标准编号:	GB/T 50458-2022
中文名称:	跨坐式单轨交通设计标准
英文名称:	Standard for design of straddle monorail transit
行业分类:	GB    国家标准
发布机构:	中华人民共和国住房和城乡建设部 国家市场监督管理总局
发布日期:	2022-07-15
实施日期:	2022-12-1
标准状态:	现行
替代旧标准:	GB 50458-2008 跨座式单轨交通设计规范
翻译语言:	英文
文件格式:	PDF
中文字符数:	204000 字
翻译价格(元):	14280.00 元
交付时间:	付款后 1~5 个工作日

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



[2022] No. 105



Announcement of the Ministry of Housing and Urban-Rural Development of the People's Republic of China on publishing the national standard for design of straddle monorail transit



Standard for design of straddle monorail transit has been approved as a national standard with a serial number of GB/T 50458-2022, and shall be implemented from December 1, 2022. The original national standard GB 50458-2008 Code for design of straddle monorail transit shall be abolished at the same time.



This standard is published on the portal website (www.mohurd.gov.cn) of the Ministry of Housing and Urban-Rural Development of the People's Republic of China. Authorized by the Research Institute of Standards and Norms of the Ministry of Housing and Urban-Rural Development of the People's Republic of China, this standard is published and distributed by China Architecture & Building Press.



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



July 15, 2022





Foreword



According to the requirements of Document JIAN BIAO HAN [2015] No.274 issued by the Ministry of Housing and Urban-Rural Development of the People's Republic of China - Notice on printing and distributing the ‘Plan 2016 on the development and revision of engineering construction standards and codes’, the drafting group has revised this standard through extensive investigation and study, careful summarization of practical experience and consultation with relevant international and foreign advanced standards and on the basis of widely soliciting for opinions.



The main technical contents of this standard are: 1 General provisions; 2 Terms; 3. Traffic organization and operation management; 4 Vehicle; 5 Gauge; 6 Line; 7 Interval structure; 8 Turnout; 9 Station building; 10 Structure of station; 11 Power supply; 12 Ticketing system; 13 Escalator, autowalk and elevator; 14 Platform screen door; 15 Ventilation, air conditioning and heating; 16 Water supply and drainage; 17 Signal; 18 Communication; 19 Integrated monitoring; 20 Operation control center; 21 Base for the vehicle; 22 Disaster prevention; 23 Energy saving; 24 Environmental protection and landscape.



The main technical contents of the revision of this standard are as follows: 1. the B-type monorail and related technical contents have been added; 2. the technical contents of new turnouts have been added; 3. the content composition of some clauses and subclauses have been adjusted; and 4. the corresponding provisions of this standard have been revised according to the current national standards such as GB 50157 Code for design of metro, GB 51298 Standard for fire protection design of metro and GB 50016 Code for fire protection design of buildings.



The Ministry of Housing and Urban-Rural Development of the People's Republic of China is in charge of the administration of this standard.

1 General provisions



1.0.1 This standard is formulated in order to make the engineering design of straddle monorail traffic safe and reliable, reasonable in function, energy-saving and environmental protection, economical and applicable, and advanced in technology.



1.0.2 This standard is applicable to the design of new construction, expansion and reconstruction projects of straddle monorail transit with the highest running speed not exceeding 100 km/h.



1.0.3 The design of straddle monorail transit shall conform to the urban land space planning, urban comprehensive transportation system planning, urban rail transit network planning and urban rail transit construction planning, and shall be coordinated with other transportation planning.



1.0.4 The straddle monorail transit shall be planned and constructed in an orderly manner with the urban rail transit network, and the connection conditions for the continued construction shall be reserved, so as to achieve convenient transfer, resource sharing, intensive construction and network operation.



1.0.5 The design life of straddle monorail transit shall be divided into three stages: initial stage, short-term stage and long-term stage. The short term shall be defined as the third year, the short term as the tenth year, and the long term as the 25th year, after completion and opening to traffic. The forecast period of passenger flow shall be consistent with the design life.



1.0.6 The straddle monorail transit lines shall be fully enclosed, double-track right-hand running lines, and shall ensure the safety of train operation under the monitoring of safety protection system.



1.0.7 The design of straddle monorail transit projects shall be made to determine the line position, direction, starting and ending point, station distribution, vehicle base and parking lot location according to the urban rail transit network planning, urban rail transit construction planning, passenger flow characteristics, topography, service level and system transportation capacity.



1.0.8 The construction scale, equipment configuration and capacity, vehicle base and parking lot area of straddle monorail transit shall be determined according to the long-term forecast passenger flow and system transportation capacity. For projects and equipment that may be constructed by stages, conditions for phased construction and capacity expansion shall be reserved.



1.0.9 The design of straddle monorail transit shall be made to save resources and energy on the premise of satisfying functions and ensuring safety and reliability, and shall meet the needs of building smart urban rail, advocate scientific and technological innovation and maximize the value in the life cycle of engineering projects. Elevated lines shall be mainly designed, but for the sections where the former is inaccessible, underground lines may be set up.



1.0.10 The design service life of the main engineering structure of straddle monorail transit as well as other engineering structures that have a significant impact on the system and operation due to damage or overhaul shall be 100 years.



1.0.11 In the case of engineering seismic fortification, the fortification intensity shall be determined according to the seismic safety assessment requirements approved by the competent department of the local government.



1.0.12 The straddle monorail transit projects across and adjoining rivers shall be designed according to the flood frequency not less than once in a hundred years.



1.0.13 The initial, short-term and long-term vehicle allocation and train formation shall be determined according to the predicted initial, short-term and long-term passenger flow, vehicle capacity and set traffic density respectively.



1.0.14 In the case of determining the transportation capacity of a straddle monorail transit system, the number of vehicles shall be the sum of the number of seats in the carriages and the number of people standing on the effective spare floor area, with the number of people standing on the effective spare floor area in the carriages should be calculated as 5 people/m2 ~ 6 people/m2.



1.0.15 The vehicle base, parking lot, main substation and operation control center of straddle monorail transit shall be arranged uniformly according to the planning and construction time sequence of urban rail transit network as well as the requirements of urban planning, and resources shall be shared.



1.0.16 The design of elevated and ground stations and sections, entrances and exits of underground stations, ventilation pavilions and other ground buildings shall be coordinated with the urban landscape and surrounding environment.



1.0.17 The design of underground structure and engineering waterproof of straddle monorail transit projects shall meet the requirements of this standard as well as the relevant provisions of the current national standard GB50157 Code for design of metro.



1.0.18 The straddle monorail transit projects shall be designed to reduce the impact on the surrounding ecological environment, and the waste gas, waste water and waste materials discharged by each system shall conform to the relevant provisions of the current national standards.



1.0.19 The straddle monorail traffic shall be designed in consideration with comprehensive safety measures on prevention, alarm and rescue for disasters and accidents such as fire, wind disaster, flood, snow and ice disaster, lightning strike, earthquake and parking failure, and corresponding equipment and rescue facilities shall be well provided.



1.0.20 The security facilities of straddle monorail transit projects shall be determined according to the safety requirements of cities where these projects are conducted. The stations provided with security systems shall be designed in accordance with the relevant provisions of the current national standards GB 51151 Technical code for engineering of public security and protection system of urban rail transit and GA 1467 Security requirements for urban rail transit.



1.0.21 The vehicles and electromechanical equipment of straddle monorail transit shall be technologically and economically reasonable, mature and reliable products which meet the functional requirements, and their standardization, serialization and independent production shall be gradually realized.



1.0.22 Longitudinal maintenance and evacuation passages shall be set in elevated sections of straddle monorail transit, and shall be designed to meet safety requirements.



1.0.23 In addition to this standard, the design of straddle monorail transit shall also meet the requirements of the current relevant standards of the nation.



2 Terms



2.0.1

monorail transit

medium-capacity rail transit system using electric traction trains running on a track beam. According to the position relationship between vehicles and track beams, monorail traffic may be divided into straddle monorail traffic and suspension monorail traffic



2.0.2

straddle monorail transit

type of monorail transit that rubber wheels of the vehicle are used for straddling the track beam with beam-rail integration, and besides the running wheels, guide wheels and stabilizing wheels are arranged on both sides of the bogie, which are clamped on both sides of the track beam to ensure the safe and stable running of the vehicle along the track



2.0.3

combined operation of fast and slow trains

operation mode with express and slow trains mixed so that express train overtakes a train running ahead via an auxiliary line configured for station concerned along the line, and quickly passes through several stations to accelerate travel of the train according to the train operation plan



2.0.4

overtaking station

station where slow trains stop and express trains overtake the configured line



2.0.5

overline operation

operation mode with the operating trains running from one line to another when running on two or more lines with the same or compatible standards



2.0.6

interoperability

for lines with the same model and the same equipment system and civil engineering conditions, the operating trains are organized to conduct overline operation; or for lines with the same vehicle type but different equipment systems and civil engineering conditions, the overline operation of operating trains is realized through engineering technical transformation and technical treatment



2.0.7

track beam

beam structure carrying train load and used for vehicle operation guidance as well as the carrier of cables of power supply, signal, communication and other cables. A track beams of straddle monorail transit is usually made of prestressed concrete, referred to as "precast concrete track beam" ("PC track beam" for short). The steel beam or composite beam composed of several materials may also be used in some special sections



2.0.8

track beam bridge

bridge system composed of track beam and lower supporting track beam structure, wherein the lower supporting track beam structure includes ordinary pier, special-shaped pier, composite bridge and turnout platform



2.0.9

combined bridge

overlapping structure of "bridge on bridge” formed by a small-span track beam being supported on a long-span bridge after a long-span bridge structure is adopted to cross obstacles first in the case that the track beam cannot directly cross rivers, highways, railways or large intersections



2.0.10

super elevation rate

percentage of the arcsine function value of the rotation angle of the track beam around its center in curved section, that is, the ratio of transverse inclination of curved track beam, which is referred to as "superelevation" for short



2.0.11

catenary

electricity supply network consisting of a positive contact rail and a negative contact rail, and both contact rails are respectively connected with a traction substation through grid cables and return cables



2.0.12

contact rail

conductive rail made of metal rails and installed on the side of a track beam to provide traction power to a motor through a train current collector



2.0.13

joint turnout

switch equipment for changing train running lines, which is composed of several steel box rail beams articulated with T-shaped axles, supported by a trolley and driven by electricity, and after switching, the track beams are in the form of broken lines



2.0.14

joint flexible turnout

switch equipment for changing train running lines so as to ensure smooth passing of a train at a higher speed. It is composed of several steel box rail beams articulated with T-shaped axes, supported by a trolley and driven by electricity, and the guide plates and stabilizer plates on both sides of the beam may be flexed into curves or straight lines under the drive of flexing devices



2.0.15

translation type turnout

switch equipment for changing train running lines so as to ensure smooth passing of a train at a higher speed. Fixed on a trolley by straight and fixed curved steel box track beams, driven by electricity and guided by a balance guide device, it moves back and forth in parallel along the fixed direction, and connects with adjacent track beams to form a channel



2.0.16

pivot turnout

switch equipment composed of a beam, and during switching, a driving device is made to push (pull) a straight beam to rotate around a straight beam rotating shaft, so that the turnout is wholly switched to the alignment position with the adjacent track beam, and the connection with the track beam of the adjacent line is realized, thus changing the train running line



2.0.17

beam replacement turnout

switch equipment composed of a straight beam and a curved beam, and during switching, a driving device is made to push (pull) the straight beam to rotate around the straight beam rotating shaft, and at the same time, a connecting rod is made to drive the curved beam to rotate around the curved beam rotating shaft, so that the turnout beam is wholly switched to the position where the straight beam or the curved beam aligns with the track beam, thus realizing the connection with a track beam of the adjacent line



2.0.18

turnout platform



integral platform structure for installing track beams, turnouts and ancillary equipment.



2.0.19

longitudinal evacuation walkway

longitudinal continuous walkway in an interval parallel to the line and located between two lines or on one side of a single line for maintenance or evacuation



2.0.20

evacuation transit platform

arranged parallel to the line above a longitudinal maintenance evacuation passageway and outside the passenger compartment door of the vehicle, with the transfer platform surface lower than the floor surface of the carriage The personnel in the vehicle are evacuated to the longitudinal maintenance evacuation passageway through the evacuation transit platform and vertical step ladder

2.0.21

slow down set of vehicles

device on a straddle monorail vehicle used for evacuating passengers from the vehicle to a safe area in case of emergency



2.0.22

fully automatic operation mode

driving mode newly added for the conventional driving mode of signal system under the condition of fully automatic operation technology, which can realize driverless train operation (DTO) or unattended train operation (UTO). Under the corresponding mode, the whole process automatic control of train power-on, self-inspection, running in the section, running in the main line section, stopping and starting at the station, turning back at the terminal station, returning to the train depot, dormant power-off, vehicle washing and so on may be realized.



3 Traffic organization and operation management

4 Vehicle

5 Gauge

6 Line

7 Interval structure

8 Turnout

9 Station building

10 Structure of station

11 Power supply

12 Ticketing system

13 Escalator, autowalk and elevator

14 Platform screen door

15 Ventilation, air conditioning and heating

16 Water supply and drainage

17 Signal

18 Communication

19 Integrated monitoring

20 Operation control center

21 Base for the vehicle

22 Disaster prevention

23 Energy saving

24 Environmental protection and landscape

Annex A: Calculation method of equipment

Annex B: Gauge for type a vehicle

Explanation of wording in this standard

List of quoted standards

Addition: Explanation of provisions

Contents
Foreword i
1 General provisions
2 Terms
3 Traffic organization and operation management
4 Vehicle
5 Gauge
6 Line
7 Interval structure
8 Turnout
9 Station building
10 Structure of station
11 Power supply
12 Ticketing system
13 Escalator, autowalk and elevator
14 Platform screen door
15 Ventilation, air conditioning and heating
16 Water supply and drainage
17 Signal
18 Communication
19 Integrated monitoring
20 Operation control center
21 Base for the vehicle
22 Disaster prevention
23 Energy saving
24 Environmental protection and landscape
Annex A: Calculation method of equipment
Annex B: Gauge for type a vehicle
Explanation of wording in this standard
List of quoted standards
Addition: Explanation of provisions

GB/T 50458-2022 跨座式单轨交通设计标准


前言

根据住房和城乡建设部《关于印发〈2016年工程建设标准规范制订、修订计划〉的通知》(建标函[2015]274号)的要求，标准编制组经广泛调查研究，认真总结实践经验，参考有关国际标准和国外先进标准，并在广泛征求意见的基础上，编制了本标准。

本标准主要技术内容是：1总则；2术语；3行车组织与运营管理；4车辆；5限界；6线路；7区间结构；8道岔；9车站建筑；10车站结构；11供电；12售检票系统；13自动扶梯、自动人行道与电梯；14站台屏蔽门；15通风、空调与供暖；16给水与排水；17信号；18通信；19综合监控；20运营控制中心；21车辆基地；22防灾；23节能；24环境保护与景观。

本标准修订的主要技术内容是：1增加了B型单轨车及相关技术内容；2增加了新型道岔的技术内容；3对部分章节内容组成进行了调整；4根据最新《地铁设计规范》GB 50157、《地铁设计防火标准》GB 51298、《建筑设计防火规范》GB 50016等国家标准对本标准的相应条款进行修订。

本标准由住房和城乡建设部负责管理。
目次
1 总 则 1
2 术 语 4
3 行车组织与运营管理 8
3.1 一般规定 8
3.2 系统能力 8
3.3 行车组织 9
3.4 行车速度 9
3.5 配线设置 10
3.6 运营管理 11
4 车 辆 12
4.1 一般规定 12
4.2 车辆主要技术性能 14
4.3 安全与应急设施 16
4.4 车辆与相关系统 17
5 限 界 19
5.1 一般规定 19
5.2 制定限界的主要技术参数 20
5.3 制定建筑限界的原则 21
6 线 路 26
6.1 一般规定 26
6.2 线路平面 27
6.3 线路纵断面 31
6.4 配线、车场线及道岔 32
7 区 间 结 构 34
7.1 一般规定 34
7.2 荷载 34
7.3 刚度要求 39
7.4 结构设计 41
7.5 构造要求 45
7.6 轨道梁线形设计 47
7.7 纵向检修疏散通道 48
8 道 岔 49
8.1 一般规定 49
8.2 道岔类型及主要技术要求 50
8.3 道岔设备构成 51
8.4 道岔设置 55
8.5 道岔安装 56
9 车站建筑 58
9.1 一般规定 58
9.2 车站平面 59
9.3 车站出入口 62
9.4 楼梯、自动扶梯、电梯 62
9.5 站台屏蔽门设置 63
9.6 无障碍设施 64
9.7 车站环境设计 65
9.8 最小高度、最大通过能力 66
9.9 换乘车站 67
10 车站结构 68
10.1 一般规定 68
10.2 荷载 68
10.3 结构设计 68
10.4 构造要求 69
11 供 电 71
11.1 一般规定 71
11.2 变电所 73
11.3 接触网 77
11.4 电缆 80
11.5 动力与照明 83
11.6 电力监控系统 86
11.7 综合接地 88
12 售 检 票 系 统 90
12.1 一般规定 90
12.2 售检票系统的构成 91
12.3 售检票系统的功能 91
12.4 票制、票务管理模式 93
12.5 设备选型、配置及布置原则 94
13 自动扶梯、自动人行道与电梯 95
13.1 一般规定 95
13.2 主要技术要求 96
13.3 主要土建技术要求 96
14 站 台 屏 蔽 门 98
14.1 一般规定 98
14.2 主要技术指标 98
14.3 布置与结构 99
14.4 运行与控制 100
14.5 供电与接地 101
15 通风、空调与供暖 102
15.1 一般规定 102
15.2 高架及地面线路 103
15.3 地下线路 104
15.4 空调冷源及水系统 107
15.5 通风与空调系统控制和运营 107
15.6 其他地面建筑 108
16 给水与排水 109
16.1 一般规定 109

16.2 给水系统 109
16.3 排水系统 111
16.4 车辆基地给水与排水 112
16.5 给水与排水设备配置及监控 114
17 信 号 115
17.1 一般规定 115
17.2 列车自动控制系统 116
17.3 列车自动监控系统 117
17.4 列车自动防护系统 118
17.5 列车自动运行系统 120
17.6 联锁系统 121
17.7 列车全自动运行系统 124
17.8 信号互联互通要求 128
17.9 车辆基地信号系统 129
17.10 供电及其他要求 131
18 通 信 134
18.1 一般规定 134
18.2 传输系统 135
18.3 公务电话系统 135
18.4 专用电话系统 136
18.5 无线通信系统 137
18.6 广播系统 138
18.7 时钟系统 139
18.8 视频监视系统 140
18.9 乘客信息系统 141
18.10 办公自动化系统 141
18.11 电源及接地系统 141
18.12 集中告警系统 142
18.13 公安通信系统 142
18.14 民用通信引入系统 142
18.15 通信用房技术要求 143
19 综 合 监 控 144
19.1 一般规定 144
19.2 综合监控系统 145
19.3 环境与设备监控系统 149
19.4 火灾自动报警系统 151
19.5 门禁系统 152
19.6 供电 153
19.7 防雷与接地 153
20 运营控制中心 155
20.1 一般规定 155
20.2 工艺设计 156
20.3 建筑与装修 157
20.4 布线 159
20.5 供电、防雷与接地 159
20.6 照明与应急照明 159
20.7 通风与空调 160
20.8 消防与安全 161
21 车 辆 基 地 162
21.1 一般规定 162
21.2 车辆基地的功能、规模及总平面设计 163
21.3 车辆运用整备设施 166
21.4 车辆检修设施 169
21.5 车辆段设备维修和动力设施 172
21.6 综合维修中心 172
21.7 物资总库 173
21.8 培训中心 173
21.9 救援设施 174
21.10 站场设计及相关要求 174
22 防 灾 176
22.1 一般规定 176
22.2 建筑防火 176
22.3 消防给水与灭火 181
22.4 防烟、排烟与事故通风 184
22.5 防灾用电与疏散指示标志 186
22.6 防灾通信 187
22.7 其他灾害预防与报警 187
23 节 能 189
23.1 一般规定 189
23.2 行车组织 189
23.3 线 路 189
23.4 车站建筑 190
23.5 车辆基地 190
23.6 车辆 190
23.7 供电 191
23.8 动力与照明 191
23.9 通风与空调 192
23.10 给水排水与消防 193
23.11 自动扶梯与电梯 193
23.12 站台屏蔽门 193
23.13 弱电系统 194
23.14 节能管理 194
24 环境保护与景观 195
24.1 一般规定 195
24.2 噪声污染防治 196
24.3 振动 196
24.4 水污染防治 197
24.5 电磁辐射防护 197
24.6 景观 197
附录A曲线地段设备限界计算方法


1 总则

1.0.1 为使跨座式单轨交通工程设计达到安全可靠、功能合理、节能环保、经济适用和技术先进，制定本标准。

1.0.2 本标准适用于最高运行速度不超过100km/h的跨座式单轨交通新建、扩建、改建工程的设计。

1.0.3 跨座式单轨交通设计应符合城市国土空间规划、城市综合交通体系规划、城市轨道交通线网规划及城市轨道交通建设规划，并应与其他交通规划相协调。

1.0.4 跨座式单轨交通应与城市轨道交通线网统一规划、有序建设，并应预留续建工程的连接条件，应做到换乘便捷、资源共享、集约化建设、网络化运营。

1.0.5 跨座式单轨交通设计年限应分为初期、近期、远期三个阶段。初期可为建成通车后第3年，近期应按建成通车后第10年，远期应按建成通车后第25年确定。客流预测年限应与设计年限一致。

1.0.6 跨座式单轨交通线路应为全封闭、双线右侧行车的线路，并应在安全防护系统的监控下保障列车运行安全。

1.0.7 跨座式单轨交通工程设计应根据城市轨道交通线网规划、城市轨道交通建设规划、客流特性、地形地貌、服务水平及系统运能，确定线路位置、走向、起终点、车站分布、车辆基地及停车场选址。

1.0.8 跨座式单轨交通的建设规模、设备配置及容量、车辆基地及停车场等用地面积，应按远期预测的客流量和系统运输能力确定。对于可分期建设的工程和配置设备，应预留分期建设和增容的条件。

1.0.9跨座式单轨交通设计应在满足功能和保证安全可靠的前提下，节约资源、节省能源，并应满足建设智慧城轨需求、提倡科技创新和实现工程项目生命周期内的价值最大化。线路应以高架线为主，特别困难区段可设为地下线。

1.0.10 跨座式单轨交通主体工程结构及因损坏或大修时对系统、运营产生重大影响的其他工程结构设计使用年限应为100年。

1.0.11 工程抗震设防应根据当地政府主管部门批准的地震安全性评估要求，确定设防烈度。

1.0.12 跨河流和临近河流的跨座式单轨交通工程，应按不低于百年一遇的洪水频率进行设计。

1.0.13 初期、近期和远期车辆配置数和列车的编组，应分别按预测的初期、近期和远期的客流数、车辆定员数和设定的行车密度确定。

1.0.14 在确定跨座式单轨交通系统运能时，车辆的定员数应为车厢内座位数和有效空余地板面积上站立的人数之和，车厢内有效空余地板面积站立人数宜按5人/m²~6人/m²计算。

1.0.15 跨座式单轨交通的车辆基地及停车场、主变电所和运营控制中心的设置，应按城市轨道交通线网规划建设时序和城市规划要求统一安排，并应资源共享。

1.0.16 高架及地面车站和区间、地下车站出入口及风亭等地面建筑物的设计，应与城市景观和周边环境协调。

1.0.17 跨座式单轨交通工程的地下结构、工程防水等设计除应满足本标准规定外，尚应符合现行国家标准《地铁设计规范》GB50157的有关规定。

1.0.18 跨座式单轨交通工程应减少对周边生态环境的影响，各系统排放的废气、废水、废物应符合国家现行相关标准的有关规定。

1.0.19 跨座式单轨交通设计应对发生火灾、风灾、水灾、冰雪灾害、雷击、地震、故障停车等灾害与事故的预防、报警、救援提出综合安全措施，并应配置相应的设备及救援设施。

1.0.20 跨座式单轨交通工程的安防设施应根据所在城市安全防范要求确定。设置安防系统的车站设计应符合国家现行标准《城市轨道交通公共安全防范系统工程技术规范》GB51151和《城市轨道交通安全防范要求》GA1467的有关规定。

1.0.21 跨座式单轨交通的车辆及机电设备，应采用满足功能要求、技术经济合理、成熟可靠的产品，并应逐步实现标准化、系列化和立足于自主化生产。

1.0.22 跨座式单轨交通在高架区间应设置纵向检修疏散通道，通道设计应符合安全要求。

1.0.23 跨座式单轨交通设计除应符合本标准外，尚应符合国家现行有关标准的规定。

2 术语

2.0.1
单轨交通monorail transit
采用电力牵引列车在一条轨道梁上运行的中运量轨道交通系统。根据车辆与轨道梁之间的位置关系，单轨交通可分为跨座式单轨交通和悬挂式单轨交通。

2.0.2
跨座式单轨交通straddle monorail transit
单轨交通的一种型式。车辆采用橡胶车轮跨行于梁轨合一的轨道梁上，除走行轮外，在转向架的两侧尚有导向轮和稳定轮，夹行于轨道梁的两侧，保证车辆沿轨道安全平稳地行驶。

2.0.3
快慢车组合运行combined operation of fast and slow trains
按照行车组织计划，不同速度列车在同一条线路上开行，快行列车利用沿线相关车站设置的配线超越前方运行列车，提高列车旅行速度，实现快慢车运行模式。

2.0.4
越行站overtaking station
设置并提供慢车停靠、快车越行配线的车站。

2.0.5
跨线运行overline operation
运营列车在两条或两条以上制式相同或兼容的线路上，由一条线路进入另一条线路混合运行的方式。

2.0.6
互联互通interoperability
车型相同且设备系统及土建工程条件相同的线路，组织运营列车跨线运行；或车型相同而设备系统及土建工程条件不同的线路，通过工程技术改造和技术处理，实现运营列车跨线运行。

2.0.7
轨道梁track beam
承载列车荷重和车辆运行导向的梁体结构，也是供电、信号、通信等缆线的载体。跨座式单轨交通的轨道梁，通常采用预应力混凝土制成，简称PC轨道梁(precast concrete track beam)，在一些特殊区段也可采用钢梁或几种材料组成的复合梁体。

2.0.8
轨道梁桥track beam bridge
轨道梁与下部支承轨道梁结构组成的桥梁体系，下部支承轨道梁结构包括普通桥墩、异形桥墩、组合桥和道岔平台等。

2.0.9
组合桥combined bridge
当轨道梁不能直接跨越河流、公路、铁路或较大路口等构筑物时，采用大跨度桥梁结构先跨越障碍物后，再将小跨度轨道梁支承在大跨度桥梁上，形成“桥上桥”的重叠结构。

2.0.10
超高率super elevation rate
曲线地段轨道梁绕其中心旋转角度的反正弦函数值的百分数，即曲线轨道梁横向倾斜的比率，简称超高。

2.0.11
接触网catenary
由正极接触轨和负极接触轨组成。正极接触轨和负极接触轨分别通过上网电缆和回流电缆与牵引变电所连接。

2.0.12
接触轨contact rail
用金属轨条制成，装设在轨道梁的侧面，通过列车受流器向电动机提供牵引电能的导电轨。

2.0.13
关节型道岔joint turnout
由数节钢制箱形轨道梁用T形轴铰接组成，台车支撑，电力驱动，为转换列车行驶线路的转辙设备。转辙后，轨道梁呈折线状。

2.0.14
关节可挠型道岔joint flexible turnout
由数节钢制箱形轨道梁用T形轴铰接组成，台车支撑，电力驱动，梁两侧的导向板、稳定板在挠曲装置驱动下可挠曲成曲线或直线，为转换列车行驶线路的转辙设备，列车能以较高的速度平稳地通过。

2.0.15
平移型道岔translation type turnout
由直线和固定曲线钢制箱形轨道梁固定在台车上，电力驱动，平衡导向装置导向，沿固定方向平行往返移动，与相邻轨道梁衔接形成通道，为转换列车行驶线路的转辙设备，列车能以较高速度平稳地通过。

2.0.16
枢轴型道岔pivot turnout
由一根梁组成，转辙时通过驱动装置推(拉)动直梁绕直梁转轴转动，使道岔整体转辙至与相邻轨道梁对齐位置，实现与相邻线路的轨道梁连接，从而改变列车行驶线路。

2.0.17
换梁型道岔beam replacement turnout
由直梁和曲梁组成，转辙时通过驱动装置推(拉)动直梁绕直梁转轴转动，同时通过连杆带动曲梁绕曲梁转轴转动，使道岔梁整体转辙至直梁或曲梁对齐轨道梁的位置，实现与相邻线路的轨道梁连接。

2.0.18
道岔平台turn out platform

用于安装轨道梁、道岔及附属设备的整体平台结构。

2.0.19
纵向检修疏散通道longitudinal evacuation walkway
在区间内平行于线路并位于双线之间或单线一侧设置，供检修或疏散人员用的纵向连续走道。

2.0.20
疏散中转平台evacuation transit platform
在纵向检修疏散通道上方平行于线路并位于车辆客室门外侧设置，中转平台面低于车厢地板面。车内人员通过疏散中转平台、垂直步梯疏散到纵向检修疏散通道。
2.0.21
缓降装置slow down set of vehicles
跨座式单轨交通车辆上用于在紧急情况下把乘客从车上疏散到安全区域的一种装置。

2.0.22
全自动运行模式fully automati coperation mode
采用全自动运行技术情况下，在信号系统常规驾驶模式上新增的一种驾驶模式，可实现无司机(有人值守)列车运行(简称DTO)或无人值守列车运行(简称UTO)。在相应模式下，可实现列车上电、自检、段内行驶、正线区间行驶、车站停车及发车、端站折返、列车回段、休眠断电、洗车等全过程自动控制。