways of the People’s Republic of China ‘Approved bys The Ministry of Housing and Urbar-Rural Development ofthe People's Republic of Chin Efcesive dates Decumber 1,2012 China Railway Publishing House Co., Ltd, Beting 2021Reemaaccrnme I ane it sea-cs sors zo se ADGA. — Abe «TB eam 22 108 Lot Orsi ymax oUNE A COP LEO) 0880 Chinese version first published in the People's Republic of Chine in 2013 ‘by China Planning Press 5 Floor, C Tower, Guohong Building No 11, Maxi Beli, Xicheng District Being 100038 wor. ress, com English version frst published i the People's Republic of China in 2021 by China Raway Publishing House Co Lid No.8, You'anmen West Sueets cheng District Being, 100064 wer, tdpress com Print in China by BEUJING CONGREAT PRINTING CO.,1:TC. ©2013 by Ministry of Housing and Usb Rural Development of the People’s Republic of China All sights ceservd. No pat ofthis publication may be reproduced or transmitted in any forma or by any means, electronic or mechanical, including photocopying, recordings or by any information storage and retrieval systems, without the prior written consent ofthe publishes “This book is sold subject tothe condition tha it shall nots by way of trade cr otherwise, be lent, resold, hired out or oerwise circulated without the publisher's prior consent in any form of binding or cover other than et in which iis published and without a snular condition including this condition being imposed onthe subsequent purchaser, ISBN 978-7-115-20856-1Introduction to the English Version ‘To promote the exchange and cooperation in rilwny technology between China ad the rest of the world, Chins Railway Economic and Planning Research Institute, entrusted by National Railway Administration of the People's Republic of China, organized the translation and reparation ofthis cod This code i the oficial English language version of Cade for Design of Clase lf and Class IV Raitweys (GB 500122012). The Chinese version of this cade was jointly ssued by General ‘Aadinistaton of Quality Supervision, Inspection nd Quarantine and the Minx of Housing and ‘UrbasrRural Development ofthe People’s Republic of China and came int effect on Decerber 1, 2012. In case of discrepancies between the two versions, the Chinese version shal previ: National Railway Administration of the People's Republic of China owns the copyright of this English ‘The English version was prepared by Sichuan Lan-bridge Information Technology Co Lid. China Railway Fifth Survey and Design Institute Group Cow Ly Chine Railway Tunnel Group Co,Lidy China CREC Railway Electrifation Baresu Group, et provided great support ring reviow of this English version, ‘Your comments are invited for next revision of this code and should be addressed 10 ‘Technology and Legislation Deparment of National Railway Administration and Chine Rasy ‘Exonomic and Planing Research Instat, Addreat: Technology and Legation Repartment of National Railway Administration, No.6, Fuxing Roed, Being, 100801, P.R. China, China Railway Economic and Planning. Research Institute, No.29B, Heifengwo Road, Haidinn District, Hajing, 10008, P. R. China, En jishubizoehunsuo@125 om The translation was performed by Chen Xisofang, Wang Chunping, Li Jer Xiong Chui, Fang Chao, Ren Lun, Tan Chao, Li Leys Sun Yan, “The translation was reviewed by Wang Leis Zhai Finying Gan Jiandong, Liang Jin, Yang Sibo,‘The foreign language version of nine sslway standards including Cade for Engineering Geology Investigation of Railway (TB 10012-2019) is hereby issued. In cate of discrepancies Notice of National Railway Administration on Issuing the Foreign Language Version of Nine Railway Standards Including Code for Engineering Geology Investigation of Railway Document GTKF [2020] No, 2 between the Chinese version andthe foreign language version, ee former shall preva, China Railway Publishing House a authorized to publish theforsign language version of thee standards tt hori Lange Vern Nine Stand [am Tie Tete [ago [| eae for Brig Gi nite Ry “wre208 [at tying Serer eT 5 it Shin Heme Si 0 ay Brig ey | TO 28 1 Shei fr i Ca Tein Rly Tuk | Ga Bay Tw th a ‘ois | ae | Tena Spi or Te af Fmt Fle ‘on aa8 | Bi Sein Say Cad of ang Otis Ras | ysis ie Ean 1 Gat er oi Rie amis 1 [ cont ctr pen nl re ‘eur mea | ee [atonal Railway Administration ‘Oster 28, 2020,Notice of the istry of Housing and Urban-Rural Development of the People’s Republic of China No. 1487 Notice on the Issuance of Code for Design of Class [and Class IV Railways Code for Design of Clas ll and Clas 1V Raileays is herby approved asa natioal standard, ‘numbered as GB 500122012 end became cfective from December 1, 20125in which the articles (Gems) 1.0.15y 3.4.2) 84.85 3.4.65 7.8 1s TB 2s 83.9; W216, $4.6, 8.4.9, 10.214 108.18, Dy 122,28, 11.1 1.3.3 143.95 144.2 and 15.2, 5€0)are compulsory and sms be implemented stilly. The former national standard Cade for Design of Standard Gauge Railway for Industrial Enterprises GBI 1287s withdawa, Ministry of Housing and Urban Rural Development of the People’s Repblic of China Octber 11, 2012Foreword ‘This Code was prepared on the basis of revision of the former national standard Code for Design of Standard Gauge Railway for Industrial Enterprises (GBS 1287 by China Railway ‘Siyunm Survey and Design Group Co. Ld in aesordance with the requirements inthe Notice on Prining and Distribution of the Plan on Preparation and Revision of Enginering Cimstracton ‘Standards (Batch I1)in 2008 JB [2008] Na. 105)of the Ministry of Housing and Urban Raral Development ‘The revision team absorbed the sucowssul experience in railway design, construction and ‘operation of China in recent years in the preparation ofthis Code which fully elects the features, (of Cass Il and Class IV railways This Code was Gnalined aftr review and approval. ‘This Coe consist of 15 chapters, namely General Provisions, Terms and Symbols, Railway Line, Track, Subprade, Beidge and Culver, Tunnel, Stations, Yards std Equipment for ossnger and Fright Transportation, Traction Power Supply, Eletrc Power Supply, Facilities for Locomotives and Rolling Stock, Water Supply and Drainage, Consnuniction and Information; Signaling, Buildings and Heating, Ventilating, ie Conivoning snd Sanitation Equipment, ‘The revisions mainly include, 1. To keep a unified railway classification standard for Clase [+ Hs and W eilways inthe atonal railway network, the Clas If always, local eilways and industrial sidings inthe orga railway network were reclassified nto Class Mand Clase W cslways. 2 Railways witha yearly traffic volume srller than 10 Mt but greater than or ena to 5 Mt fre classified a8 Class Ml ralwaysy those with a yearly waffle volume smal then 5. Me are casi es Class WV ralays, 3. The alway design period standard was modified, withthe short tem andthe longterm ling the 10® and the 20° year after delivery for operation respectively. 4 Speed target value isclasifid according othe ealway elasifction and ype of trsns. The design runing speed of paseenger trains includes 120 law/hy 100 kan/hy 8D kn/hy 60 km/h for (Class Inlays aa 100’ 80 kh 60 ka/hy 40 hfe Class I aly: The dose ring ed of fcght tins is equal oor lower than 80 an/h for Cs I and Css Wray, 5. The provision rate to traction by stam locomotives were deleted. 6. The provisions relate to 43 g/y 38 kg/d 38 K/min the tack design fr nan lines and station lines were delet. 1. The technical standards on subgrade filling materials and compneton were ede and the parameter standards on the integral stability coefcient of veining wall and stability coefficient of soft soil embankment were ised, 8. The provisions on loud classifction and lod combination in bridge design, vertical etcetion limit of itdertype bridge span structure, and traneverse rigidity of bridge span structure were revised the provisions on centiugal force ealeulation Intra swaying force of twain, setment limit of pier and abutment after acceptance, setting of refuge platform wereded. 49. The provisions on tunnel length classifistion, portal snd ining construction materils were ddd, and the grade of some constreton materials was sed 10. The specific requirements on track connection, receiving and delivery rode, number of station lines, design of subgrade of station line and water drainage, safety siding ad refuge sidings Imstenge trafic faites and freight trafic faites a stations and yards woe defined in the chupter of station, yard and equipment for passenger and freight eraneporaton. The provisions on remote contol system, integrated automation oF microcomputer protection at substation, safety monitoring system and remote contro incoming fibre channel to substation were added in the chapter of tation power suply 12, The electrical load level and the power supply mode were modified. and the technical requements on power cable, elay protection, cleetrieal remote contol, microcomputer protection, continer substation were add, 18 The provisions on information system, data communicstion network design, and emergrney communication system were added 1M. The provisions on obstruction signals rack ciesit desig, automatic inte-staton block, turnout switch and lock, centralized dispatching, in-station coding design, comauter moaitoring desi, and powerCoptialeable protection measures were added. Provisions in bold type are compulsory. which must be enforced stiely. ‘The Ministry of Housing snd Urbs Rural Development is responsible forthe interpretation of the compulsory article the Ministry of Railways is responsible fr routine msnagements China Railway Siyuan Survey and Design Group Cay Lis responsible fr the interpretation of the specific technical requirements All relevant organizations are kindly requested 10 sum up txperience and collect data in the implementation of this Code according to heir engineering practice For any necessary modification and aditon, please send the sggestions and relevant data to Chinn Railway Sivan Survey and Design Group Cas Lid (No. 45, Wachang Heping Avenuey ‘Waban City, Hui Provine, Postal Code, 430063), for reference in future revision. (Cie Development Organization, (Chin Railway Sivan Sorvey and Design Group Co. Lid, (Chee Draters, Lia Zhenpshou, Guo Zhivonts Song Tian'ens Si Mey Cai Yuduen, Fang Guosinas Hiuing Yoanging, Cai Qiagsbeng, Wang Hoacheng, Xu Kelis, Zhao Zions Xiong Linn, Zhang Wensay Li Xuewens Tian Sings Yan Zhiwe Liu Shoushongs Zeng using, Zhou Yuguan, Huang Zaping, Sin Liing Li Lives Zreng Qigong, Sheng Zibongs Wang Juns Ma Chao Ke ings Zhang Jian, Shen Zing, Si Xanming, Ovyng Digs, Zhang Mingun, Dong Navin» Goo Posey Haare Yee (Chef Approval Examines ‘Yin Fukanas Xve Jigsngs Xia Fashoogs Zhu Feixiongy Lin ua, Xiao Ping, Du Yinting, Shan Shnexong, Cui Qigsherg, Sus Lianiy Mert Shishongs Za in, Wang Wein, Zeng Shogss Huang Jnran, Wang Nany Zhang Qiangy Li Haiguang, Guo Zheryong, Zhou Sisiy Nie Ying» Zhang Dongsing. Su Xinmins ‘hang Ligwo, Wang Zncogying, Han Weals.1 General Provisions 2 Terms and Symbols 21 Tem ~ 2.2. Symbols 3 Railway Line $1. Plne and Profile of Railway Line 3.2 Plne and Profil of Station Line 3.3 Staion Arrangement 34 Imersctions between Railways and Roads 4 Track 4.1 General Requirements 4.2. Type of Track 4.3, Stel Rails nd Accesories 44 Slopers and Fastnings 45 Track Bod 6 Tamouty nn 4.7 Ausiliary Equipment for Track 1 General Requirements 2. Shoulder Elevation a Spe Who Sl St 4 Fling Materials 5. Subgrade Bed 6 7 5 ° Embankment Cating Salgrade Drainage Sabgrade Protection and Reinforcement 10 Retaining Structure 11 Speci Subgrede 12. Sabgeade of Renatng Railay tn New Sd Raley Line ridges and Culverts 61 General Requirements 6.2 Apertre and Clesrance 6.3 Strctures 5A Materials6.5 Diversion and Protection Works =~ 6.6 Facies for Maintenance and Sfety 7 Tannele 1. General Requirements Portal and Lining Materials “Tunnel Portal and Portal Section ‘Tunnel Lining and Open Cot Structure Track : Asliry Structures Waterproofing sod Drainage Operation Ventilation Service Gallery 7 em Stations; Yards and Facilities fr Passenger and Freight Transportation 5.1 General Requirements . 2 Facltes for Passenger Transportation 1.3. Facies for Freight Transportation 9. Traction Power Supply 8.1. General Requirements 9.2 ‘Trion FoweSupy Sten a 9.3 ‘Traction Substation 98 8.4 Overhead Contact Line System(OCS) 95 10. Electie Power Supply 98 10.1. General Requirements ver : 8 10.2, Power Transformer and Power Distribution Equipment oo 10,3 Overhead Line st ve °8 10.4 Cable Line = ot 10.5 Lighting Protection and Grounding 11 elites for Locomotives and Rolling Stock 107 11-1 General Requirements : 107 11.2. Locomotives and Rolling Stock Depot 108 11,3 Servicing Facilites for Locomotives and Rolling Stock 109 12 Water Supply at Drainage m 12.1. General Requitements m 12.2, Water Supply Mu 12.3 Drainage 5 13 Communication and Information us 18.1 General Reguirements us 12.2 Communication Lines “16 13,3 Transmission and Access System 16 18.4 Telephone Exchange “1618.5 Data Communication 18.6 Digital Dispatching Communication 13:7, Wireless Communcetion 18,8 Emergeney Communication 18.9 Information 13,10 Others 14 Signaling : 14.1 General Reguzements 14.2 Fed Trackside Signl 14.3 Station Interlocking 14.4 Section Block ~ 5 14.5 Hormp Sigal 14.6 Tralie Dispatching 14.7 Cab Signaling and Coding 14.8. Signaling Centralized Motoring 14.9 Others ~ 15, Bhuldings end Heating. Venlation, Air Contin and Sanitation Bguipent 1 15.1. Buildings vo at 16.2. Hesing, Vanaon, Ai Condoning and Statin Egupene 125 Appendix A. Limit for Total Wear or Side Wosr of Used Rail at Appendix B Height and Distribution Width of Soil Column Converted from Train and rack Load of Standard Gauge Railay ‘Avpedix€ Stee Gre and Applenion Sep of Cnc ad | Masonry fr Sabgrade Explanation of Wording in this Code1. General Provisions 1.0.1. This Codes formulated with view to iyi the echnical sadards for design of Class tnd Class IV minal passenger and fight riley and rsking the design of Cass and Class W railways comply with the requirements on sfety, aplicabiity, sechooogial advanoness, and scone rationality, 1.0.2. This Codes pplicable to the design of Clas [and Css 1 standart pgs riys to be built or renovated. 41.0.3 The chssificaon of Clas fl and Clos 1 railways sll be dtermirad bast on their fanesons natures design train running spy passenger and freight teaffie voluvess a well at the following requirements 1 Railways which serve» region or an enterprise and with thir shor-term annual passenger and fcight tfc volumes smaller than 10 MC and greater than or ogul to 5 M: shall be Claes riley, 2 Railways which serve replon or an enterprise and with thir short-term anual passenger ad ‘right walle voles anller than 5 MG sal be Cle 1 railways 3 Railways wich serve region or a enterprise andl with ther short-term nul eight effe ‘volumes greater than or equal 1 10 Me shall be designe in accordance with rleant standards and ‘sed on thee nature and fnetion, ‘Neal hl ae a be ea eg fee hen of nda ‘snd wl pe The ed al wp dae, 41.0.4 Class land Clas Vrailwaya sal be connected with Class [and Class I eibay networks 1o form a nile national mined passenger ad fcight ralway network, 1.0.5 The desu psi fa railway shall be divided into short term and long term. The short teste all be the 10% year after being put into operation, wile the Jn term shall be the 20* year after bn put into operation. The freast traffic wolme sal be wsed fr ot short tem and lng tem desig, ‘The structures and equipment which ae dificult to be renovated or expe shall he designed ns on longterm trafic ylume and type af service (passenger of fteight). The stroctures and ‘ruipment which canbe gradually enovatd or expanded shill be designed based ox short-term traffic ‘volume and typeof service (pastengeror freight) with conditions reserved for longer development. ‘The lormotves and rolling stock which are subjected to addin and rection alongwith the lange of transport demand may he designed based onthe tific volume of the Sen afer being pt 1.0.6 Railway design shall atach great importance to enviromental protectin, conservation of veater and ail, preservtion of eultugl rly and ecient use of land. The ralwny design shall ‘cordnate with master planing of urban onstruction an the planning of industrial ‘ntrpiss Geological investigation shall be intensified, andthe sections with unfavorable geologic oitons shall he avoided If such sections ean not be svcd, safe and reliable Ceatnent measures sal be taken In atin, he nations policies and guideline relited tothe saving of ens, watersd materials shall be strictly implemented, and the renewsble energy sourees, suchas solar ener, ‘wind energy and geothermal enngy shall be flly wid Based onthe specifi condtions ofthe are where the allway’ i located 1.0.7 For renovation of a existing railway line oration of «second lneexitng structures and ‘uments be fll tiled der the precondition of sailyng the traffic eapcty of desi year sd the design runing. speed 1.0.8 In terms of the carrying capacity of action, 20% reserve eapcity shall be designed for single-track action and 15% reserve capacity designed for double tack section, and the flctntion of passenger and eight trafic volumes shal be ealeulted 1.0.9" The effective length of the rstiving departure track fora fight tain all he determined Is on the transport demand and the length ofthe eight tin, and should match with the efetive length ofthe receiving departare track of coanecting Hines, 1.0.10. The site options of junction station, management of junction railway and deiveryeeciving mode of transprtation, shal be determined based onthe technical and economic comparisons after the negation with competent shorty For construction of new Cast snd Class IV ralwoys and junction always every reeving station may not be designed For renovation and expansion of Clase Hand Class IV railways the juseton station shouldbe ene, Tcave that the cllway serving an enterprise is to be connected to the railay networks the transport organization made of wholetrun loading and vnloading snd cough tansport shall be pid 1.0.11 Equipment allocation fr exlisive aways sal be determined based on the characteristics sd production process of industrial enterprise, provisions on technical operation of alway and other factors, 1.0.12 The design running speot of railway shall be comprehensively determined basal on the transport demand, slay classification, topographic conditions long term development and other Sectors The design sunning speed of passenger tun shal be divided into and seletl om the levels 0f 120 kh 100 l/h 80 n/a 60 Kh or Cass Heilways and the Tews of 100 km/h 0 an/h 0 n/a 40 anh for Clase WV always: The design running sped of treight tain shall eu to ot Hower than 8D kn/h for Clas land Class I rwaysCincluing railway line dicted for fright tall 1.0.13 The flowing main technical standards forall aibway class shall be determined based on the long term pasenger and freight tafe volumes, the class of railway, at wel a6 comprehensive comparisons Naruber of main ines. Raling gradient, Miimum sadn of curve, ‘Type of traction. “Tection mass ‘Type of losomotive Locomotive outing. fective length of reclving-departure track, Type of block 10 Dispatching and commanding made1.0.14 The track bight for elclating the width of subgrade and the clearano of brie unnels and other permancet structures sal be determined! kaa on long-term traffic ote ne operation conditions, 1.0.15 The ange of rally structures an equipment sale n compliance wih evant requirements ‘ofthe current national standard Rolling Stock Gauge for Standard Gauge Railay (GB 1461) and Strnture Gauge for Standard Gauge Railway (GB 146.2). The track for ramingo eevig- depart of double tacked cntsner tains stall be designed to met the requirements fr the gauge of double Stace container tens, 1.0.16 The land use for Class Hand Class IV ralways may be designed in asordance with the construction land index of new ealway project. 1.0.17 For Clas I ad Clas IV railays in regions with sami forifeton intensity of degree 6, 17,8 and 9, ascismic design shall be made forthe sey lin, subgrade, etsining walle, tne ad other Woks bsed on the class and ype(passener of feghtot the miway lie 1.0.18 Lange temporary works and transition works of railways shall be designed in an all-around ain combination with constriction program. 1.0.19 The target sped ofthe tamporary tack of transition works shoud be he same as that of the railway line to be renovated: For dfclt sections the target sped tty be determined after technical and economic comparison and based on the transport demand, The infrastructure and equipment of temporary tack shall be designed in acordance with relevant railway tecicl standard 1.0.20 The design of Class Hand Class IV ralwaye ball be in compliance with not only the requirements stipulated in this Codesbut leo thos nthe eaten relevant national standard,2. Terms and Symbols 21 Tome 211 Laxal ralway “The ran mainly financed and constructed by local authority and independently or jointly operated and managed by loa sucerty to undertake social transportation service, 2.4.2. Enclave rileny Railway providing exclusive transportation service for an enterprise or an orgaization 2.4.3 Indust sing ranch riba nes adinistered by enterprises or other ogaizations and connected to a mations] alas line or any other railway fines 2.2 Symbols _sic~Grade rection value ons by curve resistances Curve radios, Length of grade sections --Sopeeevation of outer rail Vee Design maim runing speed of «relay section, V,—Mean square rot spec [N,—Nomber of varios type of trans opertedy Q.—Mass of various types of tmins operates V.—Measured sped of various types of tains operated _Al-Shortene length of inner rl on curves ‘Deflection angle of curves 'S-Center-o-enter distance of two tilt on curvestaken as 1436 st ‘Natural oid ratios I Liquid iit misture conten of cs Relative density KyCompseting factors Ky Calls of subgrade rection, Plasticity index of sil3. Railway Line ‘3.1, Plane and Profile of Raibmay Line 3.1.1 The radius of circular curve on slay plane shall be designed rationally in consideration of local contions, engineering. conditions, design runsing speed of allway stcton,opertion aad ‘mnintenaneeconfions and other fers ‘The curve radius should be sled fom the following sere f wales 00,7 09046 000,5 00, 45004 000,3 5003 000,2 80,2 560,2000,1 800.1 600,1 4901 2001 cop, 800,700,600, S50, 50, 450,00, 380 and 500 m. Under very dificult conditions, the curve radius epic may bo integzal ‘multiple of 10 m between the rave value ised abowe For renovation of an exiting rsiwy line under dificult conditions the curve radius moy be designed as integral multiple of 1m, 3:1.2 The minimum radius of curve shal be determined Isl on the comparsan and selection of gineering conditions and design runing speed but shall not be smaller than the alu listed in ‘Table 3.1.2 ‘aes mie ab [1 7 = or Under special and difficult condition, the section requiring decslertion en acseration of » ‘rain epprosching or departing from a ealway station of the long step grads section shall be exiqned with a curve radius matching with the running speed if economical and technically feasible For renovation ofan existing eilway inthe minimum radian of curve ball be weet base on xistng alway standards. Under dificult conditions if renovation woud ease linge quantities of works few curves with small radius may be retained, 3.1.3 Compound curve shal ot be applied to new silway Fr renovetion of an existing alway ie under dificult contons the compound curve may be retained alter comparison, Fr construction on second talway line, the plane curve of parallel section with the same distance between centers of two tacks shouldbe designed ‘sting ella line 3.1.4 Sirsight ine and circular curve sal be connected with «transition curve,the design of which sll bein compliance withthe following requirements; 1 The length of tanto curve sll be cece from those stdin Table 3.1.41 based onthe curve radian and in consideration of the design running speed ste topographic conditions of the section If itis posiblea longer transition curve should be applied. corrected curve concentric with the‘Tle 31.64 Leng of Tmt Coe) tering ot ln = a a eter ee a ele agin dine i i i 3 slz|s|s|/s|slele|s & slele|s|slsle/elele zlelelelely|e/e/e 1 ele elelelele e)ele zlelelele s|a|s|s|s\e|e sls|sis|slele|e els|elslelele/e 2 1 e f slelelels/elele zlzfelels|e/elefele RW alr eo sno or ys la eo aig etn nan sew sal eroded 1m 2 For renovation ofan existing railway lncsf the application of te values specified in Table 3.1.41 would cause lange quantities of works. shorter transition curve may be adopted and its length shall be determined based on the superckvtion of actual curves et greater than che values specified in Table 3.1.12 and be integral multiple of 10 m, Under special and ilfile conditions the length of transition curve may be rounded to I rasbut nat sorter than 20m, ‘e342 Maou Sper Spe to Trin Care atest | = | im | © | «ow Maina geen se OO ramon arinane ascot aie 13 If reverse curve ix adopted to change the distance between centers of tricks and there is estriction from the minim length of eicalar curve, easton curve may not be provided »but the nina adi of ctelar curve shall ot be smaller then the values specie in Table 3.1“Tle 1-43- Mam Rar Cre Ce Whe Ret Ce id Chg the Dale ata ar i lao lacs ea 44 Fora milway seston with the design running sped lower than 30 ka/ frente thn or eal 1700 metranition curve may not be provided the curve 1700 m2 20 m transition curve shall be designed; howeversf the napercleration of ter han 10 mm,the traniion curve tty not be reuired, 5. For the exiting compound carves tobe eetsined and with curvature diffrence between two compound curves greats than the vals specifi in Table 3, 1f-f,an intermedi tansition curve shall be designed. The intermediate tepsiin carve shall mest the reuirement of sipereevation slope sits length shal be determined base onthe caution results, {ale 3.1.44 Maina Crore ieee es Te Crea Care ht Inte Tin are ei rewig efa e s D = © Weir Mes ca ile tr etre | W408 08 ie 3.1.5. The minimum length of dicular cuve and intermediate straight line shall othe shorter then ‘he values spcifid in Table 3.1.5, Tm este of any spel and dificult conditions for renovtion of an existing lay ine or onsiractian onthe second oneif «crue eure o intermediate sight ine designed in seordance ‘with the values specified in Teble 3.1.5 would eaase lage quattiosof work, te values in Table 8.1.5 may not be followed aftr technical and economic comparison. However, the length of erular ‘curve and intermediate straight line all ot be smaller than 20 che runing spd is higher thas or a 19 8D lm/hcand te ral then 14m ifthe ring pain ee han DT ‘lle. 1.5_ Mn Lg of Crea Cr serine Sight Le Tecan inne nina | [we [= | @ | w Minn ight cimdironcee | Nemalente | | «| @ | w | a ‘teri | aiken | so | |» | = | me 3.1.6 A second milway line shuld be costracted alone on side of the existing one: When sie ‘dhnge is nocestry it shoul he made on the curve or nea the station. For change of distance between centers of tracks a tion cds ad bridge anc tunnel sections it should made near the cure. If eontions are not permitted, such change may be made with a reverse cure with larger rads at the stright section of the second one. The distance between centers of tacks in straight parallel sections betwen the existing eilway line and the second ane shall not be shorter than 4m. ‘The distance between cxters of tracks in stright pall sections beewoen the seond and the third slay line ball not be shorter than Sm its high signal is provided batwoen the two ray lines the distance between cers of tacks shal ot be shorter shan 5. 3m. If the distance Between enters of tracks a taht section isthe minim, the widening ofthe distance between centers of tricks at case section shall be in compliance with ‘thote specified in Table 3.1.6. For a mlway line with requirements for traepertation of double stacked entaner the curve widening vie shall be detersined sed on the caleuated transportation snuge of double stacked contin.“e316 Wiig Valo Dither Centr Tah at Cre Sinn oe) ‘Grr mpedeni tins | Ge aden fer forces! Pinmieiteme | ay | om |» |» [lm lim] w | @ ley ton Cl {31.7 Super maior bridge and moe bridge shoud belated om straight line ft has to be lated ‘os carve unde lft conditions large curve redius shouldbe adopted. For open deck bridge and alas bridge witha span greater than 40 tno with bridge length renter than 100 my the curve radius on the bridge ia smaller than 1000 ma l-round technical and exonomi crpaszon shal be de, [3.1.4 Tunels should belated on straight line fs tunel ns tobe located on curve de tothe restriction of topographic geologic and other conditions the curve should be arranged nest the tunnel inlet/outlet and with » Inger curve rds however, the tunnel should not be lost on a reverse 3.1.9 The length of statin ite shal be determined aconding to the type of station and yout and the lfstve length of reviving departure traci the long tera and sl ot be smaller than the values specified in Tble 3.1.8. Under dificult conditions for station cenovation, the length of stationsite may he determined weoring to the results of ealeaation bse on act dem le. 1.9_Lanh f Sin Std ie ath ev arn Toeetoain | Teton [1s |_| ee | ae | ae Boa | Sek | Sami | S| | a Pasian | Trnmomdoe | 10 [tue | ian | we | ae | ‘Stet Telaaih lise bes Beg ep ot the 2 Fruita ci hl ti led ce fame he 5 Thletl inst fr ig tn liste ie tein by ine 2 mo se wie ‘i Te gh of wat oS ac by wag at on ee ‘SeeNs3 tron ete et them Ine Une erat sn bg se le (Sewing ma ned ot de 4 Thelen se relied ere i edt in may Amd Ilo he ‘Seon seg tl dana 3.1.10 The plane design of station mai lin shal bein camplane with the following rowirements 1. Stations shold be located on straight line I sation hs to be lest on the curve under tical conditions the minim rad of cular curve on station plane ball nat be aller than the ‘als speifid in Table 31-10. 2 Ifiv is technically and economy fensible for station renovation, curve rv ler than the vals spied in Table 3.1.10 may be retained. 3A transversal type steton shell not be arranged on a reverse curve «longitudinal «ype station i arranged on eversecurvethe revere curve shill not be aranged with the line ange of Aleve length in every cunning direction, ‘4 The mainline within the range of station tran azes shall be arranged on stright ine, Tis ofa ti » ele pe,e] NZarela)” | ticmtnjening ot [Rainer] Nomad [te [we [> | se f manecasas | enti | ies | wo | ew oF 3.1.11 The ruling gradiot of valway line shall be determined bated onthe comparison of eilway ‘asiction. topographic condition, typeof tmcton transportation requirements end the eooenation ‘wih the traction ms of adjacent junction milwy but shall not be greater han th ales specified in Table s.1.11-1, ‘Dll. 31-1 Manama Rig Gd For the sections where the application of ruling gradient would cause large quantities of works,pusher grade may be used after comparison, The design of pusher grade shal ein compliance with the following requtementss 1 Pusher grade shall be appli in concenteted manner. The pusher tration sections shoud atin a district station or other station with locomotive facie, 2 The pusher grade shall be clelatal according to te following formula basal on the traction mas type of locomotive numberof laumtives and pusher tation des Beale (pels +08) a Ee Gu (Srtore Where igBusher rade (3) ul B-Sum fonetions Number of locomotives: 2y—Sevie lator af loscmative tractive effort taken a8) —0-95, A. Canfficent of trction value of the Kk locomotives then in seconde with relevant rouirements of the current profesional standard Ruler for Compusing Train Traction (CTR/T 10nd based on the pusher tescton mode end operation method FyTrative efor ofthe ke looamotve for spc auton ofthe leading locsmotive (ND 'Pk—Maxs ofthe W lasomative QTracton mass Ds Unit sc resin ofthe k lorie fr spend clclation of the leading laorotve (N/Ds ‘weUsit basic resistance ofthe while for spend elelation ofthe lending loermative (N/Ds, -gAecceraton of gravity9.81 m/s 12 IC pusher traction provid by the sme typeof loemosives the pusher gras coresponing to various rling gradients may be the vals sped in Table 3.1. 11-2 intra of 0.5 “re 3141-2 Pete Gear Bi nt Di rat (6) Ter a lene sn [Pee ede i a a Thee le ol pa pnd or doo tn 5 ald Eon th ae i at ti Sn ‘tevin mesial en snag oma (21s Sees in‘3.1.12 In case thatthe (eight ualfie ow i obviously unbelaneal in empty and badd car traveling Arcton witht great cheng in the foreseeable future and the appistion of differnt ling grades in diferent directions crentes remarkable economic value the ruling gradient maybe selected cording to different dretions an be in empliane with he following requirements: 1 The train brake sal be af. 2 The tein running speed in empty train traveling diection shall not be lower thas the calelaed peat ofthe lcomaive 3. The reuiements for earying capacity and trafic expcity ofthe section sal be met 44 Por renovation of an existing railway linesthe section parly exceeding the ring gradient ‘may be retained if descending grade would cause large quantities of works and the rade can be passed ‘with « speed not lower thin the elated speed of losomesive by utilising the momentum demonstrated by operation practice and tration enlelation 5. For construction on «soon eailway inthe section ofthe eating ray line exceaing the ‘ling pradient may be sed asthe down rad line nthe traveling ection. 3:1e13 The maximum gradient shall be reduced or compensted in accordance with the fllowing 1 Por gradient redaction cused by curve resistance within the range of plane curvethe gradient reduction vlc shall be elated seording othe following for 1) the curve length ie greater than or equ othe fsgh tring ‘0 £00 ana» 2) W the curve length i shorter thn dhe frig rin lengths anna Where ‘s;~Gradent reduction valve (fi) eased by carve resistance Curve adi ms Lena ofthe grade section Cm shall be adopted «Deflection angle ofthe plane curve within the length of the reduced grade section ot the feeight tain ©. 2 For electric traction rays ifthe adhesion coefficient of locomotive is reduced within the range of «small adios carve on long and stup slopes the graent shal be reduce and the gradient tedeton vale shall be the vale specified in Table 3.1. 13- 1, Sai adCenter 1 leg than the length of fish tain the later31.181 Gemine a 3 The grant ofthe tunnel wise lengths geste than 400 msl be reduced in accordance withthe requirements in Table 5.1.13 2. The tunnel in curve sections shu be sbjet to gradint compenstion of tunnel Fst and then gradient ruction of curve When unin subject the traction by dist osootive passes «tunna whose length is shorter ‘than o¢ eal 01 000 mits minima ranning speed shall aot be Tower thin the minim ealclted speed ofthe locomotive Vamsi the tunel i longer than 1000 mthe minimum rennin sped shall ot be lower than Vine} 5 kati iis unable 1 meet the regurements forthe minima rasing sqeedanacelerting grade sal be designed outside ofthe tunel “4 In case that gradient reveton or compensation for renovation of an existing alway line in cordance with the vals specified in Table 3.1.19 1 and Table 3.1.13 -2 would cause lage the orginal graicat standard may be retained based on techni and economic qn of wor “De 1.18-2 Cole of Competing rae Tan ee Di tn Kalas ocLico am E mH ‘3.1.14 The length and connection of profile grade section sll be in complince with the following eirements 1 The minimum length of profile grade scion should ot be smaller than the valves specified in “Table 3.1. 141. The minim length ofthe grade sction formed by grade rlution or eampensation, the transitional grade, the level grade between opposite gradients on convex profile when the fright speed cowed to the calculated sped, snd the hersingtone rade section sed to reps the level ade between opposite gradients within dhe cutting, may be shortened 10 Aan at bth end ravesate Mae ah a el st [se | we | | am For renovation of an existing railway line and constriction ona scan ones 100 mt fon rade setin is permitted under dificult conditions, ‘The minimum length of grade scion shall st the requirements for «vet curve 2 Adjacent grade sections sould be desigoed with all grant iferencevand the maximum srodient difernce shell ot exceed the wales specified in Table 3.1. 162, For renovation of a ‘sisting ealway line apd construction on a saan anesthe gradient ifrence tween aaent grade sections may be retained if feasible ‘Tle 3.1142 Main Gat Dies tee Ant Crd Saco) Ee lms rom) onsen |e [we | | @ | = 3 Verte carves shall be cncular curve shaped The design of vercal curves sll bein compliance with tho following requirement Df the design unig sped is 120 km/h ~100 km/h end the graient lfercce Between cent rade setons is renter than 3% the radi of vertical curve al be 10 000m 2) A the design running speed is 80 K/h 60 l/h and the gradient difference between adjcene grade sections ia greater than 4th rads of vertical curve sal be 000m, 8) I the design runing spect is 40 l/h and the gruien difrence between ance grade stone i greater than 5%the rds of verte curve sal be 3 000m, 4 Greularcurveshapel verti curve sal not be provides 1D Tr transition eurve sections 2) On ope deck bridges 3) Within the range of sunout of the in Hin '5- For renovation ofan existing riley Hine and construction on the scond ones if the existing sade seton is conned by »parablashaped vera curves the verti eurve ot inferior vo the ‘roqueemente of Item 3 in this artile mayb retained to connect wi he existing Ait conditions, vertical curves may nt be subj to dhe restriction of transition cave, 3.118 For the marshalling station, district station and junetion sation of diel tection eilwsy whose ruling gradient i smaller than or eal o 6X the track gradient befor the home signal fannot guarantee succesfal start of the feght sia, a flat gradient for starting shall be provided Other stations may also be provided witha Mat gradient fr starting expt for thone with Affiulties in opogeapy. 3.1.16 If theexating alway ine andthe newly constricted sacond on share the ame sled ane way line. Underthe distance between centers of tracks ie not longer than §am,the elevation atthe el top of the two lines shall be the sme, Under dificult conditions individual sections may be rove with an clevation dfeence a all tp not greater thn 30 cmshoweversthe elevation differmce at rail op ia the scton ible to snow burying shal ot be greater than 19 em. “Two milway lines at crosing should aot be designed with an clevtion difference at ail top, Une dficutcondtionsthe elevation difference a ail tp ofthe tw zilway ines shall not be linger than 10 cm. For sdicent parallel crossings wit the distance Between center of tracks longer than § nthe gradient formal by elevation diference aril top of two ascent rly ines shall not ‘be renter thin 2%, 3.1.17 For renovation ofan exiting allway line dung which the balls is ed fr tac iting the ‘rol lifting beiht should not be greater than 50 em I tis necessary to cut the tek bed to reduce levetion the hikes of track bed at invites my be Scan smaller tba the spite thickness ‘bt the misma thickness of track ba ball not be smile than 25 cm for si slgrade and not be aller than 20m fr rock subgrade The measure of subgrade cutting should aot be used for reduction of elevation at sil top. Subgrade cutting shall be sed for dhe sections which are rested by structure gnuge and structure constrution ad the sections of which subgrade defect bal be eliminated ‘31.1 Open deck bridges should be looted on a are. If a. open deck bridge wit aspen grater ‘han 4D mae a length rete than 100m hs to be arranged on slopeit shoud not be arranged on 8 slope greater than 4 for Clas I eilways or « slope eester than 6% for Chas IV cllways, onnection sacks ae other railways, Under very dificult conditions, if itis feasible and guarastecd ‘tha the tac am be locked higher gradient may be wd. 3.1.19 The tune slope shall be designed as herringbone shape, which sll also he apc o the Ing tunnel with bihly developed ground water. The radent wii a tunel shall ot be smaller than ‘Wovand the gradient of tunnel with ground water developed in cold and severe ead egions shouldbe increased appropriately, 3.2, Plane and Profle of Station Line 3.2.1. The plane of approach line shall be in scordance with dhe requirements on the min line of dacen sections, Under dif conditions, the minimum radi of curve of untwting line on which the passenger tin passes through sll nc be caller than 400 mand he minimum rad of curve of ter untwining lines ball not be armaller than 300 4.2.2 The plane desien of station shall be in compliance with the requirements in Article 31.10, station line next 10-4 passenger high platform shall be leat on staght ine: Under iit contonsit may be aeranged ona curve witha rads at smaller than 1 090m Under very Aiea condtions, the curve radius should not be smaller din 600 Unde ificltcotons the station line next to a pssenger omen pltform and low platform sll be arranged on a curve wih snot smaller thin 600 mynd very dificult coadtons te curve radius should not be smaller than 500m 13.2.3, Transition curves tay not be provide for station line in curves Curve supeclevation shall be Alesgoe for the curve ection and connecting curve of rsving-departure tick: The value of soperclevaton may be designed as 20m for curve section and 15 mam fr eanmesing curve Curve superelevaton may not be designe for other station lines, 1.2.4 Por « station line for passing of tsinase atrsight scction not shorter than 20 m should beranged between two curves Fors station Ine no for passing of sins strtght ection not shorter ‘than 15 m should be seangod between two curves Under difficult conditions he traight section not shorter than 10 nis permitted 13.2.5. On mainlines and station lien the length of straight section from the tunout tothe curve shall be in compliance with the following requirements 1 The length frm the outermost turnout at oth ads of every trast area and other nid ‘turnouts within the station on the msi ine stright to the nal pin of superlvation slope ofthe curve shall not be sme thas 20 m. Foran easlusive alway sich hgh all i be smaller then 14 m. Une fit conditions adi «tension curve is provided on the curvesno interpolation of ight seson is permite. 2 "The length of straight section fom the font ad te rear end of «curt on station line to the cuve shall be sled in accordance with Table 3.2.5 based on such factors as curve radius, turnout structure ete widening on cure and curve saperleaton 3. When concrete sleepers are ure at s trnoutthe length of straight line at dhe ea ed ofthe ‘urout shall be the distance rom the hel end of turnout othe last turnout sleeper ps the minimm length of straight seston a iste in Table 3.26 If thera of caveat the rear nd of the turnout is greater than or equal to 350 my the Lents of straight ine tthe rer end of the turnout may be the distance frm the bes end of the turnout to the last mout sleper. Ifa trmsion curve ison the ure connected to the front and the rear of the twrout, no dnteroition of straight setion it permite, [Tle 3.25 Minimum Legh Salt Seon fh Ft the and of Tart Cer Cave Wah sdectiving rte of emg weing sentence Baiget mice | gag | “Senecio |—Wicinn etae WN) ecole nn =| | a | +] wom [fas ps pee | 4 The radius of the connecting curve bead the turnout sal be in conformity with the lateral passing speed speed fr acest turnouts 3.2.6 The shunting neck shall be loeated om stright line. Under dif conditions, the shunting neck may be arranged on = curve with «radius not smaller than 1 00m, For local eilways end exclusive mlways the shunting eck may be aranged on a curve witha radios not smaller than 600 m. Under very ficult conditions the shunting neck may be areanged on curve with ads not sulle then 600 m and 500m repectively. For the shunting neck of» freight yardworkshop or depot ‘only for detaching & attaching and placing in and taking-out operations its curve cos shall not be -snaller than 800m under very dificult eonions‘The shunting neck sll no be ossted on a reverse curve: Under very difficult conditions fr the renovation of « sation; the revere curve of a shunting neck and the existing curve radius may be retained ifthe workload of shunting operation i small 3.2.7 The fright louding and unloading tacks sall be arranged on straight Hae Under dificult tonttons, they may bearanged on curve with radius ot salle than 600m: Under very ilfclt sondionsthey may be lcted on 3 curve with seas not sulle than 500m. [3.2.8 The profile of approach ine shall bein accordance with the reqivernats on that of the main line of adiscent sections, The unwining line only for widiretonal traveling of the train may be ranged an down slope grester than the ruling sradients whose masimam gradient shall not be frnter than the maximum value of ruling gradient specifi forall lasses of always The gradient Ailference between adjacent grade sctions sll be in compliance withthe reqeiements ia Table 31.162 af this Code 1 tis ine is tie for reverse runningit shall be set to traction checking t allow passing ‘through this line with «sped not lower than caleulated sped of the rin 3.2.9 The shunting neck for uncoupling operation shoud he arranged on x down Sope o lat aca ‘withthe gradient of not rete han 2.5% oppo to the shunting tacksbu the gradient of shunting ‘eck at grade shall be determined bse on cleulstion. The shunting neck for fa shunting abl be scranged ona down slope opposite othe marshalling yard within the trot arc, ut the gradient shall, ot be greater han 43%. The shunting neck for ather operations shoud be arranged on slope with the ‘eroent aot greater than 1M, Under dificult conditions, it may be aranged on «slope with the dient ot grater than 8X 3.2.10 Freight londing and unlonding tracks should be arranged on a flat aren Under ifialt conditions they may be arranged on slopes with the gradient not greater than 1%. Leading and ‘unloading tracks for laid woods and hazardous moods and bopper banker tracks shal be arranged ona flat area The distance frm the starting/ending point of freight eding and unioading tacks tothe staring/ening point of convex veri curve should not be shorter dhs 15 ma. 3.2.11 The lines within the scope of rsintenanee hase snd mntnance section should be aranged on lt areas. Une dificult conditions they tay be arrangs on slopes with the graent not greater than 1% The throat are of x maintenance ae may be anand on a slope with the gradient not sscter th 2.5%. Under dificule conditions it may be arenged on « slope with the rant not ‘ureter than 6%. The gradient of the throat ares of maintenance section should apply the same standard a that of the throat ae of maintenance base. Under very dfclt conditions the trot area ‘of rsintenance section may be arranged on slope withthe gradient not greater thi 10%. 3.2.12 The length and connection of grade seston of the apptoach ine and the ston Line shal he in compliance with the following egurements, 1 The length of grade section of the approach line shall comply with the remirements on main tine facet sections. Under dificult conditions the length of grade seton of utwising ine shall ot be smaller than 200m 2 The length of grade section of seciving departne trac shall be in compliance with the rowiroments in Article 1. Fora station line for passing of tans the length f ts grade section shallot be smaller than 200m or tation ine nd» depo siding without train pssng the length ofits gre ection not anal than 50 m may be adoped, but i shall be guaranteed that erin curves do not overlap. ‘3 The conection of grade sections of approach ine shall bein csordance with ube requitements|of adacet actions onthe min ine For recsiving-departure track and station ine for passing of texinssa vertical curve with the radius of 5 000 m may be used if the gradient difference between aijacent grade sections is greater than 4% Under dlficlt coins the rave cf its vertical curve shall nt be sale thin #000 m. For station line nt for pasing of trains the radu of ‘eur sll nt be smaller than $000 mf the rads difidence is greater than 8% Fora losamotive running tack wth rade separation its gradient ahll not be greste thin SOK and 2 versal curve with the ads of 1 500 m may he used under difficult conics, 3.2.13 The station turnout shall not be lost within the range ofa vertical exve I it has tbe ‘arranged within the range of verti curve under dif condtonsthe radio the vera uve shall at be smaller thn 5 000m onthe toc with the running spc not higher th 8 3.3) Staton Arrangement 3.3.1 Arrangement of new stations shal comply wit she fllowing requirement 1 The annual tlle capacity and pairs of patenge tne shall mest the long erm planning 2 Thearrangement ofthe intermediate stations undertaking passenger snd freight trafic services shall be determined according to the averae dily passenger an feght trafic volume and by taking ito acount the development situations of other local transport tools and the oslo negonal vertical infrestrcture planning The intermediate station with technical opertion shall est the requirements in echnical operation The costing station an overtaking station shall be ranged according 9 the runing time of fsight ene mocing the careying expat. 3 Far exclusive railways te stton serangement shall be made according ote over layout of industrial enterprises and by tking into acount the leation of mine fils, workshop, warehouses, nd enterprise characterise and production flow: In aditonsit sll accommo tothe neds for longterm prduction development and transportation capacity of enterprises ad the reuirements for cooperation with other ndstrial enterprises and connttion wit siding tracks, 44 Topographical gelogclshydeooge snd operational condtons sal be tke to account. The balance of carrying epi fr different sections shall be considered. 3.3.2, For new cllwayssdstnce betwoen stations of singe tock rly should not be sorter than 8 kona of double tack railway should no be sorter tha 15 hm, and ha ina riba junction aren shold not be shorter than 5 fm Stations tobe opened indifferent design periods sll be determined in sccordknce with casying capacity reqird by volume of passenger and fight talfc in each design period std los! ‘ransportation demas 3.3.3 For novation ofan existing railway or constuction on the second ene, stations with small workloed should he close ifthe etrying capacity allows, for 3.4 Intersetlons hetmeen Railways and Reals 3.4.1. For intersections between calways and rds grade spaaton shal be provided. The made of trade seperation shall be determine according tothe function, els, tlic volume, topographic onuitons safety requirement economic henafit seal benefit and other factors of rays and toads 34.2 m exe of Intersections tetween allways and expresomays, Class [highways or urban ‘xpresmays,erade separation must be provide. Forth nteretions betwen allwape and other rads, ‘rade separation shall be provi in any ene ofthe following conons: 1 Intersection betwen ra line and Css I highway2 Seton withthe design running peed of passenger rnin wp to 120 kb, 3 Where provision of grade separation Is feasble by faking nto acount he topraphic conditions conditions of bre and elert stractres, ‘34.3 For grade separation between rally and road the structure clearance shal comply with the folowing requirements 1 The structure clearance of highway, acces read and arn rand shall comply with relevant requirements of current natin standards incdng Siracture Gage for Standard Gane Railways (GD 16. 2)and Technical Standard for Highoay Engineering (J1C BO1). 22 "The clear width ad ler elt ofthe unerpas or ra ralic sal ob smaller than the ales tiptd in Table 3.4.3 {e343 Cha Wh and Cee eho Une fo Hal re ame mane iat ot ‘etna ‘ew se oo a ‘or (a 4 a 3s Nae yA i i hf ep ep el iy at 2 bey i i he i rp ey pb a te a2 3.4.4 For the underpaseChridge or culverD for moor vehicles, arrangement of raiway bride span stall meet the requirements of stoping sight distance In addon the hight init sgn and protection feame shall be provided 3-45 Desinag system sl be provided within the range of grade separation 13.4.6 Fora rally bridge ora rendre that provid as pad separation been railway and ond, snfetypreetin aiit shall be prond f Math af he o, 34.7 Level crossing between «railway line and a road shall comply with the following 1 Crossing shall be provided at = location with sight distance not shorter than the values spect in Table 84.71. Crossing shal not be provided within the station o atthe curve sections entby turoutbridge bead and tunel por Sight distaace of crowing at oter industrial sidings may be determined acsrding to tesa ot shunting operation speed and inking into account the specific conditions but i¢ shall comply with the safeey requirements of competent authority. For rosin with heavy tafe volume, ards shall be provided, “D347 Mim Sh Deco Trin rt el Mio Side Sah Det of Aaa Der (=) Ce nming ey cin Cv) | Me si ae ne | Me mer ‘Ti i i pn a rh eng Ul le