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15 February 2026, Volume 43 Issue 2
    

Main Line: Survey and Design
Main Line: Engineering Geology and Subgrade
Main Line: Railway and Track
Main Line: Bridge Engineering
Main Line: Tunnel Engineering
Main Line: Electrification Engineering
Information Technology
Urban Rail Construction
Development and Technology of Regional Railways
Engineering Economy and Management
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    Main Line: Survey and Design
  • Study on Block Type Selection for the Kyrgyzstan Section of China-Kyrgyzstan-Uzbekistan Railway
    ZHANG Wenbin
    Journal of Railway Engineering Society. 2026, 43(2): 1-6.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: The Kyrgyzstan section of the China-Kyrgyzstan-Uzbekistan Railway is an important part of the backbone transportation corridor supporting the China-Central Asia-West Asia Economic Corridor, and the transportation capacity of the line must be guaranteed. The transportation organization under different block types has a significant impact on the line capacity.The terrain along this line is highly undulating, making the project extremely challenging. The line needs to have long and large tunnels to cross the mountains along the route. The technical standard is based on diesel traction with the capability for future electrification. During the diesel traction phase, the impact of tunnel ventilation must be considered, and different block types will affect the project setup.Meanwhile, single-track railways in China generally adopt station-section block systems, but under the Russian technical standard system, certain single-track railways are operated in a tracking mode.
    Research conclusions: (1) The section of the China-Kyrgyzstan-Uzbekistan Railway within Kyrgyzstan is a single-track mountain-crossing railway in a plateau mountainous area. For diesel traction, whether the train tracking interval meets the long tunnel ventilation time is a key factor affecting station distribution. Due to the impact of long tunnel ventilation time, it is not feasible to adopt automatic block for tracking operation. (2) Electric traction is not affected by tunnel ventilation. After adding tracks at intermediate stations, adopting automatic block with 3-train tracking will result in a significant increase in project investment and greater complexity in transportation organization. In contrast, 2-train tracking can improve line capacity by approximately 10%-25% compared with automatic inter-station block. (3) Considering the project's transportation needs, engineering setup and operational experience, it is recommended to adopt automatic inter-station block. (4) The research ideas and methods can provide reference for the transportation organization modes of single-track railway projects under different standards.
  • Research on the Intersection Scheme of the New Shanghai-Nanjing-Hefei High-speed Railway with the Beijing-Shanghai High-speed Railway
    WANG Wendong
    Journal of Railway Engineering Society. 2026, 43(2): 7-11.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: With the gradual maturation of the railway network, it has become a norm that newly constructed railways intersect with existing railways. This paper took the intersection of the newly built Shanghai-Nanjing-Hefei railway with the existing Beijing-Shanghai high-speed railway as the research background, proposed five feasible schemes in the forms of underpass and overpass, and recommended the 2×100 m rotating concrete T-beam scheme as the final option through a comparative analysis. The recommended scheme is detailed from aspects such as main girder structure, main girder prestressing, girder end jacking force, and the rotation system, aiming to provide reference for the design and research of similar bridges.
    Research conclusions: (1) The underpass scheme is characterized by high cost-efficiency and does not require skylight operations, making it more suitable for newly constructed single-track railways with large intersection angles; the overpass scheme can to some extent overcome the disadvantages of the underpass scheme, such as proximity to existing railways, long construction interference periods, and the requirement for a specific intersection angle, and is therefore suitable for newly constructed railways with smaller intersection angles and higher construction standards. (2) The recommended 2×100 m rotating concrete T-beam overpass scheme, while meeting requirements of cost-effectiveness and aesthetics, can minimize the construction impact on the Beijing-Shanghai high-speed railway and ensure the operational safety of the existing railway. (3) The 2×100 m rotating concrete T-beam is currently the largest span double-line rotating concrete T-beam in China for crossing high-speed rail, and this structure can effectively improve the stress state and facilitate alignment control through the application of beam-end jacking forces.
    • Main Line: Engineering Geology and Subgrade
  • Mechanical Properties and Failure Mechanism of Fractured Rock Mass with Circular Cavities Under Confining Pressure
    JIA Zheqiang, ZHANG Yingxu, YANG Zheng, WANG Dong, TAO Ming, XU Zhengxuan, WANG Zhewei, WANG Fei
    Journal of Railway Engineering Society. 2026, 43(2): 12-17.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: In tunnel and railway engineering construction, the surrounding rock is often affected by high ground stress and complex crack structures, leading to problems such as rapid crack propagation, local instability, and even overall damage during excavation. Among them, rock masses containing pores and fractures have significant structural defects, and the orientation of fractures and confining pressure conditions have important effects on the strength and stability of the rock mass. However, the microscopic failure mechanism still needs to be further revealed. This article was based on the discrete element numerical simulation method and systematically studied the strength evolution, microcrack propagation law, and final failure mode of rock mass under different confining pressures and fracture angles.
    Research conclusions: (1) The peak strength of rock masses containing pores and fractures gradually increases with the inclination angle of the fractures from 0° to 90°, and the increase in confining pressure overall enhances the strength of the rock mass. (2) The evolution law of microcracks shows that the number of shear cracks is always higher than that of tensile cracks, and the increase in confining pressure contributes to the relative enhancement of tensile cracks. There are significant differences in the proportion of crack types at different crack inclination angles. (3) The periphery of the cavity is always the core area for crack initiation, and under low confining pressure conditions, it is easy to form rapid penetration of wing cracks and fissures, while under high confining pressure conditions, it exhibits cumulative failure within a wide shear band. (4) The research results can provide reference for the stability analysis of tunnels under high stress conditions.
  • Research on Active Grouting Control of Deformation for High-speed Railway Bridges Adjacent to Soft Soil Excavation
    SUN Honglin, TU Qizhu, MENG Changjiang, CHEN Zhan, CHEN Kan
    Journal of Railway Engineering Society. 2026, 43(2): 18-24.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Regarding the issue of deformation control for high-speed railway bridges adjacent to soft soil excavations, existing researches primarily focus on passive control measures such as reinforcing the retaining structures, strengthening the soil within the excavation pit, implementing zoned excavation, and installing isolation piles. These measures struggle to meet deformation control requirements at the 2-3 mm level and often lead to significant increases in project cost and construction duration. In recent years, a series of studies on active deformation control methods, such as grouting, have been conducted for metro shield tunnels near soft soil excavations. However, research on active control of deformations for high-speed railway bridges adjacent to soft soil excavations remains scarce. Based on a deep excavation project in soft soil adjacent to a high-speed railway bridge, this paper investigates the patterns of horizontal bridge deformation via active grouting, along with the relevant control parameters and field applications.
    Research conclusions: (1) Numerical analysis and monitoring data indicate that while enhancing support measures for the excavation pit can strictly control the deformation of the retaining structures, it is challenging to meet the millimeter-level deformation control requirements for adjacent high-speed railway bridges. (2) Field tests and numerical analysis reveal the following patterns for dual-hole synchronous symmetric grouting: As the grouting volume increases, the horizontal deformation of the high-speed railway bridge piers gradually rises, with the two showing a nearly proportional relationship. As the distance between the grouting holes and the bridge piers decreases, the horizontal deformation of the piers gradually increases, and the rate of increase accelerates. As the grouting depth increases, the horizontal deformation of the bridge piers gradually rises, but the rate of increase gradually slows. (3) Field applications demonstrate that a single set of dual-hole symmetric synchronous grouting can reduce the horizontal deformation of high-speed railway bridge piers by 0.7-1.3 mm. Through multiple rounds of dual-hole symmetric synchronous grouting, the deformation of the bridge piers can be actively and timely controlled to meet the required standards. (4) The findings of this study can provide valuable references and insights for deformation control in soft soil excavation pits adjacent to high-speed railway bridges.
  • Multi-stage Loading Triaxial Creep Test for Long-term Deformation of Embankment Fill
    LI Ning, HU Shixing, QIN Libing, HOU Zhenbin, LUO Qiang
    Journal of Railway Engineering Society. 2026, 43(2): 25-30.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Long-term deformation of compacted subgrade fill is typically evaluated by multi-stage loading test methods, but this approach may induce soil hardening under initial loads and memory effect on subsequent deformation. Based on the Boltzmann superposition principle, an analysis was conducted to investigate the influence of hardening and memory effects on long-term deformation in compacted soil samples under multi-stage loading conditions. By assuming the compacted fill soil as a linear viscoelastic body with a creep rate obeying a power-law decay, a modified method was developed that involved point-by-point accumulation of primary deformation in the main time domain for step-load creep curves, while excluding nonlinear hereditary deformation caused by initial loads in the secondary time domain. This enhancement improved the applicability of multi-stage loading creep tests for assessing long-term deformation in compacted fill soil.
    Research conclusions: (1) Using a modified stress-controlled triaxial compression apparatus, multi-stage triaxial creep tests are conducted on compacted fill soil specimens. The obtained isochronal curves of deviatoric stress versus creep deformation exhibit approximate linearity in the low-stress region, indicating the superposition characteristics of convergent steady-state long-term deformation in compacted fill soil. (2) By applying the proposed "point-by-point accumulation + nonlinear hereditary" correction method, the derived time-effect curve of long-term deformation demonstrates closer alignment with verification values compared to traditional coordinate translation methods and conventional point-by-point accumulation approaches. (3) The accumulation-heredity correction method mitigates the hardening effect induced by multi-stage loading and the long-term interference from hereditary deformation, leading to more robust creep data processing. Consequently, it demonstrates greater applicability for predicting long-term deformation in layered, compacted subgrade fill.
    • Main Line: Railway and Track
  • Research on Key Technical Issues in the Engineering of Long-distance Trunk Lines with EMS High-speed Maglev
    YU Haowei, DU Jianjun, YANG Yang, WEN Yanfeng, KOU Junyu
    Journal of Railway Engineering Society. 2026, 43(2): 31-36.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: In recent years, under continuous research, high-speed maglev technology has reached a critical stage of transitioning from laboratory to practical engineering. To accelerate the practical application of high-speed maglev, based on recent theoretical research and engineering design achievements such as test lines and route planning, key technical challenges in further advancing high-speed maglev toward large-scale trunk line engineering were summarized, including line-track engineering issues, optimized design of bridge and tunnel infrastructure, improvements in operational control technology, cost-effectiveness enhancement, and engineering environmental impact. For each of these issues, the current research status was analyzed, and research directions were proposed in line with the needs of practical engineering applications.
    Research conclusions: (1) For addressing rail engineering issues, further research is needed on comprehensive route selection methods for long-distance high-speed maglev lines, station structural forms and transportation organization methods, as well as high-precision spatial curve design and line shape adjustment maintenance. (2) Regarding infrastructure optimization design, research should focus on deformation control of long-span bridges, aerodynamic load and impact studies on tunnels, deformation analysis of low-positioned structures in transition sections of subgrades, and coordination of beam-track deformation on large-span bridges. (3) In terms of operational control technology, studies should explore optimized design of operation control zones and auxiliary parking lot configuration methods. (4) To address environmental and economic adaptability challenges of high-speed maglev, further research is required on environmental impact and control technologies, aerodynamic safety technologies, and cost-effectiveness improvement studies. (5) The identification of these issues holds significant importance for advancing high-speed maglev technology toward practical engineering applications. It not only provides direction for subsequent technical research but also facilitates the widespread adoption of high-speed maglev, accelerating its integration into future transportation systems as a key component.
  • Thoughts on the Development of Low Vacuum Pipeline Ultra High Speed Maglev Transportation
    MU Hanlin, XU Xubao, ZHANG Min, ZHANG Weihua, MA Weihua, CHANG Yonghua
    Journal of Railway Engineering Society. 2026, 43(2): 37-41.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Low-vacuum pipeline ultra-high-speed maglev transportation is one of the important development directions for higher-speed rail transit technology on land in the future. Its operating speed exceeds 1 000 km/h, which greatly increases the technical difficulty. Currently, both domestic and international communities are facing the difficult questions of whether and how to develop low-vacuum tube ultra-high-speed maglev technology. This article delved into the development of low-vacuum tube ultra-high-speed maglev in China, considering aspects such as comprehensive three-dimensional transportation network planning, speed target values, technical feasibility, and preliminary ideas for phased development.
    Research conclusions: (1) From the perspective of comprehensive three-dimensional transportation network planning, there is a demand for (super) high-speed land transportation. In the near term, priority should be given to the layout of the area east of the Beijing-Guangzhou line, forming an "arrow-shaped" network. In the long term, the area west of the Beijing-Guangzhou line should be improved, forming a "diamond + diagonal" network. (2) Its speed target value should reach 1000 km/h, utilizing low-vacuum tube ultra-high-speed maglev transportation technology. (3) Based on the current research status of low-vacuum ultra-high-speed maglev both domestically and internationally, a preliminary "four-step" phased development plan is proposed. The 600 km/h high-speed maglev is an important stage in the implementation process, and its technology needs to be mature with certain operational experience. (4) The research conclusions of this paper can provide a reference for the development path of low-vacuum tube ultra-high-speed maglev transportation.
    • Main Line: Bridge Engineering
  • Research on the Design of Hybrid Composite Girder Cable-stayed Bridges for Long-span High-speed Railways
    FANG Xuzhuo
    Journal of Railway Engineering Society. 2026, 43(2): 42-47.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: The main bridge of the Shenzhen-Jiangmen Railway over the Jiya Waterway adopts a 408 m cable-stayed design based on navigation and flood control requirements, accommodating a two-line high-speed railway operating at 250 km/h. A systematic study was conducted to optimize structural performance, construction efficiency, ride comfort, and cost-effectiveness, offering a reference for similar long-span high-speed railway bridges.
    Research conclusions: (1) A double-box hybrid girder system is employed, with concrete side spans and a steel-concrete composite main span. This configuration enhances anchorage stiffness, prevents negative bearing reactions, and enables synchronous construction of side spans and towers—thereby shortening the project timeline and reducing steel consumption. (2)The structural restraint system combines shearable fixed bearings with viscous dampers, which improves track stability and provides enhanced seismic resistance. (3) Static and dynamic analyses demonstrate that structural deflections, beam-end rotations, and lateral displacements under ZK live load comply with design standards, exhibiting excellent wind and seismic performance. Vehicle-bridge coupling simulations further verify safe and comfortable operation at the design speed of 250 km/h. (4) The design of the hybrid composite girder cable-stayed bridge described in this paper can be a reference for the design of railway bridges with similar spans.
  • Design of a Railway Open-web Continuous Rigid Frame Bridge with 220 m Main Span
    ZHUANG Yan
    Journal of Railway Engineering Society. 2026, 43(2): 48-53.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: To address the technical challenges posed by complex construction conditions such as deep V-shaped valley-ridge terrain, required track elevation and unfavorable geology including landside areas, the main bridge of the Puhe River Super Major Bridge on the Pingliang-Qingyang Railway adopted an innovative (125+2×220+125) m open-web continuous rigid frame bridge scheme. This bridge is the first open-web continuous rigid frame bridge for railways in China. This paper systematically described the bridge’s overall design, key structural details, structural performance, and construction scheme, with a focus on investigating the mechanical behavior and design methodology of long-span railway open-web continuous rigid frame bridges. It aimed to provide references for the construction of similar railway bridges and to further promote the innovative application of open-web continuous rigid frame bridges in the railway sector.
    Research conclusions: (1) The main bridge adopts an open-web continuous rigid frame bridge type. Forming a beam-arch combined structural system by hollowing out the root section webs, it effectively reduces the structural self-weight and significantly enhances the spanning capacity, demonstrating strong competitiveness in deep valley areas. (2) By optimizing the girder depth and open-web configuration, along with adopting a convergent triangular zone joints supplemented with arc chamfers and external steel plating, stress concentration in critical areas can be significantly mitigated, thereby ensuring the structural safety. (3) Structural analysis indicates that the stress levels, stiffness indices, and deformation control of the main girder during both construction and operational phases meet the code requirements, demonstrating satisfactory static performance. (4) The vehicle-bridge coupling dynamic analysis results show that when the train runs at the design speed of 160 km/h, all dynamic response indicators comply with the dynamic acceptance standards for mixed passenger and freight railways, confirming good running performance. (5) The open-web segment employed a double-layer hanging basket system with a cable-stayed asynchronous construction method for the upper and lower chords, which effectively controlled the alignment during main girder construction. (6) The successful implementation of this bridge provides an innovative bridge type alternative and valuable experience for railway construction in deep-cut valley regions in China.
    • Main Line: Tunnel Engineering
  • Numerical Simulation and Analysis of Different Excavation Methods for Railway Tunnel in Weak Surrounding Rock
    LI Zhun, WANG Jianhong, NING Yu
    Journal of Railway Engineering Society. 2026, 43(2): 54-58.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Railway tunnels in weak surrounding rock are characterized by poor engineering properties of the surrounding rock, broken and discontinuous rock masses, and susceptibility to deformation of supporting structures. The selection of excavation method needs to fully consider various influencing factors under the premise of meeting the principle of “safety, speed and economy”. In this paper, the numerical simulation method was used to analyze the internal force and deformation of the tunnel surrounding rock and the initial support when the tunnel was constructed by the full section method, the step method and the reserved core soil method. It simultaneously observed the scale and distribution of the plastic zone, and a comparison was carried out. The purpose was to provide theoretical and technical support for the smooth construction of railway tunnels in weak surrounding rock and to improve the construction of railway tunnels under complex geological conditions in China.
    Research conclusions: (1) The reserved core soil method for construction is more advantageous for railway tunnels in weak surrounding rock. (2) The displacement control effectiveness of the arch support system is weaker than that of construction process optimization. (3)The variation parameters and boundary conditions of different excavation methods can provide reference for subsequent railway projects.
  • Investigation and Characteristics Study of Extra-long Tunnels in Water-rich Coal-bearing Strata
    WANG Lei, MENG Qingwen
    Journal of Railway Engineering Society. 2026, 43(2): 59-63.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Coal resources and coal-bearing strata are widely distributed in the northern Shaanxi region. As the most efficient transportation method, railway investigation work—especially the investigation of extra-long tunnels—will face a series of problems, such as complex topographic conditions, interbedded distribution of water-rich hard and soft rocks, and harmful gases. This study based on a case of a tunnel in a typical loess landform area (featuring ridges, hills, and gullies) of Yan'an City intends to select the optimal investigation plan through comprehensive analysis of geological factors and on-site conditions along the tunnel route, clarify in detail the engineering geological and hydrogeological conditions along the tunnel, and reasonably determine the tunnel water inflow and surrounding rock classification, so as to provide detailed basis for tunnel design and construction.
    Research conclusions: (1) For the tunnel investigation, a comprehensive investigation plan combining geological mapping, exploration, geophysical exploration, and hydrogeological testing was adopted to clarify in detail the engineering geological and hydrogeological conditions along the tunnel route. (2) The normal water inflow of the entire tunnel is 4 649 m3/d, and the maximum water inflow is 9 600 m3/d. (3) The total length of Class Ⅳ surrounding rock sections along the entire tunnel is 8 775 m, and the total length of Class Ⅴ surrounding rock sections is 1 760 m. (4) The tunnel has now been completed and opened to traffic. No geological factor-induced changes occurred during the construction process. This investigation plan has certain reference significance for the investigation of extra-long tunnels in similar areas.
    • Main Line: Electrification Engineering
  • Unified Model-driven Integrated Method for Traction Power Supply Simulation and Protection Setting
    XIAO Zilin
    Journal of Railway Engineering Society. 2026, 43(2): 64-68.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: With the rapid development of high-speed railway and urban rail transit networks, there is an increasingly urgent need for digital and refined design of traction power supply systems. Currently, a significant disconnection exists between high-precision simulation models and simplified setting calculations based on the "practical short-circuit current method". This separation of models and algorithms leads to technical bottlenecks such as model inconsistency, data isolation, and lack of algorithmic coordination, severely restricting the improvement of digital management throughout the system's life cycle. Therefore, there is an urgent need to construct an integrated computational methodology that effectively bridges simulation and setting, covering the entire life cycle of the system.
    Research conclusions: (1) An integrated computational method based on a unified multi-conductor chain model is proposed, achieving precise modeling and high-accuracy calculation of traction network parameters. (2) A "model once, use throughout" collaborative mechanism is established, significantly enhancing the computational efficiency of the entire process through model-driven integration of data and algorithms. (3) A technological transition from fragmented toolkits to an integrated algorithmic platform has been accomplished, forming a complete methodological pathway that supports the digital evolution of traction power supply systems. This holds significant engineering application value for the optimization of protection settings under complex operating conditions. (4)The research findings of this paper can serve as a reference for traction power supply simulation calculations and relay protection setting calculations.
  • Adaptability Study of Existing Overhead Contact System Equipment at 400 km/h Operational Speed
    QIAO Kaiqing, YANG Jia, CAI Junyu, ZHANG Jiawei, DING Run
    Journal of Railway Engineering Society. 2026, 43(2): 69-73.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: China has successfully established and widely applied the overhead contact system (OCS) and equipment technology system for operational speeds of 350 km/h and below, which has strongly supported the rapid development of high-speed railways. However, with the strategic goal to achieve an operational speed of 400 km/h, a critical question arises: whether the existing OCS and equipment can directly adapt to higher operational speeds. Currently, there is a lack of mature engineering application cases and relevant technical standards for 400 km/h OCS both domestically and internationally. This paper focused on China’s typical 350 km/h OCS (exemplified by the 30 kN + 21 kN configuration) and employed a multidimensional approach—including pantograph-catenary dynamic coupling simulations, mechanical performance tests of equipment, and analysis of high-speed comprehensive test data—to systematically evaluate the adaptability of existing OCS equipment under 400 km/h operational conditions. The study aimed to provide a scientific basis for establishing the OCS technical framework.
    Research conclusions: (1) At 400 km/h, the spatial dynamic displacement of key components such as the contact wire, steady arm, dropper, elastic dropper, electrical connection, and mid-point anchor increases significantly. The uplift amplitude generally rises by 50% or more compared to that at 350 km/h, leading to a substantial increase in the risk of collision and wear between wires and components. (2) Under 400 km/h operation, the vibration-induced fatigue of equipment intensifies. For instance, the predicted service life of the continuous dropper is only about 40% of that at 350 km/h, failing to meet the requirement of 2 million cycles of fatigue testing. The risks of fatigue fracture also increase synchronously in electrical connections, elastic droppers, mid-point anchor ropes, and the contact wire itself. (3) Components such as the cantilever support assembly, terminal anchoring clamp, and anchor branch positioning clamp experience relatively minor effects from vibration fatigue at increased speed. Their mechanical strength under both static and dynamic loads meets the operational requirements for 400 km/h. (4) The existing 350 km/h catenary tension system faces challenges in meeting long-term stable operation requirements at 400 km/h, necessitating priority optimization of system design and parameters at the source. (5) This research provides valuable references for the engineering design, equipment development, and maintenance management of electrified railway catenary systems.
  • Study on Service Performance of Positioning Devices for High-speed Railway Catenary
    CHEN Wei
    Journal of Railway Engineering Society. 2026, 43(2): 74-78.
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    Research purposes: The positioning device is a crucial component of the high-speed railway catenary system, playing a vital role in fixing the catenary wires. The existing positioning devices and positioning supports of high-speed railways generally adopt a hook-ring connection method. When the pantograph of a high-speed train passes by, the positioning device vibrates frequently up and down. As a result, the positioning hook and ring not only bear long-term mechanical wear but also electrical ablation caused by the passage of strong current in the catenary. In severe cases, this may lead to connection breakage and cause pantograph-catenary faults. The reliability of the positioning connection is closely related to the safe operation of railways. Therefore, studying the service performance of aluminum alloy positioning hook-rings for high-speed railway catenary and clarifying their failure mechanism is of great significance for timely grasping the operating status of positioning devices and ensuring operational safety.
    Research conclusions: (1) After long-term service of the positioning device, the overall wear degree of the positioning ring is greater than that of the positioning hook, and the inner side of the positioning ring is the weakest part of the overall structure. (2) The failure modes of different regions of the hook-ring connection structure after multiple vibrations are diverse, with mechanical wear being the main failure form, accompanied by oxidative wear caused by electrical burning. (3) Stress concentration occurs at the contact part of the hook-ring structure, and typical fretting fatigue failure occurs inside, which poses a significant hidden danger to operational safety. (4) Compared with the hook-ring connection, the pin hinge has a larger contact area, more uniform and stable force bearing, and good reliability in various performances, so it can be used as a promotion scheme for positioning devices in engineering implementation. (5) The research results of this paper are applicable to the professional field of high-speed railway catenary.
    • Information Technology
  • Research on a Construction Method of Digital Twin for Railway Intelligent Construction and Maintenance
    WANG Xu
    Journal of Railway Engineering Society. 2026, 43(2): 79-84.
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    Research purposes: The application of digital twin technology currently faces several challenges, including the inconsistency in the mathematical representations of model states and data-driven patterns, tight coupling between model and business system development, and poor collaboration among teams with different professional backgrounds. These issues result in high application costs and prolonged development cycles. In railway engineering, there is a need for digital twin models to be cost-effectively migrated across different application systems to meet the requirements of intelligent construction and operation throughout the entire lifecycle of infrastructure.
    Research conclusions: (1) The generalized coordinate matrix approach is adopted to unify the state representation of digital twin models, facilitating computer processing while supporting historical state backtracking and virtual simulation. (2) Standardized data formats are employed to update the generalized coordinate matrix through data aggregation and mapping, thereby achieving data-driven model updating. (3) A binding mechanism between business models and geometric models is implemented to decouple the development of business logic from 3D modeling. This enables parallel development by teams with diverse expertise. (4) This research provides actionable references for applying digital twin technology in railway intelligent construction and operation systems.
    • Urban Rail Construction
  • Key Points for the Planning and Design of Structurally Independent Ring Lines in Urban Rail Transit Systems
    WANG Honggang
    Journal of Railway Engineering Society. 2026, 43(2): 85-89.
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    Research purposes: When the urban rail transit network in some cities in our country has developed to a certain extent, it is considered to plan and construct structurally independent loop lines to improve the network efficiency. To ensure the full play of the role of the loop lines, it is necessary to conduct a systematic analysis of the key points of the planning and design. Through the research on the domestic operational and under-construction loop lines, the relevant factors affecting the planning and design of structurally independent loop lines are proposed, and the key issues that need to be solved in their planning and design are clarified.
    Research conclusions: (1) This paper focuses on the timing and scale of the loop line construction, the location of stations and lines, the setting of vehicle bases and connecting lines, and the key and difficult points of the project. (2) Based on the matching degree between urban development and the rail transit network, the necessity, timing and scale of the loop line construction are determined, combined with the construction plan in a timely manner in accordance with public transportation demand and objective conditions. (3) We need to deepen the engineering technical plan, stabilize the main technical standards, and ensure the land use conditions to ensure that the project is legally and compliantly approved. (4) Through refined design, it gives full play to the benefits of the loop line network, and improves the flexibility and service level of the network operation. (5) This study offers insights and references for the planning and design of structurally independent ring lines.
  • Research on the Mechanism and Control Measures for Large-angle Deflection of Shield Machine Body
    DAI Zhiren, ZHANG Shasha, LI Guoliang, LAI Hongpeng, HUANG Feng, XU Ling, ZHENG Yanlong, BAO Han, LUO Yanbin, WANG Daoyuan
    Journal of Railway Engineering Society. 2026, 43(2): 90-95.
    Abstract ( ) Download PDF ( )   Knowledge map   Save
    Research purposes: Shield deflection during tunnelling process is a relatively common occurrence, typically manifesting as minor yaw angles within the range of ±1°- ±3°. Large-angle deflection of the shield body is relatively rare. This paper addressed an actual case of severe shield deflection exceeding 90° in roll within a specific volcanic ash stratum. Based on the torque transmission path of the cutterhead and the composition of the shield body’s anti-deflection torque, a detailed analysis was conducted on the reasons for the deflection of the shield body from aspects such as the contact state between the shield body and the surrounding rock, and the anti-rotation capacity of the segment lining. And then, the mechanism underlying large-angle shield deflection was elucidated. Furthermore, effective anti-deflection control measures for the shield body were proposed.
    Research conclusions: (1) Insufficient lateral frictional resistance between the shield and the surrounding ground is the primary cause of large-angle shield roll deflection. The friction generated at the shield-soil interface can provide sufficient resistance torque to counteract shield rotation. (2) The absence of tongue-and-groove joints in segment rings, coupled with inadequate shear resistance at the ring interfaces, is the main reason why already-erected segments within the tail skin rotate together with the shield body. (3) Grouting through the shield body should be promptly implemented to fill the annular void around the shield, ensuring tight contact with the ground. This enhances shield-ground friction and mitigates the risks of ground stress release and settlement deformation. (4) When shield roll deflection occurs, priority should be given to overcutting with profiling cutters combined with adjusting tail void grouting positions. Overcutting creates the spatial conditions necessary for shield rectification, while tail grouting can "push" the shield towards the overcut area. (5) This paper can provide a reference for similar projects in the future.
    • Development and Technology of Regional Railways
  • Research on the Development Strategy of Suburban Railways for the Beijing Metropolitan Area
    CAO Meng
    Journal of Railway Engineering Society. 2026, 43(2): 96-101.
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    Research purposes: Considering the relocation of Beijing's non-capital functions and the development of surrounding clusters, and drawing insights from the experience of Tokyo metropolitan area rail transit, this paper explored the role of suburban railways in guiding the development and construction of urban clusters. Based on the current development status of the rail transit in Beijing metropolitan area, it fully utilized existing and planned railway resources to optimize the layout of the road network.The measures, such as interconnection between major passenger stations and layout of suburban corridors, were studied to improve transportation efficiency and service quality. The study aimed to provide reference and guidance for promoting the high-quality development of suburban railways in key metropolitan areas and provincial capital hub cities in China.
    Research conclusions: (1) The study proposes the interconnection between major hub passenger stations, allowing multiple departure points, so that except for Beijing North Station, the other seven passenger stations can be effectively reached from main network lines, reducing cross-district transfers within the city and effectively alleviating the pressure on urban public transportation in the central city area. (2) Based on commuting travel characteristics, eight main suburban corridors are planned and constructed, with suburban trains operating to meet long-distance commuting and other travel needs. It is estimated to carry up to 1.01 million passengers per day in suburban areas, raising the share of rail transit passenger flow to 6.7%, and reducing about 314 million rail transit transfers annually, achieving the goals of urban (suburban) planning and development. (3) The study proposes recommendations to promote the implementation of related planning projects from the perspectives of overall planning, resource assurance, and construction operation, providing important support for building a “one-hour” transportation circle in the Beijing metropolitan area.
    • Engineering Economy and Management
  • Study on Benefit Distribution of Life Cycle Engineering External Consulting for China-Laos Railway Project
    DU Liantao, ZHAO Haiyan, WANG Sichen, CHAI Tiantian
    Journal of Railway Engineering Society. 2026, 43(2): 102-105.
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    Research purposes: In the context of the Belt and Road Initiative (BRI), major railway projects have made significant progress. However, a situation persists where upstream and downstream enterprises within China's railway industry work independently, making it difficult to form a joint force. The design institutes face high sunk costs in the early research stage, and the design fee income in the later implementation stage does not match their full-process contribution, leading to insufficient motivation. The construction and equipment enterprises are eager for rapid project progression, but with little influence in research stage they often find themselves in a passive position. The operating enterprises usually intervene when the project is substantially complete, and there may be a mismatch between the construction outcome and operational needs. Grounded in the practical case of China-Laos Railway and based on a benefit distribution method derived from the Nash game model, this paper investigated the distribution of value-added benefits among units within the industrial alliance adopting the whole-process consulting model.
    Research conclusions: (1) The client is the beneficiary of value-added benefits generated under the whole-process consulting model within the industry alliance, therefore, it should provide strong support, and enhance regulatory work throughout the process. (2) The contribution rate and allocation deviation of the design institutes in generating value-added benefits are the highest. Therefore, it is necessary for them to further elevate their perspective and assume a leading role. At the same time, the client and industry alliance units should provide design fee support and resource allocation to inspire the design institutes. (3) Construction, equipment, and operation enterprises are both contributors and beneficiaries of the industry alliance’s value-added benefits, they should leverage the advantages of the whole-process consulting model by increasing their involvement during the early stages and collaborating closely with design institutes to collectively enhance the alliance's overall value creation. （4）This study explores the distribution of value-added benefits among various units within the industrial alliance adopting life cycle engineering external consulting mode based on the Nash game model,providing valuable insights for mobilizing the enthusiasm of relevant units and enhancing the overall benefits of projects.
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