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15 September 2026, Volume 43 Issue 9
    

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    Main Line:Engineering Geology and Subgrade
  • SONG Fei, JIN Feifei
    Journal of Railway Engineering Society. 2026, 43(9): 1-7.
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    Research purposes:To investigate the seismic performance of geocell retaining walls, geogrid-reinforced retaining walls, and gravity retaining walls, a FLAC3D numerical model calibrated and validated through shaking table tests is employed. This model is used to systematically compare the dynamic characteristics of the three wall types under seismic loading, including acceleration response, permanent displacement, earth pressure distribution, and settlement evolution. The study further reveals differences in their deformation modes, phase lag of seismic wave propagation, and energy dissipation mechanisms. Finally, a quantitative seismic rating system is established by integrating four evaluation indices:structural ductility, foundation adaptability, structural integrity, and economy.
    Research conclusions:(1) The peak acceleration amplification coefficient of the geocell retaining wall occurs at 7H/8. The geogrid-reinforced retaining wall and the gravity retaining wall exhibit amplification effects with increasing elevation and toward the surface. The geocell has a good energy dissipation capacity, while the other two types of retaining walls do not show this phenomenon. (2) The displacement of the geocell retaining wall increases first and then decreases along the wall height, with the peak value in the middle of the wall. The other two types of retaining walls have the maximum displacement at the wall top. (3) The settlement of the geocell retaining wall increases first in the horizontal direction and then decreases. The other two types of retaining walls have larger values near the wall surface. The uneven settlement values are 0.61%, 0.86%, and 0.95%, respectively. The displacement index and rotation angle of the gravity retaining wall are larger, while the geocell retaining wall shows the smallest increase. (4) The geocell retaining wall maintains a coupling mechanism of rotation and translation under all amplitudes. The other two types of retaining walls are mainly translational at low amplitudes and rotational at high amplitudes. The phase angle of the gravity retaining wall is the largest at 74.89°, while that of the geocell retaining wall is the smallest at 40.57°. (5) The seismic ratings of both reinforced retaining walls exceed 80 points, making them suitable for high-intensity areas. The rating of the gravity retaining wall is 32 points, making it suitable for low-intensity areas. (6) This research can provide a basis for the selection of retaining structures in engineering applications.
  • NIU Wenqing, LIAO Xiaoping, NIE Xiyi, DU Hang
    Journal of Railway Engineering Society. 2026, 43(9): 8-13.
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    Research purposes:Large-diameter circular anti-slide piles have been widely used in landslide and slope stabilization due to their advantages such as high mechanized construction efficiency, low safety risks, uniform stress distribution, strong adaptability, and low overall cost. However, existing studies are mostly based on theoretical analysis or numerical calculations, with few model test results. To address this gap, this study conducts a large-scale (1∶5) push-pile model test to investigate the distribution of earth pressure around the pile, pile deflection, and internal force characteristics under thrust loading.
    Research conclusions:(1) The earth pressure behind the pile increases above the sliding surface with a triangular distribution and decreases below the sliding surface with an inverted trapezoidal distribution; the earth pressure in front of the pile increases, with a triangular distribution above and an inverted trapezoidal distribution below, and the maximum earth pressure occurs near the sliding surface. (2) The pile deformation exhibits a "y"-shaped distribution, with greater deformation above the sliding surface and smaller deformation below it. (3) The bending moment along the pile shows an "S"-shaped distribution with an inflection point near the sliding surface, while the shear force exhibits a "⊰"-shaped distribution and reaches its maximum near the sliding surface. (4) The greater the anchorage depth of the pile, the smaller the displacement at the pile top and the stronger the deformation resistance. (5) The research findings are applicable to slope (landslide) stabilization projects using large-section circular anti-slide piles.
  • Main Line:Railway and Track
  • HE Qing, YANG Qianqian, WU Guoxin, WANG Xiyun, ZHU Ying, WANG Ping
    Journal of Railway Engineering Society. 2026, 43(9): 14-19.
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    Research purposes:To address the influence of seasonal disturbance and maintenance behavior on track state in service process, a track geometric probability prediction model for heavy haul railway is constructed. The model is based on the linear degradation trend of track geometry, and integrates the low temperature disturbance effect and maintenance intervention mechanism in winter. The hierarchical Bayesian method is introduced to model the parameter heterogeneity between track segments. The posterior distribution of key parameters such as initial geometric value, degradation rate and seasonal disturbance amplitude is inferred using the variational autoencoder (VAE) framework to achieve the full-distribution prediction of track state.
    Research conclusions:(1) There is a significant increase in track geometry in winter (35%~45%). (2) The prediction performance of HBM-VAE on subgrade, bridge and tunnel section is better than that of SVM and CNN, with higher accuracy and stability. (3) The state assessment shows that the tunnel section is the most stable, the uncertainty of the bridge section is prominent, and the frost heaving effect of the subgrade section is significant in winter. Based on this, priority should be given to preventing long-term deterioration of the bridge and seasonal deformation of the subgrade, which provides a basis for differentiated maintenance strategies.
  • WANG Jin, WU Yuzhu, SHANG Peipei
    Journal of Railway Engineering Society. 2026, 43(9): 20-25.
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    Research purposes:This study aims to alleviate the operational capacity bottlenecks of trunk railways—especially heavy-haul lines—during frame bridge jacking construction by addressing the coupled vibration issues among train, track, and the reinforcement system. It proposes a dynamics model for the vertical coupled vibration of the vehicle-track-line reinforcement system and employs Zhai's method for numerical integration solution, with a computational program implemented in Python and validated. Taking the frame bridge of National Highway G240 passing under the Shuohuang Railway as a case study, the influence of different train speeds on the dynamic responses of both the vehicle and track reinforcement system is analyzed to provide a theoretical basis for optimizing train operating speeds.
    Research conclusions:(1) The results show that in the validation scenario simulating zero train speed and stress-free state release, the wheel-rail contact force gradually converges to the static wheel load over time. (2) The dynamic responses intensify with increasing train speed in practical engineering simulations. Within the 45-65 km/h speed range, all dynamic performance indices comply with code requirements. Upon successful verification through subsequent real-vehicle tests, the train speed limit during jacking construction can theoretically be raised to 55-60 km/h. (3) The developed dynamic model and its computational program are reliable, convenient to use, and of significant engineering applicability, providing a robust methodology for analyzing the correlation between train speed and dynamic responses.
  • Main Line:Bridge Engineering
  • LI Kebing, SU Yonghua, WANG Li
    Journal of Railway Engineering Society. 2026, 43(9): 26-32.
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    Research purposes:As an important part of the comprehensive transportation system, the suburban railway is inevitably interconnected with the trunk railway and intercity railway operating at a speed of 200 km/h. In this paper, the influence of the train parameters and the simply-supported beam parameters on the dynamic response of the beam is studied through the dynamic simulation analysis of the moving load series model for the commonly used span simply-supported beam of 200 km/h suburban railway. Based on the principle that the dynamic coefficient of the simply-supported beam under the action of the train should not exceed the allowable dynamic coefficient, the recommended limit of the vertical design fundamental frequency of the commonly used span simply-supported beam for 200 km/h suburban railway is proposed.
    Research conclusions:(1) The super-harmonic resonance of 32 m and 40 m simply-supported beams disappears under the action of suburban trains, which can keep the dynamic response of the beam at a low value within the corresponding resonance speed range of the train, which is conducive to the dynamic design of simply-supported beams. (2) The maximum dynamic coefficient of simply-supported beam decreases rapidly in a specific fundamental frequency range. By increasing the fundamental frequency of the beam, the dynamic response of the simply-supported beam can be reduced to ensure that the dynamic effect of the bridge design load of suburban railway can envelop the dynamic effect of the 200 km/h operating load. (3) The vertical fundamental frequency design limit of 200 km/h suburban railway simply-supported beam can be determined according to the design speed of 200 km/h. The fundamental frequencies of 24 m, 32 m, 40 m and 48 m prestressed concrete simply-supported beams are 7.26 Hz, 3.06 Hz, 2.69 Hz and 2.64 Hz, respectively. (4) The research methodology and results can provide a reference for the design of 200 km/h suburban railway simply-supported girder and the revision of specifications.
  • LING Xiaqing
    Journal of Railway Engineering Society. 2026, 43(9): 33-37.
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    Research purposes:Basket-handle steel box arch-concrete girder composite bridges are widely used in urban viaducts and mountain railways. However, the arch-girder joint section is subjected to complex and highly non-uniform stress distributions. At present, the design of such joints is largely based on engineering experience due to a lack of systematic theoretical analysis, which may result in either insufficient safety margins or material waste. In this study, a real bridge project was taken as the research object, and a refined local finite element model was established. The effects of key parameters, including the thicknesses of the arch rib web plate, outer stiffeners, and inner stiffeners, on the mechanical behavior of the joint were systematically investigated. The vulnerable regions and load transfer mechanisms were revealed, providing a theoretical basis for the structural optimization of such joint sections.
    Research conclusions:(1) Under increasing load, the outer stiffeners, web plate, and inner stiffeners of the arch rib are found to yield sequentially, and a considerable load-bearing capacity reserve is observed in the empirically designed arch bridge. (2) Increasing the thickness of the outer stiffeners can delay the first yielding, but it does not significantly contribute to the ultimate load-carrying capacity. Stress concentration at the bottom of the outer stiffeners can be alleviated by setting chamfers. (3) The thickness of the arch rib web plate exerts a dominant control effect on the load-carrying capacity:A 10 mm increase in thickness results in a 20.59% improvement in capacity, while a 16 mm reduction leads to a 33.55% decrease. In contrast, the influence of the inner stiffener thickness is relatively minor, and its importance is lower than that of the web plate. (4) For a balance between safety and economy, it is recommended that the thickness of the arch rib web plate be controlled within 24-32 mm and that of the inner stiffeners within 16-20 mm. (5) The structural parameters and optimization recommendations obtained from this study can be applied to the design of similar bridges, contributing to improved design efficiency and reduced construction costs, thus demonstrating significant engineering practical value.
  • LI Wangwang, SU Yonghua, SHI Long, ZHAO Xinxin, WU Shengtao
    Journal of Railway Engineering Society. 2026, 43(9): 38-42.
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    Research purposes:To determine the mechanical properties and full stress-strain constitutive relationship of grade 1860 steel strand after high-temperature treatment, 36 steel strands were subjected to high-temperature loading (100-700℃) and subsequent tensile tests. The mechanical properties, microhardness, and metallographic structure of the grade 1860 steel strand after high temperature were measured and analyzed as a function of temperature. Additionally, structural characteristics—including the bending safety factor of a 32 m-span prestressed concrete simply supported box girder for railway bridges, and the shear and bending safety factors at inclined sections—were calculated and evaluated, taking into account the degradation of steel strand mechanical properties under high temperatures.
    Research conclusions:(1) After exposure to high temperatures ranging from 100 ℃ to 300 ℃,the loading temperature and duration have no significant effect on the ultimate strength, yield strength, elastic modulus, or total elongation at maximum load of the steel strand. (2) Beyond 400 ℃, the strength of the steel strand decreases significantly, with its ultimate strength dropping to 45% of that at room temperature after exposure to 700 ℃. A strength reduction formula and a stress-strain constitutive relationship are established for steel strands under high temperatures. (3) At temperatures between 100 ℃ and 500 ℃, the hardness and microstructure of the steel strand are essentially comparable to those at room temperature. At 700 ℃, the hardness decreases to 47% of that at room temperature; carbides in the metallographic structure undergo melting and spheroidization, leading to the disappearance of the microstructure. (4) As the loading temperature of steel strands increases, both the bending safety factor of box girder structure and the shear and bending safety factors at inclined sections decrease significantly; after exposure to 700 ℃, neither the bending nor the shear safety factors meet the code requirements. (5) This study provides experimental data and references for the assessment of railway prestressed concrete structures subjected to high-temperature fire conditions.
  • Main Line:Tunnel Engineering
  • HU Zhinan, CHAI Wenkai, YANG Xin, QIAO Pan, LIU Zhichun
    Journal of Railway Engineering Society. 2026, 43(9): 43-48.
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    Research purposes:The cracking of tunnel lining, water leakage, ice hanging, and road icing caused by low temperature are key factors affecting the service performance and operational safety of railway tunnels in cold regions. This article is based on long-term monitoring data of a railway tunnel in a seasonal cold region of Hebei Province. Using ANSYS Fluent, a two-dimensional fluid-structure coupled transient heat transfer model considering the ground temperature field, air temperature field, and air flow field is constructed to study the distribution law of the surrounding rock temperature field. Based on on-site measurements and numerical analysis, this study analyzes the actual insulation effect of the tunnel, divides the frozen sections of the surrounding rock inside the tunnel, and then proposes a targeted segmented insulation optimization plan.
    Research conclusions:(1) The average influence depth of surface cold sources on the tunnel surrounding rock is 10 m, and the influence of temperature inside the tunnel on surrounding rock decreases with increasing radial depth of surrounding rock. (2) In the initial design, a 6 cm-thick insulation layer is laid within 1 500 m from both the entrance and exit, and the surrounding rock freezes to varying degrees along the tunnel alignment. (3) According to the degree of freezing of the surrounding rock, adding or thickening insulation layers of different materials on the original insulation layer can effectively avoid excessive insulation performance and save engineering costs. (4) The research can provide a reference for temperature monitoring and insulation design of railway tunnels in seasonal cold regions.
  • AN Pengtao, LU Zhouqiao, FU Helin
    Journal of Railway Engineering Society. 2026, 43(9): 49-54.
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    Research purposes:In water‑rich fractured strata, where fractures are highly random in their development and water pressure distribution is uneven, water inrush disasters occur frequently during tunnel construction. The disaster‑inducing mechanism involves multi‑field coupling of seepage, stress, and damage, making the process extremely complex, and it is significantly affected by geological structures and construction disturbances, which poses great challenges for disaster prediction and prevention. To address this issue, the surrounding rock and the reinforced zone are treated as heterogeneous and anisotropic media, while the tunnel support structure and the geotextile are regarded as homogeneous and isotropic media, and a simplified calculation model for tunnel drainage is established.
    Research conclusions:(1) The tunnel drainage system is governed by the thickness of the geotextile and the spacing of circumferential blind drains. As the drainage system is enhanced, the water inflow increases under steady-state seepage conditions, while the hydraulic head acting on the support structure decreases. (2) The primary support structure functions similarly to a grouting ring. Enhancing the water-blocking effect of both the grouting ring and the primary support can provide better protection for the secondary lining. (3) During tunnel construction in water-rich fractured zones, the maximum fracture width should be controlled within a reasonable range through grouting, so as to avoid damage to the groundwater environment in the tunnel site area. (4) The research findings can provide theoretical support for the design and construction of drainage systems in tunnels situated in water-rich fractured strata.
  • LIU Zhonglei, JIA Weidong
    Journal of Railway Engineering Society. 2026, 43(9): 55-60.
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    Research purposes:To address the common issues of high humidity, frequent dense fog, and poor visibility during the second lining construction in high-altitude tunnels, this study, based on a railway high-altitude tunnel project in western China, employs a combined approach of CFD numerical simulation and field measurements to analyze the coupling characteristics of the flow field and humidity field in the second lining construction zone. The effects of trolley blockage, wall seepage, temperature difference, and overall temperature on humidity distribution are investigated, and a jet fan layout strategy is proposed to improve the humidity distribution.
    Research conclusions:(1) Dense second lining trolleys disturb airflow and cause vapor accumulation at the tunnel crown, extending high-humidity zones. (2) Increasing temperature difference from 3 ℃ to 7 ℃ raises the average relative humidity by 21%, while increasing overall temperature to 22-25 ℃ reduces it by approximately 42%. (3) With constant temperature and wall conditions, increasing jet fan airflow reduces average relative humidity to as low as 68%, effectiveness decreases as fan distance from the portal increases. Raising the fan height to 6 m and 8 m reduces the cross-sectional average vapor mass fraction by 8.6% and 12.2%, respectively. (4) The results provide theoretical support and practical reference for ventilation system optimization, construction environment control, and humidity management in high-altitude tunnel second lining construction.
  • Main Line:Electrification Engineering
  • ZHAO Duo, LIU Minyu, HUANG Ganke, TANG Qichao, REN Tai
    Journal of Railway Engineering Society. 2026, 43(9): 61-67.
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    Research purposes:To improve the path planning performance of the traditional Rapidly-exploring Random Tree (RRT) algorithm in complex environments, an APF-CE-RRT algorithm integrating artificial potential field and cross-entropy optimization is proposed. An adaptive step-size strategy is adopted to enhance search efficiency, cross-entropy importance sampling is used to optimize the probability distribution and guide the tree toward high-quality paths, and an update mechanism for potential field parameters is introduced to enhance sampling quality and convergence performance. Systematic experiments are conducted in a 2D maze environment to validate the algorithm performance, and manipulator path planning experiments for the rough alignment of catenary cantilever bolt tightening are carried out on simulation and laboratory platforms, further validating the effectiveness and engineering application potential of the proposed method.
    Research conclusions:(1) In 2D maze experiments, the adaptive step-size strategy reduces the average number of path nodes by 56.7% compared with RRT. The importance sampling strategy shortens the path length by 18.6%, and their synergy achieves a combined reduction of 22.5%. With the introduction of the artificial potential field, the planning time of APF-CE-RRT is shortened by 77.2% relative to GA-RRT. (2) In simulation experiments, the path length is reduced by 62.98% compared with RRT, and the planning time is shortened by 69.32% relative to GA-RRT. (3) The smoothness of manipulator joint motion is verified on the laboratory platform. (4) The proposed algorithm provides a reliable solution for manipulator path planning and demonstrates good engineering application value.
  • LI Maocai
    Journal of Railway Engineering Society. 2026, 43(9): 68-72.
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    Research purposes:With the increase in operating speed and passenger volume of the Wuhan‑Guangzhou High‑speed Railway, the vibration frequency of the overhead contact line system has risen exponentially, resulting in accelerated wear of the contact wire, broken strands of the messenger wire, and a general decline in catenary performance. Taking the opportunity of the conductor replacement project on the Wuhan‑Guangzhou High‑speed Railway, this study further analyzes the typical defects of the existing conductors and the necessity for replacement, and conducts research on construction technologies for replacing conductors of an elastic catenary suspension under live‑line conditions.
    Research conclusions:(1) Through theoretical innovation, a "three‑factor offset model" and a "three‑factor mechanical model" for the replacement process of both messenger and contact wires are established. (2) In terms of process innovation, a two‑stage control technique of "pre‑forming followed by sequential fine‑tuning" for tensioning the elastic hangers is proposed. (3) Methodologically, self‑developed special tools are integrated to form a closed‑loop quality control system of "process control-result verification." (4) After replacement, a comprehensive evaluation of the static and dynamic parameters of the catenary shows that all indicators meet the required standards, and the pantograph‑catenary current‑collection performance has been significantly enhanced. The experience gained provides valuable reference for similar conductor replacement projects on elastic catenary systems in other high‑speed railway lines.
  • Terminal,Station Yard and Building
  • LIU Chuanping, LIN Feng
    Journal of Railway Engineering Society. 2026, 43(9): 73-77.
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    Research purposes:If an out-of-control derailment accident occurs to a high-speed incoming train at a railway station, it poses a risk of collision with the canopy columns, causing a progressive collapse of the canopy structure and endangering the safety of passengers. Therefore, it is of great significance to study the anti-progressive collapse performance of the concrete canopy structure under different column removal scenarios in high speed railway stations. This paper takes the concrete latticed shell canopy of Zhengzhou Airport Railway Station as a case study. Using the component removal method and based on the multi-scale modeling approach, the study investigates the anti-progressive collapse performance of the canopy, with collapse area and residual bearing capacity of the canopy as the damage evaluation indicators.
    Research conclusions:(1) In the three scenarios where side column A, secondary side column B, and middle column C are removed respectively, local collapses occur in the canopy structure, but no progressive collapse is observed.(2) This study proposes optimization scheme for the beam-column joints, which can significantly improve the anti-collapse performance of the canopy structure. (3) The study shows that the concrete canopy structure of Zhengzhou Airport Railway Station can meet the design requirements for anti-progressive collapse. By optimizing the structural design and adjusting key parameters, the anti-collapse capacity and robustness of the structure can be improved. (4) The results of this study can provide a reference for the design and construction of similar column-free canopies in railway stations.
  • ZHOU Jian, YANG Jizhong, JIANG Benwei, HAN Libin, CHEN Yiting, ZHANG Yaokang, QIN Jie
    Journal of Railway Engineering Society. 2026, 43(9): 78-83.
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    Research purposes:Vertical isolation bearings provide an effective means of reducing the vibration impact of underpassing high-speed trains (HSTs) on the superstructure. However, conventional vertical isolation bearings cannot accommodate large horizontal deformations, and the steel spring isolation bearings with lower frequency are costly, making their large-scale application economically prohibitive. To identify an economical dual-control (vibration and seismic) solution suitable for isolation structures with large horizontal deformation demands, this study investigates the dual-control design for the Terminal T2 at Changshui Airport, which employs overall base isolation and is subjected to a 350 km/h HST passing beneath.
    Research conclusions:(1) The two proposed dual-control bearing systems—a series combination of steel springs and slidable spherical hinge bearings, and a series combination of conventional natural rubber bearings and vertical high-elasticity elements—can both provide vibration reduction while meeting the large displacement demands of the isolation structure under seismic conditions. (2) Bearings with lower vertical design frequencies are more effective in reducing the vibration impact of HST operation on the superstructure. (3) Combining low-frequency steel spring bearings with more cost-effective, slightly higher-frequency high-elasticity bearings can also control the vibration of the Terminal T2 structure within the specified limits. Moreover, the structural response under seismic action is smaller than that of a scheme using only low-frequency bearings. (4) The research findings can provide a reference for the vibration control design of fully isolated superstructures subjected to underpassing HST in seismic regions.
  • Information Technology
  • TAN Qulin, YU Bo, GUO Ze, YANG Xing
    Journal of Railway Engineering Society. 2026, 43(9): 84-89.
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    Research purposes:To improve the BIM modeling efficiency and parametric model versatility for high‑speed railway bridges, and to implement the intelligent construction concept of "model‑data driven, axis‑surface coordination", this paper proposes a data‑model‑driven parametric modeling method. By constructing a railway bridge modeling database and mathematical models, integrating design documents and general reference drawings to form a structured data source, and conducting secondary development on the Bentley MicroStation platform, rapid generation of bridge BIM models subject to spatial alignment constraints is achieved.
    Research conclusions:(1) According to railway BIM standards, the modeling database consists of a semantic database, a static database, and a dynamic database. (2) A component positioning code and a spatial coordinate transformation model are established to enable accurate attribute querying and spatial positioning. (3) Through actual engineering verification using C# and the Addin approach, efficient creation of entire‑route bridge models under the proposed framework is successfully achieved at a specific construction site. (4) The framework supports the parametric representation of combined simply supported and continuous girder structures, with strong compatibility and scalability. (5) The proposed method enables automatic generation of entire‑route bridge models subject to spatial alignment constraints, significantly improving modeling efficiency and providing technical support for intelligent design and construction of high‑speed railway bridges.
  • LIU Boyang, LIU Yisheng, BAO Xueying, YANG Yi
    Journal of Railway Engineering Society. 2026, 43(9): 90-97.
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    Research purposes:To address multi-source heterogeneity, quality fluctuation and error propagation of low-reliability modalities in alpine tunnel monitoring data, a quality-aware cross-modal fusion method is proposed. Structural response, environmental action, apparent defect and engineering inspection data are organized as window-level samples. A five-dimensional quality evaluation scheme is established, encompassing completeness, accuracy, consistency, timeliness, and traceability. A quality-aware gating correction is performed based on the modal-specific quality scores and reliability to suppress the contribution of low-quality data. LSTM is used to extract temporal degradation feature, and Transformer is employed to explore global cross-modal correlations, thereby enabling health state assessment and remaining useful life prediction.
    Research conclusions:(1) A window-level representation and quality evaluation method for four types of monitoring data in alpine tunnels is established, enabling differentiated model input according to data quality. (2) The quality-aware gating mechanism can reduce the interference of low-credibility modalities on fusion results. (3) Engineering case validation shows that the proposed method achieves a health-state assessment accuracy of 89.7%, a RUL prediction MAPE of 6.3%, and an accuracy of 84.1% under 15% noise, outperforming traditional fusion methods. (4) Frost heave pressure, cumulative freeze-thaw fatigue damage, damage degradation rate, crack width, and temperature zero-crossing frequency are key features affecting prediction performance. (5) The proposed fusion method can provide a methodological foundation for operational monitoring analysis, defect identification and early warning, and predictive maintenance decision-making of tunnels in cold regions and complex environments.
  • DU Yuchuan, PAN Zipeng
    Journal of Railway Engineering Society. 2026, 43(9): 98-102.
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    Research purposes:To ensure the operational safety and efficiency of integrated transportation systems under adverse weather conditions, achieving all-weather, highly reliable environmental perception is crucial. Particularly in severe haze conditions, maintaining visual perception capability presents a significant challenge. Existing image defogging methods are often accompanied by high system and computational complexity, along with the risk of model parameter overfitting, which constrains their engineering deployment on monitoring hardware across various transportation mobile platforms (such as vehicle-mounted, shipborne, and airborne systems). To address this issue, this paper proposes a lightweight neural network architecture FFNet, specifically designed for non-uniform hazy images. It aims to significantly enhance the visibility and detail quality of degraded images while substantially reducing the computational complexity and resource consumption of the model, thereby meeting the practical engineering requirements for real-time, robust environmental perception in integrated transportation scenarios.
    Research conclusions:(1) Based on the traditional U-Net architecture, local and global residual connections are incorporated to construct a robust framework for multi-scale information extraction. (2) A Feature Concentration Attention (FCA) block combining depth-wise and point-wise convolutions is designed to progressively filter redundant information and focus on core road features. (3) An efficient channel attention feature fusion block (CBAMNet) is introduced, which significantly improves the recovery of textural details. (4) Experiments show that compared to Color Prior,Dark Prior, Fast Dehaze, and FFA-Net, FFNet achieves the optimal PSNR (23.56 dB) and SSIM (0.97) while maintaining a highly lightweight design (4.079×106 parameters, 5.461 ms latency),perfectly balancing dehazing performance and efficiency. (5) The research results effectively balance defogging performance and computational efficiency, providing crucial theoretical and technical support for the engineering deployment of perception terminals in diverse comprehensive transportation scenarios—such as intelligent connected vehicles, advanced train control systems, smart waterways, and airports—under complex weather conditions. (6) This research expands the application scenarios of intelligent perception technology throughout the entire lifecycle of transportation infrastructure, providing a feasible technical solution to mitigate the impact of adverse weather on engineering construction and promote all-weather intelligent construction.
  • Engineering Economy and Management
  • NIU Yanliang, SHEN Ziming, DONG Huiling, LIU Donghui
    Journal of Railway Engineering Society. 2026, 43(9): 103-107.
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    Research purposes:Competition and cooperation among international high-speed rail enterprises are increasingly frequent. To clarify the competitive and cooperative environment and dynamics in which enterprises operate, based on the industrial-chain perspective, this paper uses the complex network method to build a competition and cooperation network model for enterprises in the high-speed railway industrial chain and analyzes the overall network characteristics of the various links of the industrial chain and the competition and cooperation situation of enterprises.
    Research conclusions:(1) The competitive network of international high-speed rail enterprises is characterized by short paths and high concentration, enabling efficient information transmission and close competitive relationships among enterprises. The cooperative network exhibits a hierarchical differentiation feature. The information transmission among midstream and downstream enterprises is more efficient, which is conducive to collaborative decision-making, while the cooperation among upstream enterprises is relatively weak and inefficient. (2) Based on the weighted degree, closeness centrality, and clustering coefficient indicators, enterprises are classified into four competitive-cooperative situations. By comparing the competitive and cooperative situations of Chinese and international enterprises, this study proposes that Chinese enterprises should especially strengthen the competition and cooperation in the midstream of the industrial chain to further consolidate and enhance the high-end technological advantages of China's high-speed rail industry. (3) The research results of this paper can provide a reference for the future development direction of China's high-speed rail enterprises.
  • ZHAO Liqin, GUO Xiaoran, LI Yilin
    Journal of Railway Engineering Society. 2026, 43(9): 108-112.
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    Research purposes:In the context of the rapid expansion of digital economy, high-speed railway, as an important means of modern passenger transport, has a profound impact on the cross-regional flow of highly skilled digital talent. This study takes 26 cities in the Yangtze River Delta region from 2011 to 2019 as research objects, constructs a multi-period difference-in-differences (DID) model to examine the impact of HSR opening on the spatial agglomeration of digital talent, and further investigates its transmission mechanisms.
    Research conclusions:(1) Regarding the overall effect, the development of the HSR network has curbed the local agglomeration of digital talent in the 26 Yangtze River Delta cities. (2) The influence of the HSR network on the dispersion and agglomeration of digital talent is primarily transmitted through urban innovation capacity. (3) Heterogeneity analysis reveals that the negative impact of HSR on urban digital talent is more pronounced in cities with medium-to-high economic development levels, cities dominated by secondary industries, and cities with underdeveloped digital finance ecosystems. (4) This study can provide a reference for the government in formulating differentiated talent policies in the context of high-speed rail networking.