Journal of Railway Engineering Society

Select

Study on Characteristics of Non-coal Harmful Gas and Geological Route Selection in Tunnel Engineering

DU Jianjun, ZHOU Hang, XU Tao, LI Dong, CHEN Minghao, QIU Peng

Journal of Railway Engineering Society. 2025, 42(6): 1-7.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: During the construction of non-coal harmful gas tunnels, disasters such as poisoning and suffocation, combustion and explosion, and power surge often occur, which can easily lead to casualties and equipment damage, and become a major problem restricting the safe construction of tunnels. Based on the non-coal harmful gas tunnel of railway in complex mountainous areas of China, the characteristics of non-coal harmful gas are studied and analyzed by summarizing the classification and disaster types of non-coal harmful gas, so as to avoid the risk of non-coal harmful gas disaster from the source and carry out geological route selection research.
Research conclusions: (1) According to the causes of non-coal harmful gases in tunnel engineering, the non-coal harmful gases are divided into metamorphic rock chemical action genetic type, magmatic rock degassing and inoculation genetic type, sedimentary rock oil and gas reservoir genetic type, tectonic action genetic type and comprehensive action genetic type. (2) Non-coal gas is mainly caused by magmatic rock degassing and inoculation, metamorphic rock chemistry, oil and gas field source-reservoir-cap mixed genesis. Sulfur-containing gas is mainly derived from thermochemical reduction of sulfate-bearing rock. Carbon and oxygen compounds are mostly derived from hydrocarbon-generating strata, thermal decomposition of carbonate rocks and degassing of mantle magma. Nitrogen-containing gas is mostly formed by volcanic eruption, magmatism and nitrate chemical reaction. (3) According to the characteristics of non-coal harmful gases such as non-coal gas, sulfur-containing gas, carbon-oxygen compound and nitrogen-containing gas in tunnel engineering, the expression methods and route selection strategies of non-coal harmful gases are summarized, and the technical method system of geological route selection of non-coal harmful gases is constructed. The geological route selection of non-coal harmful gases in railway tunnel engineering is condensed into guiding principles of 'avoiding tectonics, bypassing gas field, bypassing geothermal zones,raising elevation,near river valley, small burial depth, short passage and focusing on decision-making'. (4) The research results can provide scientific and technical support for the evaluation of geological route selection of non-coal harmful gas in railway tunnel engineering in complex and dangerous mountainous areas and the avoidance of disaster risk.

Select

Refined Investigation and Disaster Reduction Route Selection in Longmenshan Tectonic Belt Tunnel Group

ZHOU Hang, CHEN Minghao, ZHANG Guangze, TAO Yujing, SONG Zhang, YUAN Chuanbao, LIU Yao, LU Jinlin

Journal of Railway Engineering Society. 2025, 42(6): 8-14.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The Longmenshan tectonic belt is located at the plate boundary of the eastern margin of the Tibetan Plateau. It is located at the junction of the triangular fault block area in northwestern Sichuan. The regional tectonic action is strong, the engineering geological conditions are extremely special and complex, and the geological disasters are frequent. The tunnel survey design and construction are extremely difficult. By studying and analyzing the major engineering geological problems that restrict the tunnel construction in the Longmenshan tectonic zone, we summarized the characteristics of typical geological disasters in the tunnel, and put forward the principle of geological disaster route selection for major railway projects in difficult and dangerous mountainous areas.
Research conclusions: (1) The regional tectonic action of the Longmenshan tectonic belt tunnel group is strong, the engineering geological conditions are very special and complex, and the geological disasters are frequent. It has the characteristics of “four extremes, three highs and five complexities”. The main geological disasters in the tunnel site area are high intensity seismic active fault zone, “sliding avalanche”, high ground stress soft rock large deformation, high ground temperature heat damage, karst and karst water, high gas and hydrogen sulfide harmful gas, etc. (2) Based on the “Sky-Ground-Well Test” platform technology, a comprehensive survey technology system for high-standard railways with a speed of 200 km/h under the background of “four-extreme, three-high and five-complex” geological environment in the mountainous area of northwest Sichuan was established to improve the level and accuracy of tunnel survey under complex geological conditions in difficult and dangerous mountainous areas. (3) Aiming at the typical geological disasters of the Longmenshan tectonic belt tunnel group,this paper summarized the strategy and method of hierarchical zoning route selection based on exogenous unfavorable geological zoning and endogenous unfavorable geology, and constructed the key technology system of unfavorable geological route selection for railway tunnels in complex mountainous areas. (4) The research content of this paper can provide a reference for accurate investigation and disaster reduction route selection of complex tunnels in difficult and dangerous mountainous areas.

Select

Research on the Characteristics and Engineering Strategies of Neogene Mixed Soil

ZHAO Dou

Journal of Railway Engineering Society. 2025, 42(6): 15-19.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The southeastern region of Shanxi Province is distributed with the Upper Tertiary (N₂) variegated soil layer, which has a complex mineral composition, unstable physical properties, variable chemical properties, thin interlayers, and multiple layers of weak structural planes, resulting in poor slope stability, complex sliding mechanisms, and high risk of disasters, posing great challenges to railway engineering construction. The project team conducts theoretical and experimental research to reveal its complex engineering characteristics and slip mechanisms and proposes prevention and control technologies, which are of great significance for the safe construction and operation of railway engineering.
Research conclusions: (1) By studying and analyzing the material composition and microstructure of variegated soil layers, their physical and mechanical indicators were proposed, revealing six major engineering characteristics.(2) Through theoretical and experimental research, the collapse mechanism, microcrack development mechanism, shear deformation, and sliding mechanism of variegated soil have been revealed. (3) The study proposed parameters and methods for slope stability calculation, as well as multidimensional engineering treatment techniques. (4) The research results can provide a reference for the construction of other railway and highway projects in areas with mixed-colored soil distribution.

Select

Research on Genesis and Engineering Characteristics of the Upper Tertiary Variegated Clay Strata

ZHANG Shouzhao

Journal of Railway Engineering Society. 2025, 42(6): 20-24.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The particularity of the engineering properties of the Upper Tertiary cohesive soil and the complexity of the geological strata pose challenges to railway engineering construction. This paper analyzes the genesis of the Upper Tertiary variegated clay strata from ancient geography and climate environment, and explores their engineering characteristics and slope instability process from the aspects of expansibility, permeability, and disintegration, in order to propose targeted engineering measures and suggestions to ensure the safety of railway construction.
Research conclusions: (1) Variegated clay belongs to the river lake phase expansive and shrinking soil, with many foliated structures, thin interlayers, and various forms of weak structural planes. (2) The activity of groundwater and the alternation of dry and wet climate form the weak structural planes of various forms of variegated clay. (3) Variegated clay has weak permeability, disintegration, and weak expansion, but its developed microcracks and dry wet effects result in high soil moisture content and low strength, leading to poor engineering properties. (4) Considering the depth of atmospheric influence, comprehensive values are taken to calculate the stability of slopes and propose multidimensional engineering measures, which has certain guiding significance for infrastructure construction projects in similar areas.

Select

Research on Design of Normal Line Plane Curve at Both Ends of High-speed Maglev Station

WANG Jian

Journal of Railway Engineering Society. 2025, 42(6): 25-29.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: To meet the transportation needs of long trunk lines and maximize the transportation efficiency of the system, the high-speed maglev transportation system should adopt the running organization mode of staggered running through vehicles and stopping vehicles at intermediate stations, and the setting of plane curves at both ends of the station should comprehensively consider the running comfort of fast and slow vehicles. The existing high-speed maglev-related standards only stipulate the calculation method of plane curve radius and line transverse slope under normal circumstances and lack the requirements for the setting of the plane curve and transverse slope at both ends of the station. Based on the theory of travel dynamics, this paper studies and determines the proposed standard values of the plane curve radius at both ends of the high-speed maglev station and the transverse slope of the line under the train speed difference.
Research conclusions: (1) For the design of plane curve radius with fast and slow vehicles, the maximum transverse slope Angle that can be set should be determined first, and then the minimum plane curve radius setting requirements should be determined combined with the speed and comfort requirements of high-speed vehicles. (2) The speed difference between fast and slow vehicles has an important impact on the selection of the minimum plane curve radius value. In the project, the position of the normal plane curve at both ends of the station and the train running speed should be reasonably determined according to the actual situation to avoid causing the speed limit of high-speed vehicles. (3) The research results of this paper can supplement the shortcomings of existing norms and guide the actual design of line engineering.

Select

Research on the Principles of Green Route Selection Design and Scheme Comparison Methods for Railways

ZHANG Ming

Journal of Railway Engineering Society. 2025, 42(6): 30-34.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: With the growing emphasis on green and low-carbon development in society, railway construction needs to transition toward sustainability. While traditional railway route selection focuses on topography, geology, engineering economic factors, green route selection further prioritizes resource conservation,environmental protection, and sustainable development. From a life cycle perspective, this study aims to investigate the overall design principles for green railway route selection, establishing an evaluation and comparison methodology centered on environmental sustainability while balancing economic costs and social benefits. It addresses existing challenges in current research, such as insufficient rationality and comprehensiveness in indicator selection, overly complex evaluation models, and limited operational feasibility, thereby providing scientific theoretical and methodological support for green railway route selection.
Research conclusions: (1)By integrating green performance metrics into comprehensive evaluations, a novel evaluation system has been developed. This system encompasses four objective layers—engineering safety and feasibility, economic rationality, natural environmental friendliness, and resource conservation—supported by 21 specific indicators, enhancing the comprehensiveness and scientific rigor of route comparisons.(2) Tailored evaluation indicators and weighting systems were constructed for projects in different regions, adopting a phased and multidimensional approach. This framework integrates green route selection principles into railway engineering, improving the methodology's universal applicability and operational feasibility.(3) The research outcomes can guide railway survey and design practices, provide theoretical foundations for developing green railway route selection software, facilitate the establishment of national standards for green railway route selection design systems, and accelerate the green transformation of railway construction.

Select

Project Design and Experimental Research on Railway Single Tower Mixed Beam Cable-stayed Bridge

WEN Qiang, FANG Shuaiping, KANG Wei, LI Wei, CHENG Gao

Journal of Railway Engineering Society. 2025, 42(6): 35-40.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: A railway bridge in a mountainous area spans a V-shaped deep canyon with complex terrain and geological conditions, making the selection of bridge type difficult. This paper focuses on a 210 m asymmetric single-tower hybrid cable-stayed bridge scheme and studies its reasonable structural form. For the complex force-bearing steel-concrete composite section, a scaled model test and numerical simulation analysis were carried out, and optimization suggestions for the structure of the composite section were proposed based on the force characteristics. The entire bridge was analyzed in terms of reasonable completion state, force characteristics, and seismic performance, providing theoretical support for the design.
Research conclusions: (1) The bridge adopts a 210 m main span asymmetrical single-tower cable-stayed bridge scheme, which is adapted to the terrain and has a reasonable force distribution. The static, dynamic, and seismic checks all meet the requirements. (2) The bridge state of the tower offset beam arch can offset the internal force and deformation caused by part of the live load, which is beneficial to the structure. (3) The load-stress curves of the measuring points of the steel top and bottom slabs in the optimized steel-concrete composite section show a good linear relationship. Under the design load, they are in an elastic stress state. The stresses of the top and bottom slabs and the inner and outer steel webs gradually decrease along the longitudinal direction. No slip occurs between the concrete and the steel box, indicating that the bearing capacity and force transmission of the optimized composite section can meet the requirements. (4) This research can guide the design of railway single-tower hybrid girder cable-stayed bridges and provide theoretical support for the simplification of the structure of the steel-concrete composite section.

Select

Research on Factors Affecting Deformation of Railway Bridges near Soft Soil Foundation Pits

TU Qizhu

Journal of Railway Engineering Society. 2025, 42(6): 41-46.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: With the rapid advancement of urban construction in China, deep foundation pit projects near railway bridges have become increasingly common. In soft soil regions, such deep excavations can easily lead to excessive deformation of adjacent railway bridges, posing serious threats to railway safety. Currently, there is a lack of comprehensive studies on the deformation behavior of railway bridges affected by large-scale deep excavations in soft soil. This study, based on the design scheme and monitoring data of a deep foundation pit adjacent to a railway bridge in soft soil, establishes a finite element model that closely reflects actual engineering conditions, and investigates the influence of various foundation pit support parameters on the deformation behavior of the railway bridge.
Research conclusions: (1) When the embedded depth of the retaining wall exceeds 0.75h, the horizontal displacement of the railway pier exhibits minimal variation with further increases in embedded depth, indicating that the influence of retaining wall embedment on bridge deformation is relatively limited. (2) As the thickness of the retaining wall and the stiffness of the internal bracing increase, the horizontal displacement of the pier gradually decreases; however, the rate of decrease diminishes progressively and tends to stabilize at a certain value. Reinforcement of the passive zone has a relatively minor effect on the horizontal displacement of the pier. (3) When the distance between the railway pier and the excavation is less than twice the excavation depth, the horizontal displacement of the pier increases sharply. Conversely, when the distance exceeds twice the excavation depth, the horizontal displacement gradually decreases, and when the distance exceeds four times the excavation depth, the deformation of the bridge approaches zero. (4) The research results can be used as reference for the design and construction of soft soil foundation pits near the railway bridges.

Select

Research on Out-of-plane Bending Control of Kilometer-scale Long-span Steel-truss Composite Girders

LI Enliang

Journal of Railway Engineering Society. 2025, 42(6): 47-51.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The non-navigable span bridge of Chongming-Qidong High-speed Railway Changjiang River Bridge on the Shanghai- Chongqing-Chengdu High-speed Railway is a (99.2+9×112+98.2) m steel truss combined continuous beam bridge. The upper highway deck adopts a steel-concrete composite structure of longitudinal and transverse beam system, with a total length of 1 205.4 m. Currently, there are no available engineering precedents worldwide regarding out-of-plane bending control of cross girders in kilometer-scale steel-truss composite continuous girder bridges. It is imperative to integrate the design practice of such bridges to elucidate the deformation characteristics of cross girders in the longitudinal-transverse beam system under bridge deck interaction, investigate the underlying mechanisms and their structural effects, develop effective control methodologies, and formulate specific engineering implementation schemes.
Research conclusions: (1) The out-of-plane bending patterns of highway cross girders are essentially symmetrical in main spans while showing significant asymmetry in side spans. The maximum bending deflection of cross girders progressively increases from midspan to beam ends across all spans. (2)During global longitudinal loading, the hysteresis effect between top chords and highway longitudinal girders generates asynchronous tensile/compressive deformations, thereby inducing out-of-plane bending in cross girders. (3)The fundamental principle for controlling out-of-plane bending lies in adjusting the stress-free length of highway longitudinal girders to match the post-deformation length of top chords under loading. (4)The proposed construction scheme - featuring temporary connections of longitudinal girders in both pier negative moment zones and span positive moment zones, combined with precast deck slab preloading before permanent connections - achieves 18%~55% reduction in cross girder deflection and over 76% decrease in root bending moments. (5)The research outcomes demonstrate broad application prospects for designing long-unit longitudinal-transverse beam systems in steel-truss composite girder bridges.

Select

Principle and Engineering Application of High Internal Pressure Bearing Arch of the Squeezing Surrounding Rock

LI Guoliang, GUO Limin, LI Ning, LIU Jianhong

Journal of Railway Engineering Society. 2025, 42(6): 52-58.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The spatiotemporal characteristics of the deformation of the squeezing rock tunnel are significant, and the deformation mechanism has not been fully explored, which is difficult to effectively support the design and construction of the tunnel. Based on theoretical analysis and typical engineering cases, this paper proposes the principle of "high internal pressure bearing arch" in extrusive surrounding rock, and puts forward suggestions for prevention and control measures.
Research conclusions: (1) According to the spatiotemporal evolution characteristics of tunnel deformation, the surrounding rock is spatially divided into creep zone and original rock area, and the time is divided into creep acceleration period, creep retardation period and creep residual period, and the velocity-time equation of each stage is established to quantify the deformation law. (2) The surrounding rock undergoes the process of relaxation first and then compaction, first release energy and then energy absorption, forming a "high internal pressure bearing arch", and part of the surrounding rock even exceeds the original rock state after compacting and absorbing energy, becoming a bearing structure, revealing the internal logic of self-enhancement of tunnel stability. (3) With the core prevention and control concept of "active support to help the surrounding rock quickly form a high internal pressure bearing arch", a series of technologies for deformation control of squeezing rock tunnels are proposed, which can be applied to the construction of squeezing rock tunnels.

Select

Deformation Characteristics and Classification of Squeezing Rock Tunnels

GUO Limin

Journal of Railway Engineering Society. 2025, 42(6): 59-63.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The deformation and failure characteristics of squeezing rock tunnels are diverse, and the effective measures for prevention and control of different tunnels are different, which hinders the engineering design and construction. Combined with the investigation and analysis of tunnels, this paper subdivides squeezing rock tunnels into categories, and proposes targeted control measures.
Research conclusions: (1) According to the characteristics of the surrounding rock, squeezing rock can be divided into extrusive fractured rock and extruded layered rock, which is subdivided into shallow buried fractured rock, deep buried fractured rock, shallow buried layered rock and deep buried layered rock according to the buried depth. (2) Deformation characteristics of fractured rock: the tunnel face is extremely unstable, and the extrusion effect is significant; Failure characteristics: the face of the tunnel collapses, and the initial branch ring cracks and squeezes in. Deformation characteristics of layered rocks: deformation anisotropy, extrusion on one side and slip shear on the other side. Failure characteristics: the steel frame is twisted and sheared, and the primary branch is cracked longitudinally. (3) The targeted measures for fractured rock are: "advanced grouting, shed protection system, partial excavation, large stiffness support, temporary support, multiple (pressure) support"; The countermeasures of layered rocks include: "micro-step/step method excavation, rapid closure into rings, large stiffness support, multiple (pressure) support, vertical rock formation length and short anchors (cables)". The shallow burial section can be supplemented with surface measures. (4) The research results can guide the detailed design and construction of squeezing rock tunnels.

Select

Research on the Correlation between Rock Abrasion Index and Specific Chiseling Energy of Rock in TBM Tunnels

ZHANG Tinglei, CHEN Guangsen, LI Ling, LI Ronglun

Journal of Railway Engineering Society. 2025, 42(6): 64-69.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: TBM tunnel construction is widely used in railway engineering. The selection and design of tunnel boring machine must carry out the wear resistance index of rock and the specific chiseling work of rock. Both of them are the characteristics of rock hardness and have a certain correlation, which is an important index for the design of tunnel construction process parameters of TBM method, but there are few relevant studies. Based on the TBM construction process design of a railway tunnel, a comparative test study of rock wear resistance index and rock specific chiseling work was carried out, and the correlation between rock wear resistance index and specific chiseling work was established to guide the TBM process design and construction of the tunnel.
Research conclusions: (1) There is a good linear correlation between the rock abrasion resistance index A_band the specific chiseling work a of rock. (2) Rock samples of different lithology have different effects on rock abrasion resistance index and specific chiseling work of rock due to their different diagenesis mode, crystallization state, degree of compaction, bedding structure and evenness, etc. The a-A_b fitting curves of different lithology have great differences. (3) Due to the stable and uniform physical properties of single lithology, the correlation of a-A_b fitting curve is obviously better than the total a-A_b fitting curve. (4) The correlation of a-A_b fitting curves of different lithology is closely related to the rock uniformity and the stability of physical properties. The more uniform the rock lithology is, the more stable the physical properties are, the better the correlation is. (5) The research results can be used to guide the investigation design and construction of TBM tunneling machine method.

Select

Study on the Transient Response Law of Pantograph-catenary at the Positioning Point of High-speed Railway Catenary

ZHANG Jiawei, YANG Jia, LIU Yuhui, GUAN Jinfa, XU Kejia, ZHANG Kai

Journal of Railway Engineering Society. 2025, 42(6): 70-75.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: With the advancement of catenary design for high-speed railways with a speed of 400 km/h, how to control arcing when the pantograph slides to collect current at high speed has become a key issue in determining the current quality of the catenary. This article aims at the arcing phenomenon at the on-site high-speed railway catenary positioning point and studies the key factor causing arcing, which is the transient separation phenomenon of the pantograph and catenary. The purpose of this study is to propose a transient dynamic simulation method for pantograph and catenary to reveal the mechanism of transient separation of the pantograph at the positioning point of the catenary, analyze the factors that affect the transient separation of the pantograph and the catenary, and analyze the influence of different factors.
Research conclusions: (1) When the mass of the steady arm was 1.6 kg, the tension of the contact wire was 30 kN, and the vehicle speed was 400 km/h, the catenary would be separated from the pantograph at the catenary positioning point. (2) When the vehicle speed was 400 km/h, the time of the separation decreased as the contact line tension increased. (3) When the tension of the contact wire was increased to 36 kN, at a vehicle speed of 400 km/h, the steady arm with a mass of no more than 1.6 kg did not cause the pantograph-catenary separation. (4)Through the research of this paper, it is expected to provide a reference for the selection of the tension of the contact wires and the determination of the key indicators of components for the 400 km/h high-speed railway.

Select

Research on Key Technologies for Air-rail Interconnection

YANG Bo

Journal of Railway Engineering Society. 2025, 42(6): 76-81.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: With the rapid development of railways and aviation, the two modes of transportation have gradually converged, making air-rail intermodal connectivity an important trend in modern transportation. This paper aims to study and summarize key issues in air-rail interconnection, including its development process,operational models, station layout planning, vertical arrangement, engineering measures for critical areas such as undercrossing taxiways,vibration and secondary structure noise induced by rail undercrossing, and aerodynamic effects of trains passing through underground stations. The research is based on an analysis of the evolution of air-rail intermodality and its influencing factors.
Research conclusions: (1)The development process of air-rail interconnection has gone through four stages from 1.0 to 4.0. (2) The main modes of interconnection in air-rail combined transportation include setting up a station adjacent to the airport, introducing the main line to set up an airport station, and introducing a connecting line to set up an airport station. Each mode has different characteristics and applicable conditions. (3) The scale of setting up a station when the railway is introduced into the airport is generally mainly 2 platforms and 4 tracks. It is possible to compare the two station types of "2 platforms sandwiching 4 tracks" and "double island plus 4 tracks" and select according to the characteristics of the station type and the actual situation. (4) There are three different vertical layout modes, namely the flat layer mode, the staggered layer mode, and the stacked layer mode, each with different characteristics and applicable conditions.(5)For air-rail interconnection, it is necessary to consider issues such as the engineering treatment measures for key areas like passing under the taxiway, the vibration and secondary structure noise caused by the railway passing underneath, and the aerodynamic effect of trains passing through underground stations, which will have a significant impact on the design of specific facilities. (6) The research results can provide a reference for the design of similar air-rail interconnection projects.

Select

Analysis of the Principles for Setting the Distance Between Station Tracks in China and Germany

WANG Yan

Journal of Railway Engineering Society. 2025, 42(6): 82-86.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The distance between station tracks is crucial for the safety of railway operations and is one of the key factors for the interoperability of railways. Determining the distance between station tracks plays a vital role in railway project design, involving multiple considerations such as railway clearance, operating speed, vehicle types, curve radius, and operation/maintenance requirements. Different countries have varying principles for calculating the distance between station tracks. This paper conducts a comparative study on the principles for setting the distance between station tracks in Chinese and German railway, illustrating the differences between the two. The findings can be used for reference by Chinese railways and also serve as a guideline in overseas projects.
Research conclusions: （1）The factors considered by Chinese and German railways when determining the distance between station tracks are essentially the same, but the principles applied in setting the station track spacing differ.（2）The additional widening value for small curves in Chinese railways is determined through calculation, while German railways have already taken into account the widening values for curves with a radius of 250 m and above in the structure gauge, only considering the additional widening for curves with a radius less than 250 m.（3）When determining the distance between station tracks, German railways have introduced standards for danger zones related to speed and adjacent safety zones, using them as inspection criteria for the spacing of lines where personnel are working.（4）This paper provides a comparative analysis of the principles for setting railway line spacing between China and Germany, which has reference value for setting railway line spacing in overseas stations and yards.

Select

The Key Technology of Mining Method on Composite Strata of Ultra-shallow Subway Tunnel

TANG Zhiqiang

Journal of Railway Engineering Society. 2025, 42(6): 87-91.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: In order to solve the problems of poor stability of arch surrounding rock, large surface settlement, and underground water inflow caused by underground excavation construction in complex environments of ultra shallow buried soft and hard composite strata in subway construction, taking a certain project of Hangzhou Metro as an example, theoretical research, numerical simulation, and on-site monitoring were used to conduct in-depth research on the stability, design methods, excavation methods, and auxiliary reinforcement measures of ultra shallow buried composite strata tunnels in complex surrounding environments.
Research conclusions: (1) A design concept of surface reinforcement to improve geological parameters and water stop has been proposed for ultra shallow buried composite underground tunnels, which can effectively avoid the risks of excavation collapse and water inflow. (2) By studying the pre-reinforcement technology of using pipe sheds and small conduits in the tunnel, a "micro arch" effect can be formed within a certain range of the arch, which can effectively control the deformation of the arch and surface settlement during excavation. (3) By combining geological and tunnel section studies, a scientific excavation method is determined, coupled with reasonable support measures, which can further improve the spatiotemporal effect of excavation and effectively control the settlement of the arch crown and deformation of the surrounding rock. (4) The research results can provide reference for the construction of ultra shallow buried subway tunnels in composite strata.

Select

Research on Partnership Management between General and Subcontractors in Urban Rail Transit Engineering Design

LI Baoyu, FU Tong, LI Yong, WANG Shouqing

Journal of Railway Engineering Society. 2025, 42(6): 92-96.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: This research aims to explore the critical success factors (CSFs) of partnership management between the general and subcontractors in the design phase of urban rail transit engineering under the background of digital transformation. It addresses the challenges faced in design management and fills the theoretical gap in the research on digital transformation in this field.
Research conclusions: (1) This research applies factor analysis to demonstrate how digital technologies reconfigure traditional partnership CSFs, identifying five principal factors (Quality, Collaboration, Vision, Risk, Strategy) and 13 critical success factors. These components collectively establish the core architecture for general-subcontracting partnerships in urban rail transit engineering design during digital transformation. (2) The research outcomes deliver concrete action plans for design enterprises to refine quality control, strengthen collaboration, develop strategic roadmaps, mitigate risks, and propel technological innovation in digital transition processes, while providing theoretical foundations for smart transformation practices in rail transit engineering design.

Select

Evaluation of Passenger Transport Modes and Study on Adaptability of Transportation Demand

CHEN Guo, XU Guoping, LU Yanan

Journal of Railway Engineering Society. 2025, 42(6): 97-103.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: With the development of urban agglomeration regional integration, there is an urgent need for cities to improve their transportation infrastructure systems and enhance the utilization rate of passenger transport channel resources. This article in combination with transportation demands, studies the establishment of quantitative evaluation methods for different passenger transport modes, constructs a model for the redistribution of passenger flow, and analyzes the advantages and disadvantages of the three transportation modes of road, railway, and air, as well as their adaptability to transportation demands. This is to optimize the passenger transport mode share and solve the problem of transportation mode evaluation, thereby guiding the planning and construction of transportation modes in the channels.
Research conclusions: (1)An evaluation system for the choice of transportation modes in the corridor was established. A quantitative evaluation method for transportation modes in the corridor based on the method of widening the gap was proposed. A model for reallocating passenger flow based on the current distribution of passenger flow, transportation distance, and cost was established. (2)Through the verification of the Guangdong-Hong Kong-Macao Greater Bay Area Zhaoqing-Shenzhen Corridor, the evaluation method can effectively assess the advantages and disadvantages of different transportation modes in the Zhaoqing-Shenzhen Corridor. At the same time, through the analysis of the adaptability of transportation demand, it is found that the capacity of the conventional railway between Guangzhou and Foshan in the Zhaoqing-Shenzhen Corridor does not meet the demand, and new lines need to be added. (3)By using the quantitative evaluation method of transportation modes and the model for reallocating passenger flow, the adaptability of transportation demand for passenger transportation modes in the corridor can be evaluated.

Select

Research on the Main Alignment Technical Standards of the High Speed Railway from Marrakesh to Agadir in Morocco

SUN Haifu

Journal of Railway Engineering Society. 2025, 42(6): 104-108.

Abstract ( ) Download PDF ( )

Knowledge map

Save

Research purposes: The high-speed railway from Marrakesh to Agadir in Morocco adopts the French high-speed railway design standards, with mixed passenger and freight transportation. The design speed is 350 km/h for passenger transportation and 100 km/h for freight transportation. As there is no precedent for mixed passenger and freight transportation on high-speed railways in China, it is necessary to study and analyze the main technical standards for the alignment plan and profile, and determine reasonable design parameters for the alignment plan and profile. This article compares and analyzes the main design alignment parameters of the Chinese and French high-speed railways, and combines the operating status and terrain conditions of the Moroccan high-speed railway to calculate and analyze the main alignment technical standards of the Marrakesh to Agadir high-speed railway. Corresponding technical standards are provided, which have strong reference and guidance significance for similar projects.
Research conclusions: （1) The maximum superelevation of mixed passenger and freight high-speed railways is generally 90 mm, with difficulty reaching 110 mm. At a speed of 350 km/h, the allowable deficient superelevation is generally 65 mm, with difficulty of 80 mm; The allowable surplus superelevation is generally 90 mm, and the difficulty is 105 mm. The superelevation time-variant rate is generally 50 mm/s; the difficulty is 60 mm/s; the deficient superelevation time-variant rate is generally 30mm/s, and the difficulty is 50 mm/s. (2) The minimum curve radius of the line plane is 8 600 m, and the maximum curve radius is 25 000 m. The length of the transition curve is determined by calculating the superelevation time-variant rate, with a minimum length of 50 m. The distance between centers of tracks is 4.8 m. (3) The maximum slope in the plain area of this project is 13.5 ‰, and the maximum slope in the mountainous area is 24 ‰. The minimum vertical curve radius is determined based on the design speed, and the maximum vertical curve radius is not greater than 40 000 m. (4) The design standards for 350 km/h mixed passenger and freight high-speed railway lines are great significance in guiding the design of high-speed railways both domestically and internationally, and leading the development of high-speed railway technology worldwide.

Please choose a citation manager

Content to export

15 June 2025, Volume 42 Issue 6

模态框（Modal）标题

Please choose a citation manager

Content to export

15 June 2025, Volume 42 Issue 6