地鐵車輛基地庫房設(shè)計(jì)高度及其經(jīng)濟(jì)效益分析

肖 鋒

(廣州地鐵設(shè)計(jì)研究院有限公司，510010，廣州∥高級工程師)

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地鐵車輛基地庫房設(shè)計(jì)高度及其經(jīng)濟(jì)效益分析

肖 鋒

(廣州地鐵設(shè)計(jì)研究院有限公司，510010，廣州∥高級工程師)

通過對現(xiàn)行地鐵車輛基地庫房設(shè)計(jì)高度的調(diào)查和研究,結(jié)合地鐵車輛檢修不同于鐵路的特點(diǎn),分析車輛工藝、接觸網(wǎng)、建筑、結(jié)構(gòu)、通風(fēng)空調(diào)等專業(yè)所需高度要求,提出科學(xué)、經(jīng)濟(jì)、合理的庫房和上蓋設(shè)計(jì)高度標(biāo)準(zhǔn),并進(jìn)行工程造價(jià)的對比分析。

地鐵; 車輛基地; 檢修庫; 運(yùn)用庫; 工程造價(jià)

Author′s address Guangzhou Metro Design & Research Instinte Co.,Ltd.,510010,Gungzhou,China

車輛基地作為城市軌道交通線路的綜合檢修基地,其建設(shè)對軌道交通具有重要意義和影響。由于車輛基地占地面積大,少則十幾hm2,多則五、六十hm2,導(dǎo)致近年來車輛基地的選址越來越困難。為發(fā)揮最大效益,繼新加坡、香港等城市對車輛基地進(jìn)行上蓋物業(yè)開發(fā)后,國內(nèi)城市也有開始大規(guī)模進(jìn)行車輛基地上蓋物業(yè)開發(fā)的趨勢,有的車輛基地為進(jìn)行上蓋物業(yè)開發(fā)或者考慮周邊環(huán)境的需要,甚至需設(shè)計(jì)為地下式。車輛基地的檢修、運(yùn)用庫房面積大,特別是進(jìn)行上蓋物業(yè)開發(fā)的車輛基地和地下式車輛基地,庫房的設(shè)計(jì)高度合理與否,對工程造價(jià)的影響相當(dāng)大。因此,在滿足檢修工藝要求的前提下,研究能否降低車輛基地庫房設(shè)計(jì)高度,不僅具有顯著的經(jīng)濟(jì)效益,也具有十分重要的現(xiàn)實(shí)意義。

1 庫房設(shè)計(jì)高度現(xiàn)狀分析

根據(jù)功能的不同,地鐵車輛基地主要有停車列檢庫、雙周/三月檢庫等運(yùn)用設(shè)施建筑和大架修庫、定臨修庫、轉(zhuǎn)向架檢修間等檢修設(shè)施建筑。各庫房的設(shè)計(jì)高度主要取決于地鐵車輛高度、車輛檢修工藝、庫內(nèi)管線安裝、上蓋開發(fā)業(yè)態(tài)、結(jié)構(gòu)部件尺寸等。

GB 50157—2013《地鐵設(shè)計(jì)規(guī)范》對車輛基地的庫房設(shè)計(jì)高度沒有明確要求,只是提出“定修庫、臨修庫、架修庫和大修庫均應(yīng)設(shè)電動橋式或梁式起重機(jī),起重機(jī)走行軌的高度應(yīng)根據(jù)車輛高度、架車方式、架車高度、車頂作業(yè)要求和起重機(jī)的結(jié)構(gòu)尺寸計(jì)算確定。”

目前，對于國內(nèi)地鐵車輛基地各種庫房的設(shè)計(jì)高度,設(shè)計(jì)人員基本沿襲了鐵路機(jī)務(wù)段、車輛基地的設(shè)計(jì)標(biāo)準(zhǔn),即：運(yùn)用庫(含停車列檢庫、雙周/三月檢庫)設(shè)計(jì)高度為7.2 m(地面至屋架下弦),大架修庫、定臨修庫、轉(zhuǎn)向架檢修間起重機(jī)走行軌頂面至庫內(nèi)地面的設(shè)計(jì)高度為8.4 m,缺乏認(rèn)真細(xì)致的檢算。

鐵路機(jī)車車輛與地鐵車輛的車體高度及限界不同,車輛部件組成不同,同時(shí)檢修工藝也有別。目前，地鐵車輛基地的庫房設(shè)計(jì)高度沿用鐵路的設(shè)計(jì)標(biāo)準(zhǔn),主要存在以下問題:

(1) 庫房高度增加,導(dǎo)致土建、通風(fēng)空調(diào)、電氣照明、安全防護(hù)等投資增加,提高了工程造價(jià),造成投資的較大浪費(fèi)。特別是對于進(jìn)行上蓋開發(fā)的車輛基地和地下式車輛基地，造成的投資浪費(fèi)更大。

(2) 庫房高度過高,造成車輛基地投入使用后庫房內(nèi)通風(fēng)空調(diào)、電氣照明、消防等設(shè)備的運(yùn)營維護(hù)非常困難,同時(shí)也增加了運(yùn)營成本。

2 庫房設(shè)計(jì)高度優(yōu)化分析

2.1 大架修庫(含臨修庫)

大架修庫的設(shè)計(jì)高度主要由檢修工藝確定,要考慮的因素包括地鐵車輛高度、架車方式、檢修時(shí)吊出的部件尺寸、庫房跨度、起重機(jī)規(guī)格等。大架修庫高度示意圖如圖1所示。

圖1 大架修庫高度示意圖

根據(jù)設(shè)計(jì)規(guī)范,庫內(nèi)設(shè)3條檢修線的大架修庫其跨度為27 m,庫內(nèi)設(shè)2條檢修線的大架修庫其跨度為20 m,本文按照最大跨度27 m考慮。另外,大架修庫內(nèi)設(shè)10 t電動雙梁橋式起重機(jī),采用固定式作業(yè)時(shí)完全可以滿足工藝和檢修作業(yè)的要求。

大架修庫起重機(jī)走行軌頂面至庫內(nèi)地面的計(jì)算高度H1為:

H1=h1+h2+h3+h4+h5

式中:

h1——車輛高度,地鐵A型車、B型車最大高度為3 810 mm;

h2——吊出工件(空調(diào)機(jī)組)和車輛頂部的間距,取200 mm;

h3——空調(diào)機(jī)組高度,目前國內(nèi)地鐵車輛空調(diào)機(jī)組高度為455～575 mm,取最大高度575 mm;

h4——起重機(jī)吊鉤的工作高度,與空調(diào)機(jī)組的尺寸和吊索長度有關(guān),根據(jù)計(jì)算及現(xiàn)場實(shí)際測量,地鐵車輛空調(diào)機(jī)組的吊出工作高度1 000 mm;

h5——起重機(jī)走行軌頂面至吊鉤的距離,10 t電動雙梁起重機(jī)的為335 mm。

根據(jù)上述計(jì)算公式,當(dāng)大架修庫采用10 t電動雙梁起重機(jī)時(shí)，H1為5 920 mm;

設(shè)計(jì)時(shí)H1可按建筑模數(shù)取整,即大架修庫起重機(jī)走行軌頂面至庫內(nèi)地面的高度按6 000 mm設(shè)計(jì)可以滿足檢修要求。

大架修庫屋架下弦至庫內(nèi)地面的計(jì)算高度H2為:

H2=H1+h6+h7

式中：

h6——起重機(jī)走行軌頂面至起重機(jī)梁頂高度,10 t電動雙梁起重機(jī)的為1 830 mm;

h7——起重機(jī)梁頂至屋架下弦的安全距離,10 t電動雙梁起重機(jī)的為300 mm。

根據(jù)上述計(jì)算公式,當(dāng)采用10 t電動雙梁起重機(jī)時(shí)，H2為8 130 mm;

根據(jù)上述計(jì)算和分析,大架修庫屋架下弦至庫內(nèi)地面的高度按8 200 mm設(shè)計(jì)即可滿足大架修的工藝要求。

如果車輛基地進(jìn)行上蓋物業(yè)開發(fā)或者是采用地下式,則庫內(nèi)需進(jìn)行機(jī)械通風(fēng)和防排煙,需另外考慮風(fēng)管等各種管線的安裝。根據(jù)通風(fēng)空調(diào)專業(yè)的計(jì)算和分析,風(fēng)管的最大高度為800 mm,另外考慮安裝支架50 mm,風(fēng)管計(jì)算高度按900 mm完全可以滿足要求。此時(shí)大架修庫屋架下弦(即梁底)至庫內(nèi)地面的高度H3為9 030 mm。

即車輛基地進(jìn)行上蓋物業(yè)開發(fā)或者是采用地下式車輛基地時(shí),大架修庫梁底至庫內(nèi)地面的高度按9 100 mm設(shè)計(jì)即可滿足檢修工藝要求。

考慮結(jié)構(gòu)梁高度1 600 mm,此時(shí)建筑層高為10 700 mm,按照建筑模數(shù)取整,即大架修庫層高按照10.8 m設(shè)計(jì)即可。

2.2 運(yùn)用庫(含停車列檢庫和雙周/三月檢庫)

運(yùn)用庫的高度(見圖2)需考慮接觸網(wǎng)的安裝要求和檢修工藝需求。檢修工藝主要考慮檢修人員在車頂上進(jìn)行檢查和臨修作業(yè)時(shí)的高度要求。

根據(jù)《地鐵設(shè)計(jì)規(guī)范》,地上線路接觸線距離軌面的高度宜為4 600 mm，車輛基地的地上線路接觸線距軌面高度宜為5 000 mm。因此,運(yùn)用庫接觸線的架設(shè)高度按5 000 mm考慮。

另外,接觸線距屋架下弦的高度需按1 500 mm考慮,因此，運(yùn)用庫內(nèi)軌面距屋架下弦高度按6 500 mm設(shè)計(jì)可滿足接觸網(wǎng)的安裝要求。此高度也滿足檢修人員在車頂上進(jìn)行檢修作業(yè)的要求。

如果車輛基地進(jìn)行上蓋物業(yè)開發(fā)或者是采用地下式,此時(shí)機(jī)械通風(fēng)和防排煙的風(fēng)管安裝可以避開接觸網(wǎng)安裝支架,因此不需要考慮其附加的安裝高度。

考慮到結(jié)構(gòu)梁的高度為1 600 mm,因此建筑層高按8 100 mm設(shè)計(jì),即運(yùn)用庫層高按照8.1 m設(shè)計(jì)即可。

圖2 運(yùn)用庫高度示意圖

2.3 上蓋物業(yè)蓋板高度

在進(jìn)行車輛基地上蓋物業(yè)開發(fā)設(shè)計(jì)時(shí),一般在運(yùn)用庫上面另外設(shè)置一層,作為上蓋物業(yè)的汽車停車庫,同時(shí)兼作結(jié)構(gòu)和設(shè)備轉(zhuǎn)換層。

一般住宅小區(qū)汽車庫按停放小型車考慮,按照《汽車庫建筑設(shè)計(jì)規(guī)范》,其最小凈空高度為2 200 mm;由于需進(jìn)行結(jié)構(gòu)轉(zhuǎn)換,結(jié)構(gòu)轉(zhuǎn)換梁高度按2 000 mm考慮;通風(fēng)空調(diào)風(fēng)管計(jì)算高度最大按500 mm考慮;另外，考慮噴淋安裝高度150 mm、電纜橋架安裝高度150 mm，以及預(yù)留100 mm的富余量,汽車庫層高為5 100 mm。即車輛基地上蓋物業(yè)二層汽車庫的層高按照5.1 m設(shè)計(jì)可以滿足規(guī)范和使用要求。

圖3為車輛基地上蓋開發(fā)剖面示意圖。上蓋物業(yè)開發(fā)蓋板的總高度為13 200 mm,大于大架修庫所需層高10 800 mm。即上蓋物業(yè)二層蓋板高度按照13.2 m設(shè)計(jì),既可以滿足大架修庫檢修工藝要求,也可以滿足物業(yè)開發(fā)所需的汽車庫層高要求。

圖3 車輛基地上蓋開發(fā)剖面示意圖

3 經(jīng)濟(jì)效益分析

經(jīng)測算,地面普通車輛基地(網(wǎng)架結(jié)構(gòu))、地面進(jìn)行上蓋物業(yè)開發(fā)的車輛基地和地下式車輛基地,其庫房高度每降低1 m可節(jié)省的土建工程量和造價(jià)如表1所示。

表1 車輛基地庫房高度每降低1 m可節(jié)省的工程量和工程造價(jià)表

3.1 地面普通車輛基地(網(wǎng)架結(jié)構(gòu))

某大架修車輛基地,檢修庫面積為36 963 m2,屋架下弦設(shè)計(jì)高度為11.5 m;運(yùn)用庫面積為37 316 m2,屋架下弦設(shè)計(jì)高度為7.2 m。優(yōu)化設(shè)計(jì)后，檢修庫高度可以降低3.3 m,運(yùn)用庫高度可以降低0.7 m,根據(jù)上述分析，可節(jié)省的投資為89萬元。

3.2 上蓋物業(yè)開發(fā)車輛基地

某車輛基地,進(jìn)行上蓋物業(yè)開發(fā),目前，首層設(shè)計(jì)高度是9 m,二層設(shè)計(jì)高度是6 m,蓋板設(shè)計(jì)高度為15 m,蓋板總面積為282 688 m2。優(yōu)化設(shè)計(jì)后，首層可以降低高度0.9 m,二層也可以降低高度0.9 m,合計(jì)可降低高度1.8 m，按照上述分析,可節(jié)省投資6 411萬元

3.3 地下式車輛基地

某停車場,為全地下式停車場,地下室面積為65 800 m2,現(xiàn)設(shè)計(jì)高度為9 m,梁底設(shè)計(jì)凈高為7.5 m。優(yōu)化設(shè)計(jì)后，該地下式停車場可以降低高度1 m,按照上述分析，可節(jié)省投資2 277萬元。

某停車場,為另一全地下式停車場,地下建筑面積為121 600 m2,現(xiàn)設(shè)計(jì)梁底凈高為7.2 m。優(yōu)化設(shè)計(jì)后，該地下停車場可以降低高度0.7 m,按照上述分析，可節(jié)省投資2 945萬元

上述投資均只考慮了土建造價(jià),尚不包括層高降低后節(jié)省的通風(fēng)空調(diào)、電氣照明、安全防護(hù)等機(jī)電設(shè)備的投資。

4 結(jié)語

綜合上述分析,對車輛基地的庫房設(shè)計(jì),可以得出如下結(jié)論:

(1) 對于不進(jìn)行上蓋開發(fā)的地面普通車輛基地,其大架修庫起重機(jī)走行軌頂面至庫內(nèi)地面的高度按6 000 mm設(shè)計(jì),屋架下弦距庫內(nèi)地面高度按8 200 mm設(shè)計(jì)可以滿足車輛檢修工藝要求。

(2) 對于進(jìn)行上蓋物業(yè)開發(fā)的車輛基地或者地下式車輛基地,其大架修庫起重機(jī)走行軌頂面至庫內(nèi)地面的高度按6 000 mm設(shè)計(jì),梁底距庫內(nèi)地面高度按9 100 mm設(shè)計(jì)可以滿足檢修工藝要求。

(3) 對于車輛基地(不論是否進(jìn)行上蓋開發(fā))或是地下式車輛基地的運(yùn)用庫(含雙周檢、三月檢庫)，其屋架下弦(或梁底)距庫內(nèi)地面高度按6 500 mm、層高按8 100 mm設(shè)計(jì)可以滿足檢修和運(yùn)營要求;上蓋物業(yè)二層蓋板高度按照13.2 m設(shè)計(jì),既可以滿足檢修工藝要求,也可以滿足物業(yè)開發(fā)層高要求。

(4) 庫房設(shè)計(jì)高度經(jīng)優(yōu)化而降低后,對上蓋開發(fā)車輛基地和地下式車輛基地,可以大大降低工程造價(jià),具有非常顯著的經(jīng)濟(jì)效益；同時(shí)也便于運(yùn)營后各庫房內(nèi)設(shè)備設(shè)施的保養(yǎng)和維護(hù)。而這些效益的取得并不會犧牲相關(guān)庫房檢修和運(yùn)營及維護(hù)作業(yè)的環(huán)境。

當(dāng)然,地鐵車輛基地庫房設(shè)計(jì)高度涉及專業(yè)和因素較多,本文的優(yōu)化分析重在方法和思路,提出的設(shè)計(jì)標(biāo)準(zhǔn)僅供參考,具體設(shè)計(jì)中應(yīng)根據(jù)工程的實(shí)際情況因地制宜地進(jìn)行全面分析。

[1] 中華人民共和國住房和域鄉(xiāng)建設(shè)部.地鐵設(shè)計(jì)規(guī)范:GBJ 017—2013[S].北京:中國建筑工業(yè)出版社,2013.

[2] 中華人民共和國鐵道部.鐵路客車車輛設(shè)備設(shè)計(jì)規(guī)范:GB 10029—2009[S].北京:中國鐵道出版社,2002.

(Continued from Special Commentary)

Enhancing the awareness of the threat to national security and being prepared for dangers in times of peace are the important principle that we must always adhere to in governing the country and administering the Party.The same is true for the constructions and operation safety of the rail transport. For the urban rail transport, especially for the rapid rail transit with independent right of way, its main characteristic is large transport volumes and very fast speeds. Once an accident happens, it will cause mass deaths and mass wounds, resulting in the very serious consequences. Therefore, the safety management should be the most important in the rail transport constructions and operation management.

Since the “9·11” terrorist attacks in 2001, the world has not become peaceful although all the countries around the world continued to step up the anti-terrorism strength. The rail transport still faces the serious threat of the non-traditional security represented by the terrorism. On February 18, 2003, less than a year and a half after the "9·11" accident, the subway arson case happened in the third largest city Daegu in South Korea (the criminal's bringing the petrol into the subway). The fire burned for 3 hours before being extinguished. 198 people were killed, 146 people were injured, and 289 people were missing. All 12 cars of the two trains were burned down. A few months later the normal traffic was restored. On March 22, 2016, a series of bombs exploded at the airport of Belgium's capital Brussels. Shortly afterwards, the explosions took place in the metro station located nearby at the EU headquarters in Brussels. The two terrorist attacks were associated with each other. At least 34 people were killed and 202 people were injured. Therefore, rail transit safety education for the general public must emphasize the necessity of strictly implementing that dangerous goods are not allowed to be carried into stations when passengers enter stations to ride and passengers should be asked to accept the security check, so as not to let the criminals get their chances.

At present, our country faces the complex and volatile environment of security and development. All kinds of foreseeable and unforeseeable risk factors have been increasing markedly. Transportation risks are everywhere, and the key lies in prevention and control. The risk sources of rail transport are mainly from natural disasters, man-made destructions, equipment failures, staffing irregularities, and vulnerability in the management system etc. Professor James Reason of Manchester University in the United Kingdom put forward a "Swiss Cheese Model” theory. Every layer of defense has a lot of loopholes, just like Swiss cheese slices, which have many holes. Holes will not necessarily cause serious results on a slice. But once these holes connect a strung, they will lead to serious accidents. The key to the safety assessment of rail transportation is to rank the sequence of priority control from all kinds of risk points coming from all kinds of risk sources according to their high or low level of risk rating, to develop corresponding preventive measures and emergency plans and to take some walkthroughs. Combining the third party's security evaluation with the self-inspection of rail transport enterprises could greatly improve the safety management level and control the risk at an acceptable level. The main bases for the safety assessment of third parties are related regulations, the national standards and industry standards, so as to ensure reliability, availability, maintainability and safety of large-scale transport systems, as well as rail transit system, and its subsystems.

The security management includes the two parts of the risk control and the emergency management. And the emergency management can also be divided into two parts: emergency preparedness and emergency treatment. The author believes that in the interior of rail transport enterprises, safety education should focus on the universal education of safety management, and helping employees understand the new concept of security management and its basic technology course, so as to enable them to improve the security conscious of "defending the territory with a high degree of responsibility”, and “being strictly on guard and defending to the last" in their respective positions.

(Translated by SUN Zheng)

Economic Benefit Analysis of Warehouse Height Desig in Metro Vehicle Base XIAO Feng

Through investigation and research of the warehouse height design in existing metro vehicle bases, and combined with the characteristics of metro vehicle maintenance that is different from normal railway maintenance, the vehicle technology, catenary, construction, structure, ventilation and air conditioning, as well as other professional warehouse height requirements are analyzed, scientific, economic and reasonable design standards forthe height of warehouse and the upper cover are put forward, the engineering costs are also compared and analyzed.

metro; vehicle base; maintenance warehouse; operating warehouse; engineering cost

TU 248; F 530.7

10.16037/j.1007-869x.2016.05.032

2014-11-19)