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Research on the Route Construction Scheme of Multi-line Pattern Railway Channel Planning

QIN Guoqiang

Journal of Railway Engineering Society. 2025, 42(8): 1-4.

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Research purposes: The railway channel between the neighboring provincial capitals has gradually formed and presented a multi-line pattern. With the rapid development of regional social economy, the current situation of the channel has been difficult to meet the needs of channel transportation, and it is necessary to accelerate the construction and implementation of channel planning routes. Passgage planning route construction scheme selection is particularly important, not only to meet the rapid growth of the transportation needs of the channel, but also to achieve the maximum transport quality and transport benefits of the channel. Based on the Shanghai-Hangzhou railway channel and the Chongqing-Guizhou railway channel, this paper studies the route construction scheme of multi-line railway channel planning.
Research conclusions: (1) Railway passage planning should be adapted to the needs of regional social and economic development. (2) In-depth analysis of the status quo and existing problems of the railway channel, combined with the upper planning of the channel line, and scientific and reasonable determination of the construction plan of the planned line in the channel. (3) The railway channel planning line construction scheme should be coordinated with the overall standard of the channel to maximize the transport quality and transport efficiency of the channel. (4) This study can provide a reference for the selection of similar railway passage planning route construction schemes.

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Design and Operational Impact Analysis of Long Sloping Sections Schemes of the Xiong’an-Xinzhou High-speed Railway

JIA Wenbo, LONG Xuyou, TONG Faming, LIU Jinwang, ZHANG Baowen, SHI Xing

Journal of Railway Engineering Society. 2025, 42(8): 5-10.

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Research purposes: The Xiong'an-Xinzhou High-speed Railway is a critical transportation link between Xiong'an New Area and Xinzhou City in Shanxi Province, traversing complex terrains such as the Taihang Mountains. Particularly in the segment from Fuping to Wutai County, the steep terrain and significant elevation changes present major challenges in the design of long, continuous gradient sections. The slope design in this area must balance construction difficulty and investment costs while ensuring the operational safety and line capacity of the trains. This study investigates the impact of different gradient schemes on railway operation, aiming to propose an optimal gradient design for the Xiong'an-Xinzhou line and provide a reference for other high-speed rail projects in similarly challenging terrains.
Research conclusions: (1) Through a technical and economic comparison and simulation analysis of the 30‰ and 20‰ gradient schemes, the study recommends adopting the 30‰ maximum gradient scheme. This scheme demonstrates better feasibility in terms of construction and economics, aligning with local development planning needs. (2) Although the 30‰ gradient increases the maximum coasting speed of trains, it remains within the safety range, ensuring operational safety and meeting line capacity requirements. (3) The research can provide practical insights into the design and operation of high-speed railways in complex terrains and offer optimization suggestions to enhance operational efficiency and ensure safety.

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Integrated Application of China's Railway Surveying and Mapping Technology System in Overseas Projects

ZHU Guoqin, WANG Tao, TIAN Shequan, HE Xiaofei, ZHU Wenfeng, SHI Shuo

Journal of Railway Engineering Society. 2025, 42(8): 11-14.

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Research purposes: Under the background of the Belt and Road Initiative, Chinese railway enterprises have achieved significant results in participating in the construction of international railway corridors, but they also face complex technical challenges. Taking a foreign railway project as an example, this paper systematically discusses the integrated application and innovative practice of China's railway surveying and mapping technology system in overseas projects.
Research conclusions: (1) A high-precision framework datum based on the WGS84 ellipsoid was established, solving the technical problem of low planar coordinate accuracy. (2) The "Sky-Air-Ground" integrated intelligent surveying and mapping technology was applied to achieve efficient data acquisition in complex topographic areas exceeding 2 000 square kilometers, with an efficiency improvement of over 60%. (3) A large-scene stereo model construction technology for aerospace satellite imagery was proposed, constructing a 3D real-scene model covering more than 7 000 square kilometers and innovating the traditional line route selection and geological surveying modes. (4) Based on the principle of "three networks integration", a full-domain high-precision engineering surveying control network was established to serve the entire lifecycle of surveying, construction, and operation and maintenance. (5) This study shows that through localization adaptation and technological innovation, China's railway surveying and mapping technology system has formed a solution that combines international universality and engineering applicability, providing a reusable technical paradigm for the overseas construction of Chinese railways.

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Research on Influence of Settlement of Subgrade-bridge Transition Section on Running Performance of 400 km/h High Speed Train

LI Ning, ZHOU Chuanjiang, ZHANG Hongwei, HU Shixing, LUO Qiang

Journal of Railway Engineering Society. 2025, 42(8): 15-20.

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Research purposes: The transition section of high-speed railway is an important component for achieving high smoothness of the line. The existing research on transition sections has mainly focused on speeds of 350 km/h and below. In order to explore the influence of the settlement of subgrade-bridge transition section on the running performance of trains at higher speed and the applicability of the current transition section design standards at higher speed, CR400BF high-speed train model and 20 m transition section model was established, and a vehicle-track-subgrade transition section coupling dynamic model was established, dynamic simulation analyses under different settlement deformations and different speeds were carried out.
Research conclusions: （1）The rail surface bending angle and differential settlement are the key influencing factors of train's running performance under 400 km/h.（2）The greater the rail surface bending angle and differential settlement of the transition section are, the larger the vertical acceleration of vehicle, the wheel-rail vertical force and the wheel load reduction rate will be. The settlement of the transition section has a significant impact on the safety and comfort of the train operation. Under the same rail surface bending angle, settlement within a 20 m length has a greater impact on the comfort of the train, while settlement within a 5 m length has a greater impact on the safety of the train.（3）Under the extreme settlement condition of a 1‰ bending angle or a 5 mm differential settlement, when the speed is increased from 350 km/h to 450 km/h, vehicle dynamic responses increase with the increase of the speed, but they all meet the limit requirements, the current design standard of the transition section is still applicable.（4）This study can provide reference for research on running performance of high-speed trains under 400 km/h or above and design standards of subgrade-bridge transition section.

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Analysis of the Effect of Curing Conditions on the Strength Correlation of RCC

ZHANG Qingfeng, AI Changfa

Journal of Railway Engineering Society. 2025, 42(8): 21-25.

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Research purposes: Flexural tensile strength is a critical parameter for the material design and construction quality control of RCC base layers. Owing to the distinct differences in material composition and construction techniques between RCC and conventional cement concrete, the applicability of existing empirical formulas for converting compressive strength to flexural strength requires further validation for RCC. This study investigates the development of compressive strength (f_c) and flexural tensile strength (f_f) of RCC through laboratory experiments under three different curing conditions: standard laboratory curing, on-site water spraying, and inadequate curing. The relationship between compressive and flexural strength is quantitatively analyzed, and a conversion model tailored to RCC base layers is proposed.
Research conclusions: (1) Existing flexural strength models for cement concrete are unsuitable for RCC, as they significantly underestimate its flexural capacity. (2) Curing has a major impact on strength development. Improper curing reduces 1-day flexural strength to 50%, and 28-day flexural and compressive strengths to 82% and 66% of standard curing, respectively. (3) RCC shows a higher flexural-to-compressive strength ratio than crushed stone, pebble, and conventional concretes. (4) The research results are mainly applied in the field of road basement engineering, providing a basis for strength prediction, material design, and quality control in the construction of RCC pavement base structures.

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Experimental Study on Green Protection of Two-stage Lattice Anchor for Steep Cutting Slope

LUO Kun, WANG Juntao, WANG Xiang, ZHANG Pengfei

Journal of Railway Engineering Society. 2025, 42(8): 26-30.

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Research purposes: With the proposal of "Two Mountains Theory" and "Double Carbon" concept, railway workers have gradually paid attention to the greening of high and steep subgrade slopes. Aiming at the green support problem of high and steep railway subgrade slope, a two-stage lattice anchor base material planting (ecological bag) support structure with a slope ratio of 1∶0.5 was designed for high and steep cutting slope, and in-situ tests covering four sections were carried out, including surface and deep displacement, slope rock and soil mass, support structure and anchor stress, pore water pressure, etc., to verify its application effect.
Research conclusions: (1) On the whole, the deep displacement of the first to fourth grade slope of the subgrade slope with lattice anchor support structure is small, and the deformation of the steep slope with lattice anchor support structure is within 10 mm. (2) The maximum earth pressure at each measuring point is about 45kPa, which is slightly lower than the active earth pressure, and the distribution of earth pressure along the height is S-curve. (3) The stress of the anchor rod is distributed in the form of large values in the middle and small values at both ends along the height, which is 20~90 kN. The stress of the anchor rod in the middle is equivalent to the design value, and the stress of the anchor rod at both ends is about 1/3~1/2 of the design value. (4) The anchoring force of the anchor cable of the third grade slope is between 80~110 kN, and the stress difference of the anchor cable at different heights is small. The stress difference of the anchor cable at different heights of the fourth grade slope is large, and the measured value of the stress of the anchor cable is about 1/3~1/2 of the design value. (5) The green vegetation coverage rate of the subgrade slope is over 88%, and the full slope green support of high and steep subgrade slope with a slope ratio of 1∶0.5 is realized. (6) The research results can provide a reference for the green protection of steep cutting slopes and basic data for the revision of the specification.

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Research and Analysis of Key Technologies for High-speed Railway Subgrade in Landslide Areas

YAO Yuchun, FU Zhengdao, XIANG Bo, DING Xuanming

Journal of Railway Engineering Society. 2025, 42(8): 31-35.

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Research purposes: The terrain and geological conditions in the western mountainous areas of China are complex, with a large number of landslide-prone geological bodies. Currently, railway projects passing through landslide areas are mostly low-grade conventional speed ballasted track railways, which mainly focus on stability control and have low requirements for deformation control.Moreover, deformation repair is relatively easy. Effective subgrade structure and landslide reinforcement measures must be taken for high-speed railway embankments passing through landslide bodies to meet the requirements of subgrade stability and millimeter level deformation control. It is of great significance to reveal the stress and deformation characteristics and failure modes of subgrade reinforcement structures in landslide areas, and to propose design methods and reinforcement principles for high-speed railway embankments in landslide areas.
Research conclusions: (1)The high-speed railway subgrade in landslide areas should be stabilized and reinforced with a combination of foundation pile-slab structure and anti-sliding piles for deformation control.(2)Setting up rear anti-sliding piles has a significantly better effect on improving the stress and reducing deformation of the pile-plate structure than setting up front anti-sliding piles.(3)When the pile-plate structure is located in the anti-sliding section, the distance between the rear anti-sliding piles and the pile-plate structure should be 3~5 times the section length of the anti-sliding piles.When the pile-plate structure is located in the sliding section, the distance between the rear anti-sliding piles and the pile-plate structure should be 0.5~2 times the section length of the anti-sliding piles. (4) The cracks in the pile foundation of the pile-plate structure are mainly concentrated at the top of the pile and near the sliding surface, while the cracks in the anti-sliding pile are mainly concentrated near the sliding surface. (5) The principles and design methods for reinforcing high-speed railway embankments in landslide areas are proposed. (6) The research result can provide useful references for the construction of high-speed railways in landslide areas.

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Investigation on Vibration Mitigation Performances of Multi-rows of Piles for 400 km/h High-speed Railway

YAN Muhan

Journal of Railway Engineering Society. 2025, 42(8): 36-42.

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Research purposes: The maximum operating speed of China's high-speed railway is about to increase from 350 km/h to 400 km/h. However, the increase of train speed will certainly aggravate environmental vibration. This study conducted field experiments to measure the current situation of environmental vibration on the subgrade section of high-speed railway. A three-dimensional dynamic finite element model was established based on field experiments to calculate the amplitude-frequency characteristics of the environment vibration caused by 400 km/h train, and then to study the influence of key design parameters of multi-rows of piles on the vibration mitigation performances.
Research conclusions: (1) The significant frequencies of environmental vibration caused by current high-speed railway are mainly concentrated at the range of 20 Hz~60 Hz. (2) When the train speed is increased from 350 km/h to 400 km/h, the maximum vertical acceleration level is expected to increase about 3.0 dB at 30 m outside the rail. (3) The main vibration mitigation frequency band of multi-rows of piles is 20 Hz~80 Hz, which can cover the main frequency of environment vibration caused by 400 km/h train. (4) Increasing the pile length, number of pile rows, pile diameter, and reducing the pile spacing and row spacing can improve the vibration mitigation effect. (5) The research results can guide designers in optimizing the design for vibration mitigation requirements.

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Sensitivity Analysis of Mechanical Characteristic Parameters and Standard Design for Integral Rigid Frame Bridge

MU Zhaoxiang, ZHANG Lei, MIAO Yongkang

Journal of Railway Engineering Society. 2025, 42(8): 43-48.

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Research purposes: The integral rigid frame bridge has been widely applied in the West Ring Line of Guangzhou-Foshan Intercity Railway, with a total design length of 22.6 km. To investigate the mechanical behavior of an integral rigid frame bridge under various boundary conditions, including pier linear stiffness, load patterns, and foundation stiffness, as well as to explore the feasibility of a standard design for girders and piers. Taking the 4×40 m span as an example, a comprehensive investigation was conducted, including sensitivity analysis of structural parameters and loading parameters, along with standard research for structural design.
Research conclusions: (1) The longitudinal stiffness exhibits logarithmic growth with increasing longitudinal foundation stiffness and linear growth with pier linear stiffness variations.(2) The girder internal forces demonstrate limited sensitivity to foundation stiffness and pier linear stiffness. Implementing standardized girder design based on threshold upper/lower limits of foundation stiffness and pier linear stiffness proves effective for adapting to diverse boundary conditions.(3) Dead and live loads constitute predominant components of controlling bending moments, governing positive moments at mid-span and negative moments at pier tops, respectively. Shrinkage and creep effects amplify mid-span positive moments while reducing pier-top negative moments.(4) Bending moments at side piers remain essentially unaffected by foundation stiffness variations, whereas main piers exhibit foundation stiffness-dependent moment responses following logarithmic growth patterns.(5) Symmetrical configuration of pier linear stiffness induces negligible variations in pier internal forces. However,non-uniform linear stiffness distribution at secondary main piers leads to a significant increase in the internal forces of all piers.(6)The research results can provide theoretical support and technical references for the structure selection and standard design of similar bridges.

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Longitudinal Temperature Field Study of Concrete Arch Ribs for Large-span Deck-type Arch Bridges

CHEN Kejian, YANG Guojing, PENG Guiqing

Journal of Railway Engineering Society. 2025, 42(8): 49-54.

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Research purposes: Intense solar radiation in western mountainous regions caused longitudinally non-uniform temperature fields in the arch ribs of large-span deck-type arch bridges due to varying degrees of shading by the bridge deck system. This phenomenon brought challenges to structural design and operational maintenance. Based on the Fengjie Meixi River double-track arch bridge, temperature data were obtained from a bridge health monitoring system. Regression analysis was employed to investigate the longitudinal temperature distribution of box-section concrete arch ribs.
Research conclusions: (1) There is a significant temperature distribution difference along the longitudinal direction of the arch rib top plate, which presents a "V" shape. The temperature at the arch top is the lowest, and it gradually increases from the arch top to the arch feet at both ends. The maximum longitudinal temperature difference reaches 4.6 ℃. (2) The longitudinal temperature differences of the web plates and bottom plate are relatively small and can be regarded as uniform distribution. The maximum longitudinal temperature difference of the left web plate is 1.4 ℃, and that of the right one is 0.5 ℃. As the bottom plate is not directly exposed to solar radiation throughout the day, its longitudinal temperature distribution is relatively uniform, with a maximum temperature difference of 0.7 ℃. (3) The longitudinal temperature difference distribution of the arch rib top plate can be characterized by an exponential function form. The recommended model parameters are (4.2 ℃, -0.012) and (3.5 ℃, -0.01). This model shows high fitting accuracy in different observation periods and can effectively reflect the longitudinal temperature distribution characteristics of the arch rib top plate, having engineering application value.(4) The research results can provide theoretical support for the temperature effect analysis and structural performance evaluation of similar bridges.

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Research on the Performance of Steel Concrete Composite Connection Structure with New Railway Frame Piers

ZHANG Shuai, WANG Zhen, ZHOU Kai

Journal of Railway Engineering Society. 2025, 42(8): 55-60.

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Research purposes: A large number of newly-built railways use frame piers to cross the operational railways. Traditional frame piers have a long construction period, and there is a risk of overturning and falling objects in the brackets and templates, which has a significant impact on the operation of railways. In order to ensure the safety of railway operations, a new type of structure is studied to reduce construction interference and safety risks. This paper proposes new frame piers and connection structures such as steel-concrete composite columns, integral steel columns,steel-concrete hybrid columns, and conducts theoretical calculations, finite element analysis, and experimental verification to grasp their mechanical properties and meet engineering application requirements.
Research conclusions: (1) The new frame pier column and foundation are connected by a combination of steel bars, studs, and bolts. The outer connecting steel bars and studs provide the highest resistance bending moment in the connection structure, followed by the connecting bolts. The sum of the two accounts for approximately 80%~85% of the total bearing capacity. (2) Through refined finite element numerical analysis, under normal operating conditions, the components of the connecting structure are in an elastic state and meet the stress requirements under the calculated load. (3) The results of the 1∶4.5 scaled model quasi-static test show that the failure mode of the new frame pier is the bulging of the pier body steel plate. The joint structure and pier body have good collaborative stress performance, and the horizontal bearing capacity of the structure is controlled by the strength of the pier body; Compared with the theoretical calculation values, the experimental cracking bending moment is 1.47 times the maximum bending moment under normal operating conditions, and the yield bending moment is 1.27 times the maximum bending moment under seismic action. The connecting structure has good static and seismic performance. (4) The reseach results can provide reference and inspiration for the design and construction of railway frame piers.

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Analysis of Aerostatic Instability Process of Spatial Four-cable Suspension Bridges

LIANG Yadong

Journal of Railway Engineering Society. 2025, 42(8): 61-66.

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Research purposes: Large-span suspension bridges have relatively low structural stiffness and damping, resulting in more pronounced wind-induced vibrations. To study the mechanism of static wind instability of a spatial four-cable suspension bridge, and to understand the influence of spatial cables and hanger system on static wind stability, a three-dimensional nonlinear static analysis of a spatial four-cable suspension bridge with a main span of 2 100 m was carried out by using ANSYS to establish a finite element model. The stress changes of inward inclined hanger and vertical hanger during static wind instability are investigated, and the effect of the hanger system on the static wind instability of a spatial four-cable suspension bridge is studied.
Research conclusions: (1) The stress on the inward inclined hanger acting on the centerline of the main girder is more affected by lateral displacement than that on the vertical hanger. Increasing the stress on the inward inclined hanger can enhance the vertical stiffness of the suspension bridge and reduce the vertical displacement of the structure. (2) Inclined hanger shares part of the structural gravity that does not provide torsional stiffness,and such spatial cable systems can harm the static wind stability of suspension bridges prone to torsional instability. (3) The mechanism of static wind instability in spatial four-cable suspension bridges is as follows: as wind speed increases, the rapid increase in the additional wind attack angle leads to a rapid increase in the effective wind attack angle. Since inward-inclined hangers do not provide torsional stiffness, changes in their stress directly affect the stress magnitude of vertical hangers that provide torsional stiffness, thereby accelerating the growth rate of the additional wind attack angle. The rapid development of main girder torsion and vertical deformation causes the stress in the hanger at the midspan, which is less constrained, to drop sharply and become relaxed. When the torsional stiffness provided by the cable system is insufficient to resist the torsional forces generated by static wind, static wind instability occurs. (4) The study of static wind stability in spatial four-cable suspension bridges with inward-inclined hangers can provide a reference for the design of spatial cable systems for large-span suspension bridges.

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Study on the Mechanism and Prevention of Time-lag Water and Mud Inrush in Mountain Tunnels

LIN Zhiheng, ZHANG Guangze, YUAN Dong

Journal of Railway Engineering Society. 2025, 42(8): 67-71.

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Research purposes: With the continuous advancement of tunnel engineering in complex geological conditions in western China, water and mud inrush during mountain tunnel construction has become increasingly frequent and severe. Among these disasters, time-lag inrush events characterized by suddenness and hysteresis pose significant challenges to construction safety due to their pronounced spatio-temporal uncertainties. This paper analyzes the formation environments and process mechanisms of recent time-lag water and mud inrush events in mountain tunnels, proposes their definitions, classifications, detection and prediction technologies, and establishes a set of reliable risk identification and prevention measures for field construction.
Research conclusions: (1) Time-lag water and mud inrush events can be classified into three categories based on spatio-temporal characteristics: water gushing-piping type, flow soil-collapse type, and composite type.(2) High-risk zones for time-lag inrushes typically exhibit disaster-prone environmental features such as surface negative topography, structural fracture zones, low-resistivity anomaly regions in geophysical surveys, and minor angles between maximum principal stresses and negative topography/structures.(3) A semi-quantitative evaluation method was developed to assess risk levels (Levels I,II,and III) and probabilities of time-lag inrush, considering factors including rock fragmentation, water outflow state, primary support conditions, and construction collapse impacts.(4) Prevention strategies should follow the principle of "prioritizing robustness over weakness and ensuring one-time pass-through". Key measures include extended detection range, long-distance pressure relief, graded reinforcement techniques, and hierarchical risk mitigation for hysteresis hazards.(5) The research results can provide references for predicting and controlling time-lag water/mud inrush in similar complex geological settings.

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Reliable Tunnel Lining Crack Identification Based on Image Structural Features

WANG Wei, LIAO Cheng, LI Guoliang, YUAN Ye

Journal of Railway Engineering Society. 2025, 42(8): 72-77.

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Research purposes: Accurate identification of tunnel lining surface cracks is essential for intelligent maintenance of railway infrastructure. To address the challenges of low accuracy and limited reliability in crack detection under complex railway tunnel conditions, this paper proposes a reliable and intelligent crack recognition method enhanced by image structural features and attention mechanisms, to support precise and rapid detection of crack-related defects in large-scale operating railway tunnels.
Research conclusions: (1)The reliable tunnel lining crack detection method based on the U-Net semantic segmentation architecture is developed.(2)Extensive experiments conducted on the large-scale public CrackSeg9K dataset demonstrate that the proposed method significantly outperforms existing crack detection approaches in terms of accuracy.(3)The designed feature fusion strategy, which integrates multi-structural image features and attention enhancement, effectively improves the accuracy and completeness of crack detection results.(4)The proposed method shows higher accuracy in detecting fine cracks and exhibits better cross-scene robustness, offering practical value for engineering applications in tunnel crack defect detection.

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Tunnel Water Inflow Prediction Based on Hydrogeological Analysis and Advanced Detection

ZHANG Xiaoyu, ZHAO Xiaoyan, DU Shihui, ZHAO Wen, TIAN Zhenyu, LI Qishuai, YANG Qing

Journal of Railway Engineering Society. 2025, 42(8): 78-81.

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Research purposes: Tunnel fissure water inrush is often concentrated in special sections such as fracture zones, fissure zones, lithological boundaries, soil-rock interfaces, and valley flanks. Due to the difficulty in identifying concentrated water inflow sections, there are significant discrepancies between predicted tunnel water inflow and actual conditions revealed during construction. To address the prediction of water inflow in concentrated water inflow sections during tunnel construction, this study first utilizes the elastic wave reflection method and the transient electromagnetic method to determine water-rich sections and their characteristics within 60~100 m ahead of the tunnel face based on physical property differences. Building on the analysis and evaluation of hydrogeological conditions such as groundwater level and water pressure, the groundwater dynamics method is applied to predict water inflow in the 100 m ahead of the tunnel face.
Research conclusions: (1) Taking a sand-slate tunnel passing through a regional reverse fault as an example, hydrogeological analysis identified concentrated water inflow risks in the lower plate and core of the reverse fault. The groundwater depth in this section is 460 m, with moderate water richness, and the inverted permeability coefficient ranges from 0.1 to 0.3 m/d.(2) The elastic wave reflection method and transient electromagnetic method confirmed a 27 m concentrated water inflow section ahead of the tunnel face. (3) Theoretical formulas, such as Oshima Shiyou and Goodman, were used to predict the maximum water inflow in the 27 m section ahead. The predicted maximum water inflow was 4 017~4 724 m³/d, while the actual total inflow during excavation fluctuated between 3 480 m³/d and 5 280 m³/d. （4）The calculated results can provide support for tunnel water inrush control measures.

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The Influence of High-speed Railway Anchor Section Joint Types on Pantograph-catenary Current Collection Performance

CHEN Wei

Journal of Railway Engineering Society. 2025, 42(8): 82-86.

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Research purposes: The anchor section joint is an important component of the catenary system and a core structure to meet the functions of electrical and mechanical sectioning for the catenary. According to different application scenarios, the types of anchor section joints for high-speed railways generally include five-span joints and four-span joints. Due to structural differences, different types of anchor section joints lead to significant differences in the pantograph lift and contact force between the pantograph and catenary when high-speed trains pass through, thus affecting the current collection performance. In severe cases, it may cause serious pantograph-catenary failures and impact transportation safety. Considering that both types of anchor section joints are currently applied in high-speed railways, studying the changes in pantograph-catenary contact force and pantograph lift under different types of anchor section joints is of great significance for improving the current collection quality of the pantograph-catenary and ensuring transportation safety.
Research conclusions: (1) When the train passes at high speed with double pantographs, the operating environment of the rear pantograph is harsher, with a larger variation range of pantograph-catenary contact force and a greater pantograph lift, making it a restrictive factor affecting the current collection quality of high-speed railways. (2) Regardless of the speed level of 250 km or 350 km, the five-span anchor section joint has superior overall current collection quality due to its smaller changes in pantograph lift and pantograph-catenary contact force. (3) The higher the speed, the higher the performance requirements for the catenary. For projects with a speed level of 350 km, the five-span anchor section joint should be selected. For projects with a speed level of 250 km, the five-span anchorsection joint is preferred, and the four-span anchor section joint can also be selected according to actual conditions. (4) The research results in this paper can be applied to the professional field of high-speed railway catenary.

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Analysis of Bearing Behavior of Strip Foundations for PBA Metro Stations in Loess Strata

FAN Xinming, SHAO Ying

Journal of Railway Engineering Society. 2025, 42(8): 87-93.

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Research purposes: The bearing characteristics of strip foundations in pile-beam-arch (PBA) method stations differ from conventional shallow surface foundations due to the influence of burial depth and adjacent foundation interactions. The central strip foundation exhibits relatively weaker bearing capacity yet bears greater loads compared to side strip foundations, becoming a limiting factor in the application of strip foundation types. This paper compiles existing data on PBA method stations to identify the most critical bearing state of strip foundations and employs numerical simulation to investigate their bearing behavior, subsequently proposing optimal ground improvement methods.
Research conclusions: (1) The most unfavorable bearing state occurs after main structure excavation but before base slab closure. (2) Considering adjacent foundation effects, the load-settlement curve exhibits a "crossover" phenomenon—increased settlement at low loads but reduced settlement at high loads compared to isolated foundations, resulting in a flatter initial curve segment and delayed proportional/ultimate limit states. (3) At increased burial depths, PBA central strip foundations show approximately 30% higher bearing capacity than surface foundations, though further depth increases yield diminishing returns due to existing station height and central foundation positioning. (4) Grouted micro steel pipe piles achieve significantly better reinforcement than either pure micropiles or grouting alone, with optimal performance when pile length exceeds 2 m and installation angles are ≤45°. Micropiles dominate reinforcement at low loads while grouting effects prevail at high loads. (5) The research findings can provide references for the design and construction of underground projects with the mined method in loess areas.

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Strategy Research on the Integration of Design and Construction from High-quality Railway Perspective

XIE Yi, LIU Xin, LI Zhun

Journal of Railway Engineering Society. 2025, 42(8): 94-98.

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Research purposes: Driven by the dual engines of low-carbon wave and digital intelligence process led by the "double carbon" strategy, China's railway industry has entered a new stage of high-quality development. Railway construction urgently needs to improve the whole life cycle benefits through the integration of design and construction, and inject new momentum into the high-quality development of railways. Based on the practice of several typical railway projects, this paper analyzes the cases of design and construction integration in each stage of the whole life cycle, refines the targeted implementation strategies, and puts forward suggestions for future comprehensive integration, so as to provide practical guidance for the high-quality development of subsequent railway projects.
Research conclusions: (1) The integration of life cycle design and construction can maximize the synergy of technology, economic, and environmental benefits. (2) In the future, it is suggested to improve the technology exchange mechanism, improve the data collection and sharing system, change the concept of talent training, promote the application of digital technology, and implement the national " double carbon" strategy. (3) The results of strategy analysis and mechanism suggestion in this paper can be applied to the whole railway industry.

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Research on Railway Collaborative System Based on One Map of Digital Assets

CHEN Yanping

Journal of Railway Engineering Society. 2025, 42(8): 99-104.

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Research purposes: With the basic formation of the "four vertical and four horizontal" and "eight vertical and eight horizontal" railway network, traditional railway construction technology has matured, but one map for the design, construction, construction, and operation and maintenance is still at the theoretical conceptual stage. The soft power in terms of fine design, full-monitoring construction, and intelligent operation and maintenance of railways is still a shortcoming, and it is also the fundamental bottleneck restricting the construction of independent digital railway engineering and intelligent railway system in China. With the rapid development of AI intelligence in the physical world, it is also an inevitable development trend for railway engineering to become collaborative, digital, and intelligent. In view of the current shortcomings of China's railway informatization, this paper proposes the concept of railway collaborative survey, design, construction, operation and maintenance system with one map of digital assets, the main idea is that the railway follows the technical context of digital earth and digital city, and uses the 3DGIS platform as the basic framework to build digital railway engineering assets and realize the expression of twin railways in computers.
Research conclusions: (1)The two-level evolution of "macro-micro" view constructed by GIS and BIM design has the characteristics of seamless connection of informatization in the whole stage and the whole process, loose coupling of spatial layout design and structural design, and single-scale static expression to multi-scale dynamic expression. (2) The digital asset application system centered on automated modeling of 3D route selection system mainly aims to solve the problem of universal asset access and realistic and efficient expression. (3) The construction of the "macro-micro" two-level evolutionary exploration and design system will greatly promote innovation in automated design. (4) The research achievement can lay the foundation for the forward BIM design,construction, and operation of railways.

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15 August 2025, Volume 42 Issue 8

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15 August 2025, Volume 42 Issue 8