川藏铁路限制坡度方案研究-《高速铁路技术》

文章信息/Info

Author(s):: HUANG Yanlei; DENG Junqiao; ZHANG Hongwei; China Railway Eryuan Enginerring Group Co., Ltd., Chengdu 610031, China

Keywords:: Chengdu-Lhasa railway|limiting gradient|project investment|risk|operation safety

摘要:: 通过对川藏铁路不同限制坡度条件下重点工程情况、施工工期,工程实施的安全性、可靠性和经济性的研究,并综合运输组织、相关路网的限制坡度等因素,确定本铁路经济合理的限制坡度。本铁路重点对12‰,加力坡24‰坡度方案和16‰,加力坡30‰坡度方案进行比选。30‰方案地形适应性好、控制性工程工期短、工程投资省,且理论分析列车牵引和制动不存在问题,但通过对国内已开通运营的长大坡道铁路调研,结果表明:长大坡道运营安全风险较大;24‰方案基本能够适应地形,工期较30‰方案稍长,静态工程投资总额仅增加7.1%,运营上更能与区域路网匹配协调,实际运营经验成熟。从运营安全角度分析,建议本线采用12‰,加力坡24‰坡度方案。

Abstract:: Based on study on safety, reliability and economic efficiency of key engineering situation, construction period and project implementation under different limiting gradients of Chengdu-Lhasa railway, combined with the factors such as transport organization, limiting gradient of relevant railway network, etc. economical and rational limiting gradient of the line is determined. Comparison and selection between two schemes are made, one with gradient of 12‰ & pusher gradient of 24‰ and the other, 16‰ & 30‰. The latter with short controlling works period and less investment better adapts to the terrain, and theoretical analysis shows that no problems exist in the train traction and braking. But investigation on long steep grade railways which are put into operation in China indicates that this scheme has high operation safety risk. The former scheme basically can adapt to the terrain, with relatively long construction period and just 7.1% increased in total static engineering investment, it can better match and coordinate with the regional railway network, and the actual operation experience is relatively mature. From the point of operation safety, it is proposed to adopt the scheme with gradient of 12‰ and pusher gradient of 24‰.