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Research on the Horizontal Frost Heaving Force Correction of Retaining Walls Considering Coupled Interactions

LI Chong, LIU Yue, SHEN Yupeng

Journal of Railway Engineering Society. 2026, 43(3): 1-7.

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Research purposes：In response to the problem of excessive lateral loads generated by gravity retaining walls under horizontal freezing in railway engineering in seasonally frozen soil areas, the research focuses on the multi-field coupling response process of unsaturated soil, constructs a numerical model that can reflect the mechanisms of water migration, vapor transport, ice segregation, and pore pressure evolution, and combines rigid and flexible support conditions to systematically analyze the influence of different structural stiffness on the distribution and amplitude of horizontal frost heaving force. The aim is to propose a set of frost heave force standard value correction methods suitable for railway retaining wall structures in cold regions.
Research conclusions：(1) A hydro-vapor-thermo-mechanical coupling model was constructed to accurately reflect the mechanisms of water migration, ice lens growth, and pore pressure evolution in unsaturated soils during horizontal freezing. (2) The calculated results of the model are in good agreement with the measured data in the permafrost regions of the Qinghai Tibet Plateau and Northeast China. The frost heave force follows a parabolic distribution along the wall height, with the peak located at about 2/3 of the wall height. (3) Under rigid support conditions, due to limited lateral displacement of the structure, the peak force is about 5%-15% higher than the upper limit specified in the specifications.The flexible support structure can release some deformation, and the overall stress is 10%-20% lower than the standard value. (4) A graded modified framework based on frost heave rate was established for different support conditions. For rigid support, the standard specified values should be upgraded by one level within the five-grade scale from "no frost heave" to "extremely strong frost heave", while the values for flexible support can be downgraded accordingly to achieve the coordinated optimization of safety and economy. (5) This study can provide theoretical support for the safety-oriented design and optimization of standard values in relevant engineering applications.

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Study on Instability of Soil-Rock Mixed Slope in Gently Inclined Strata Induced by Heavy Rainfall

DU Dong

Journal of Railway Engineering Society. 2026, 43(3): 8-12.

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Research purposes：As a special geological condition, the gently inclined stratum is easy to cause slope slippage or collapse under heavy rainfall, which brings safety risks to traffic engineering. Based on the engineering conditions and formation process of a landslide in DK92+300~DK93+660 section of a project in Guangxi, this study analyzes the collapse evolution process and instability mechanism of cutting slope in gently inclined stratum under heavy rainfall, clarifies the influence of formation lithology, hydrological rainfall, engineering activities and other factors, and puts forward targeted prevention and treatment measures, so as to provide theoretical support for risk early warning and design of slopes with similar geological conditions.
Research conclusions：(1) The landslide types of the line are divided into push-type landslide and traction-type landslide. The mechanical process of slope instability of push-type landslide is divided into three stages: initial deformation, accelerated deformation with trailing edge sliding, and overall instability. The mechanical process of slope instability of traction landslide is divided into three stages: initial deformation, crack propagation with traction development, and overall instability. (2) The main influencing factors of instability are stratum lithology and structure,hydrogeology and rainfall, and engineering activities. (3) The main factors affecting the type of landslide are the location of special stratum and weak structural plane on the slope. The sliding surface is mainly developed in the soil-rock interface or the fully weathered layer, which belongs to the soil or soil-rock mixed landslide developed in gently inclined strata. (4) The research can provide theoretical support for risk early warning and design of slopes with similar geological conditions.

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Hydrological Characteristics and Disaster-causing Mechanisms of Atypical Karst Tunnels in the Southern Taihang Region

YAN Changhe, LI Huiqiang, SUN Guangji

Journal of Railway Engineering Society. 2026, 43(3): 13-18.

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Research purposes：The Southern Taihang region features low to medium-altitude mountainous canyon terrain, with extensive coverage of carbonate rocks. Influenced by topography, lithology, tectonic activity, and water resource development, the groundwater table is relatively deep. River leakage serves as a significant source of recharge for shallow groundwater. The construction of tunnel projects has altered the local hydrogeological environment. Under extreme rainfall conditions, previously dry valleys can transform into debris-flow channels, where water infiltrates through fractures and recharges the tunnel area, leading to tunnel hazards. This represents a new type of disaster arising from increased extreme rainfall against the backdrop of the northward shift of the precipitation line. Related research holds significant importance for managing water-related hazards in tunnels within atypical karst areas.
Research conclusions：(1) The interfluve of the Danhe and Longmen rivers in the Southern Taihang region exhibits weak karst and karst water development, belonging to an atypical karst area. The fractures in the Lower Ordovician and Upper Cambrian strata are poorly developed, resulting in low erodibility. In contrast, the Middle Cambrian Zhangxia Formation, composed of dolomitic limestone and residual oolitic dolomite, exhibits well-developed fracturing. Influenced by partial dissolution, it has become the main runoff formation for river leakage. (2) Extreme precipitation triggers geological hazards such as surface landslides and debris flows, which obstruct surface drainage pathways. This enhances the capacity of valley runoff to recharge groundwater through dominant fissures, leading to localized increases in water pressure and causing tunnel hazards. (3) The findings of this study can provide a reference for managing water hazards in tunnels under similar conditions.

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Innovation and Application of Long-span Steel Truss Girder Bridges with Ballastless Tracks for High-speed Railways

XU Shengqiao, YANG Xiwen

Journal of Railway Engineering Society. 2026, 43(3): 19-23.

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Research purposes：The steel bridge deck has relatively weak out-of-plane stiffness and is prone to vertical vibration issues. Furthermore, the higher linear expansion coefficient of steel compared to concrete leads to incompatibility between ballastless tracks and steel bridge decks. Consequently, long-span steel bridges constructed in recent years predominantly adopt ballasted tracks with design speeds limited to 250 km/h to mitigate ballast scattering and bed degradation, thereby restricting operational speeds on critical high-speed railway bridges. This study proposes vertical vibration control measures through novel steel deck configurations, validates the structural compatibility of new decks with ballastless tracks, and ultimately enables their application on long-span steel bridges to enhance train crossing speeds.
Research conclusions：(1) Introduction of a concrete transition layer enhances the local stiffness of steel decks beneath rails, eliminating transverse resonance and resolving interface compatibility issues between steel decks and ballastless tracks. (2) Random vibration analysis of ballastless track-steel truss bridge systems under multi-source dynamic excitations reveals temperature variation patterns in truss members and advances longitudinal force calculation methods for continuously welded rails. (3) A beam-end lateral displacement coordination device was invented, solving the problem of controlling rail direction at the beam ends of multi-line ballastless track bridges. (4) A riveted ballastless track structure and vibration reduction isolation technology were developed, along with methods for correcting the stiffness of ballastless track structures on steel truss bridges and measuring track slab positioning, solving the technical problems of applying ballastless tracks on steel truss bridges. (5)The research results are mainly applied in the construction of long-span steel bridges for high-speed railways, increasing the design speed of high-speed railways on long-span steel bridges to 350 km/h and improving the operational efficiency of high-speed railways.

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Experimental, Theoretic and In-situ Measurement Study on Creep Effects of a Long-span CFST Arch Bridge

ZENG Yong, LI Weilong, TAN Hongmei, SUN Minghao

Journal of Railway Engineering Society. 2026, 43(3): 24-31.

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Research purposes：To investigate the creep evolution during the construction stage of long-span concrete-filled steel tubular (CFST) arch bridges, this study selected a long-span CFST arch bridge with a 460 m main span as the research object and established an integrated research framework of "experiment-theory-field monitoring". First, axial compression creep tests were conducted on large-diameter CFST members, and the stress redistribution between the steel tube and the infilled concrete under sustained loading as well as the creep coefficient were systematically analyzed. Then, based on the deformation compatibility condition, a new creep coefficient for the infilled concrete was derived, considering the confinement effect of the steel tube on the core concrete while neglecting the hoop stirrup effect, and a theoretical creep analysis for the construction stage was performed. Finally, the theoretical results were validated by comparison with the field-measured stress monitoring data during construction.
Research conclusions：(1) Under sustained loads, the stress redistribution between the steel tube and the infilled concrete is significant, and the creep coefficient of the infilled concrete is smaller than that of plain C60 concrete. (2) Both creep coefficients can reflect the influence of the steel ratio and the elastic modulus ratio between steel and concrete, and the theoretical predictions agree well with the model test results. (3) The measured steel tube stresses show good overall agreement with the theoretical calculations and exhibit a similar development trend, whereas certain discrepancies exist between the measured and calculated stresses of the infilled concrete. (4) The research findings can be applied to the analysis of construction-stage creep effects, alignment and stress control, and verification of monitoring data for long-span CFST arch bridges.

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Parametric Sensitivity Analysis of Seismic Isolation and Energy Dissipation Devices in Railway Simply-supported Box Girder Bridges

XU Jianchao, WU Jieqiong, BAN Xinlin, SUN Mingde, WU Shengtao

Journal of Railway Engineering Society. 2026, 43(3): 32-38.

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Research purposes：Simply supported concrete box girder bridges are the main bridge type for passenger dedicated and mixed passenger-freight railways. Considering operational stiffness requirements, the isolation scheme of friction pendulum isolation bearings (FPBs) combined with steel damping devices is mainly adopted. Currently, the variability of the curvature radius and friction coefficient of FPBs is limited. With the aim of supporting parameter optimization, a systematic analysis was conducted to investigate the effects of curvature radius and friction coefficient of FPBs on seismic isolation performance. Additionally, a comparative evaluation was performed on the differences between frictional energy dissipation in FPBs and hysteretic energy dissipation in steel damping devices.
Research conclusions：(1) As the curvature radius increases, the seismic force of the superstructure decreases, while the seismic force of the pier itself increases. Notably, the combined influence on bending moment at the pier base was found to be insignificant. (2) The seismic moment reduction rate of piers was characterized by an initial increase followed by a decrease as the bearing friction coefficient varies. The optimal friction coefficient was determined to increase with pier height. For bridge spans of 32 m and 24 m, the optimal friction coefficients corresponding to different pier heights fell within the ranges of 0.06-0.14 and 0.06-0.20, respectively. (3) Frictional energy dissipation in FPBs and hysteretic energy dissipation in steel dampers were demonstrated to be functionally equivalent in terms of seismic moment reduction rate of piers and bearing displacement. (4) For simply supported girder bridges with pier height exceeding 20 m, isolation bearings with a larger friction coefficient should be adopted. (5) The research results can provide technical support for the isolation design and device parameter optimization of railway simply supported girder bridges.

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Construction Technology for the Transportation and Erection of High-speed Rail Box Girders Under Low Clearance High-voltage Power Lines

YUAN Baohua, NIE Haiyan

Journal of Railway Engineering Society. 2026, 43(3): 39-43.

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Research purposes：At present, the construction speed of high-speed rail is increasing rapidly, with the construction technology advancing by leaps and bounds, but the constraints in the construction process are endless, especially land acquisition and demolition is the key factor restricting the construction period and cost of high-speed rail. In the construction process of a railway affected by the low headroom of 500 kV high-voltage power line, the erection of high-speed rail box girders was once restricted, and the uncertainty of high-voltage line demolition and reform seriously affected the construction period of high-speed rail. Therefore, this research was conducted on the construction technology for transporting and launching high-speed railway box girders under high-voltage lines with restricted clearance.
Research conclusions：(1) Through reverse thinking, the research direction of transforming the racking equipment and changing the construction process is proposed. The renovated beam lifting machine reduces the height of the outriggers, and the original hoisting equipment is replaced by a hanging and lifting equipment, which greatly reduces the height of the beam lifting machine and meets the requirements of the safety distance between the beam erecting equipment and the high-voltage line. (2) Through process improvement, hydraulic jack technology is used to assist the jacking and falling beam process, so that the box girder erection is more stable and ensures that the beam erection operation is successfully performed under energized high-voltage lines. (3) The running track of the beam lifting machine is reasonably arranged, giving full play to the potential of the existing equipment, and taking into account the safety and cost control of the equipment through reasonable technical transformation, which provides an experience reference for similar projects in the future.

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Research on Temperature Field Distribution Characteristics and Influencing Factors of High-speed Railway Tunnels in Cold Regions

ZHU Zhengguo, DING Yunfei, SONG Chenxiao, GAO Yan, ZHU Yongquan, HAN Zhiming

Journal of Railway Engineering Society. 2026, 43(3): 44-50.

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Research purposes：After a tunnel is completed and operated in cold regions, the internal temperature field continuously varies under persistent external environmental disturbances, which results in a mismatch between the anti-freezing measures and the actual temperature distribution, thereby threatening operational safety. Therefore, based on the actual engineering conditions of Gaotai Tunnel, a three-dimensional fluid-thermal coupled numerical model was established to analyze the spatiotemporal evolution of the temperature field following the tunnel's completion. The study aimed to investigate the influence mechanisms of natural wind speed and external temperature changes on the thermal distribution within the tunnel, and to determine the time lag of the lowest temperature occurrence at critical locations behind various support layers. The research provides technical support for the anti-freezing design of tunnels in cold regions.
Research conclusions：(1) The radial temperature inside the tunnel shows sinusoidal variation with a phase difference. The occurrence of the minimum temperature behind the lining structure lags behind the internal air temperature by 7-16 days, and the most critical period for frost damage occurs during the air temperature recovery phase. (2) An increase in external temperature has a more significant impact on the ventilated side, while an increase in wind speed affects the non-ventilated side more markedly, leading to a decrease in tunnel temperature, although the cooling effect gradually attenuates. (3) When the entire contact surface between the initial support and surrounding rock is under subzero temperature, changes in thermophysical properties alter the thermal adjustment zone, resulting in a significant increase in freezing depth. (4) The results of this study can provide reference for frost prevention design and frost damage risk early-warning in cold-region tunnels.

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Monitoring of Displacement Characteristics and Research on Innovative Technologies for Multi-arch to Large-span Tunnel Conversion

ZHANG Zhiguo, LI Gang, NIU Rui, WANG Anyuan, MA Shaokun

Journal of Railway Engineering Society. 2026, 43(3): 51-56.

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Research purposes：Given that traditional tunnel construction methods are associated with long construction duration and that existing large-span tunnel construction methods are unable to effectively ensure the stability and economic feasibility of the construction of large-section, large-span linings, this study takes the Qizi Mountain Tunnel of the Suzhou International Rapid Logistics Channel Phase II project as a case study. It explores the feasibility of concurrently excavating the multi-arch tunnel and large-span tunnel sections to shorten the construction period, with the parallel aim of investigating innovative construction technologies for large-section, large-span tunnels.
Research conclusions：(1) For the conversion from multi-arch tunnel to large-span tunnel, a stepwise excavation method based on cross passages and a curved pilot tunnel excavation technique are proposed. This approach, coupled with phased initial support, facilitates the release of surrounding rock stress and ensures the stability of the lining structure. Monitoring results indicate that the deformation of the surrounding rock is effectively controlled, ensuring construction safety.(2) In the construction of large-section, large-span tunnels, an innovative construction technique combining twelve pilot tunnels, dual-sidewall guide tunnels, and the CRD method with multi-layer initial support is employed. Phased excavation and dynamic support are used to enhance the stability of the surrounding rock. Monitoring data shows that both settlement and horizontal deformation are effectively controlled, ensuring the safety and quality of large-span tunnel construction.(3) The results of this study provide valuable reference and guidance for improving the efficiency of multi-arch to large-span tunnel connections and ensuring the safe construction of large-section, large-span tunnels.

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Research on the Optimization of Excavation and Support Technologies for Super-large Cross-section Mountain Tunnel

CHEN Yibao, HU Jie, CHEN Yilong, CAI Yuliang

Journal of Railway Engineering Society. 2026, 43(3): 57-62.

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Research purposes：To address the issues of high safety risks, significant construction difficulties, and tight schedules in the construction of super-large cross-section tunnels, this study investigates optimized excavation and support techniques based on numerical simulation and field monitoring. The deformation of surrounding rock, distribution of the plastic zone, stress evolution of the surrounding rock, and safety factor of the support system during tunnel excavation are systematically analyzed to evaluate the feasibility of optimized excavation-support schemes for super-large cross-section tunnels.
Research conclusions：(1) Numerical results indicate that the overall deformation of surrounding rock using the double sidewall heading method is well controlled. However, the plastic zone of the surrounding rock expands significantly during the excavation from the middle bench on the left sidewall to the lower bench. (2) During excavation, stress concentration is prone to occur at the arch waist and arch foot. Optimizing the excavation sequence to achieve early closure of the upper half section and form a load-bearing arch ring can effectively suppress stress concentration. (3) Field monitoring results show that the vault settlement and peripheral convergence during excavation are relatively small, and the maximum cumulative deformation is far less than the reserved deformation of 18 cm specified in the design. This indicates that the initial support will not encroach on the clearance before the construction of the secondary lining, and that both construction quality and safety can be ensured when using the double sidewall heading method. (4) The optimized excavation and support technique demonstrates significant advantages in improving construction safety, shortening the construction period, and reducing project costs. The proposed scheme has been successfully applied in subsequent construction and provides a valuable technical reference for the safe and efficient construction of super-large cross-section mountain tunnels under similar geological conditions.

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Key Technologies for Automatic Turnback at Terminal Stations of Regional Railways

ZHANG Youbing, E Haihong, CHEN Zhiqiang, WANG Jianmin, BAO Pengyu

Journal of Railway Engineering Society. 2026, 43(3): 63-67.

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Research purposes：Regional rail transit requires reducing train tracking intervals to provide passengers with bus-like, high-capacity transportation services. Achieving automatic turnback after stations and shortening turnback intervals are crucial steps in reducing train tracking intervals. This study focuses on rapid stopping solutions for trains with different marshaling configurations, investigates potential interference issues from adjacent lines during automatic turnback operations, and addresses key technologies for turnback track length design in existing stations with limited track length to prevent low-speed alignment issues and carrier frequency verification inconsistencies.
Research conclusions：(1) This paper proposes different rapid stopping technologies for trains with different marshaling configurations, which supports rapid stopping of 4-car trains, reducing the travel distance during the turnback process and shortening the turnback time. (2) Unequal division of the turnback track is conducted to reduce interference from adjacent lines, avoid signal error upgrades, and improve the safety level of unmanned automatic turnback process. (3) The length design of the turnback track is optimized to enable trains to automatically turn back after completing the station on shorter turnback tracks. This breakthrough overcomes the limitations of existing station conditions, supports the renovation of more existing stations, and enhances the automatic turnback capability after station. (4) The research findings can be used to guide the engineering design and system development of regional railway projects, improving the efficiency and safety of automatic train turnback operations.

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Method of 3D Coordinate Transformation in the Robot-Based Reinforcement Automatic Binding System

JIA Youquan, YANG Chengda, MA Zhongju, MIAO Kun, WANG Huaidong, CAO Jiwei

Journal of Railway Engineering Society. 2026, 43(3): 68-74.

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Research purposes：The positioning of steel bar intersections based on image recognition is key to achieving automated operation for steel bar binding robots. However, when the camera undergoes significant rotation, a large angular deviation exists between the camera coordinate system and the field (world) coordinate system. This leads to accuracy degradation in traditional three-dimensional coordinate transformation models (such as the Bursa model) due to severe parameter coupling, making it difficult to meet high-precision binding requirements. Therefore, this study addresses the coordinate transformation problem under large angular deviations, improves the traditional Bursa model, and proposes a high-precision, low-complexity coordinate transformation method suitable for intelligent steel bar binding scenarios.
Research conclusions：(1) The proposed "two-dimensional + one-dimensional" coordinate transformation method effectively improves conversion accuracy under large camera rotation angles. Experimental results show that precision is increased by approximately 1% for small coordinate values and up to 5% for large coordinate values, meeting the millimeter-level precision requirements for steel bar binding. (2) By decoupling the three-dimensional transformation into two independent sub-problems (plane and depth), the model's solution dimensions and computational complexity are significantly reduced, avoiding the convergence difficulties caused by the joint iteration of multiple parameters in the traditional Bursa model. (3) The new method expands the effective movement range of the camera and enhances the robot's adaptability to complex posture changes, solving the positioning deviation problem caused by large angular deviations. (4) This achievement can be applied to steel bar binding robots and other construction robotic systems, and can also be extended to scenarios requiring large-angle field-of-view transformation, such as industrial inspection and indoor/outdoor navigation.

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Study on Compressive Strength and Microstructure of Fe-based Amorphous Metallic Fiber Reinforced Concrete

WANG Liangliang, ZHANG Zhen, YANG Weiming, YANG Changlong, ZHANG Jiuchang

Journal of Railway Engineering Society. 2026, 43(3): 75-79.

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Research purposes：Fe-based amorphous metallic fibers possess excellent mechanical properties and corrosion resistance due to their structure without grain boundaries, dislocations, slip planes, etc., which can effectively solve the problem of steel fiber corrosion in concrete for coastal engineering. However, the strength growth law of Fe-based amorphous fiber reinforced concrete with age and the characteristics of the fiber-concrete matrix interface remain to be further studied. Taking steel fiber reinforced concrete and plain concrete as references, compressive strength tests and SEM scans were carried out on Fe-based amorphous fiber reinforced concrete with different curing ages, fiber mass fractions and fiber lengths.
Research conclusions：(1) Fe-based amorphous metallic fibers can improve the ductility and compressive strength of concrete. Among them, the fibers with a length of 3-4 cm have a significant enhancement effect on concrete ductility, while the effect of 2-3 cm fibers is not obvious. (2) Under different curing ages, the uniaxial compressive strength of FAMFRC with fiber length of 2-3 cm is the highest, reaching 52.2 MPa, 51.1 MPa and 55.5 MPa, which are 32.20%, 42.53% and 25.57% higher than those of PC, respectively. (3) SEM images indicate that the interface between Fe-based amorphous fibers and concrete matrix has fewer pores and a denser structure, but the smooth surface of the fibers results in weak mechanical interlocking force, which is prone to shear failure and rapid decrease of post-peak bearing capacity. (4) The research results can provide data support for the modification and application of corrosion-resistant concrete in coastal and marine engineering.

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Research on Deformation Law and Cracking Mechanism of Concrete in Double-block Ballastless Track Bed

LI Shuming, AN Mingzhe, XIE Yongjiang, ZHANG Chi, YU Peiyun

Journal of Railway Engineering Society. 2026, 43(3): 80-85.

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Research purposes：To address the issue of cracking in double-block ballastless track concrete, this study employed embedded steel-string strain gauges to measure temperature and strain at the four corners of double-block sleepers and within the ballastless track bed. By analyzing the variation patterns of concrete temperature and strain at different locations, the primary causes of "eight-shaped" cracks in ballastless track concrete were identified. The study also compared the effects of different types of cement on concrete cracking in ballastless tracks, revealing the cracking mechanism of ballastless track concrete.
Research conclusions：(1) The deformation of concrete in ballastless track beds is divided into shrinkage deformation and temperature deformation. The shrinkage deformation varies significantly at different locations, with greater shrinkage strain occurring on the outer side of the sleepers. When the shrinkage deformation is constrained by double-block sleepers, it causes "eight-shaped" shrinkage cracks at the four corners of the sleepers. Environmental temperature cycles induce concrete strain cycles, and the cyclic strain amplitude of concrete in the middle of the ballastless track bed is large, increasing the probability of "eight-shaped" cracks developing into transverse through cracks. (2) Cement is the main factor causing shrinkage deformation. Crack-resistant cement produced by increasing the content of coarse particles has slightly slower early strength development, but its later strength can meet the 42.5 grade strength requirement. The drying shrinkage of this cement is significantly lower than that of ordinary Portland cement, and the increase in shrinkage in the later stage is not significant. (3) The crack resistance of cement is linearly positively correlated with the water/binder ratio, and the larger the water/binder ratio, the longer the cracking time; crack-resistant cement exhibits significantly higher cracking resistance than ordinary Portland cement. (4) Compared with ordinary Portland cement, the shrinkage strain of concrete in ballastless track beds using crack-resistant cement is significantly reduced, and the number of "eight-shaped" cracks is significantly reduced. (5) The research findings can provide technical support for crack control in double-block ballastless track concrete.

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Research on Dynamic Monitoring and Identification of Safety Risks in Railway Construction Empowered by Digital Intelligence

LIU Yuming, WANG Yanchen, XIONG Binchen, LIU Dongsheng, YANG Xiaoxu, JIANG Yalei

Journal of Railway Engineering Society. 2026, 43(3): 86-92.

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Research purposes：Currently, digital monitoring technology has been increasingly applied in the safety risk and hazard monitoring and early warning of various scenarios in railway engineering, such as tunnels, bridges, steep slopes, and deep foundation pits. However, it has not yet formed a complete system of dynamic monitoring and identification methods for safety risks with intelligent management functions. Therefore, based on digital monitoring technology, this research aims to construct a dynamic safety risk monitoring system method and a full-chain dynamic safety risk identification system method grounded on" human-air-space-ground" integration.It proposes the composition of safety risk dynamic monitoring and identification outcome including four dynamic lists: risk points, dangerous sources, safety risk events, and safety risk hazards. Thus, a complete system of dynamic safety risk monitoring and identification methods can be formed to realize the digital and intelligent empowerment of dynamic safety risk management in railway construction.
Research conclusions：(1) Reasoning reveals that the safety risk occurrence follows a progressive evolution along the logical chain of "risk point - dangerous source - safety hazard - safety accident - accident loss". (2) Based on digital monitoring technology, a dynamic monitoring system and method for safety risks based on "human-air-space-ground" integration has been established. (3) A dynamic identification system and method for safety risks based on monitoring data-driven, "human-machine-network" collaboration, and "constraint-incentive" organic integration has been constructed. (4) A dynamic monitoring and identification outcome for safety risks including four dynamic lists: risk points, dangerous sources, safety risk events, and safety risk hazards has been proposed.(5) A dynamic monitoring and identification system with digital intelligence management functions such as dynamic monitoring and inspection, dynamic collection and upload, intelligent analysis and identification, and dynamic adjustment and update has been formed.

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Multi-scenario Prediction of Landscape Ecological Risks Along the Gansu Section of the Sichuan-Qinghai Railway

WANG Hualan, SHEN Zhiyuan, WANG Zhuoya, SHEN Zhicheng

Journal of Railway Engineering Society. 2026, 43(3): 93-98.

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Research purposes：Based on land use data from 2000 to 2020 for the areas traversed by the Sichuan-Qinghai Railway and post-2022 construction line data, the PLUS model was used to simulate the landscape ecological risk evolution characteristics for the year 2030 under both the no-construction scenario and four construction scenarios of the Sichuan-Qinghai Railway (0 m buffer zone construction scenario, 50 m buffer zone construction scenario, 100 m buffer zone construction scenario, and 200 m buffer zone construction scenario). The study further revealed the mechanisms through which driving factors influence landscape ecological risk.
Research conclusions：(1) From 2000 to 2020, landscape ecological risk in the Sichuan-Qinghai Railway corridor showed a slight upward trend, with a spatial distribution characterized by "high-high clustering in urbanized central areas and low-low clustering in peripheral ecological areas". (2) The construction of the Sichuan-Qinghai Railway significantly altered the landscape ecological risk pattern in the region. As the buffer zone expanded, particularly in the 200 m buffer zone construction scenario, the expansion of artificial surfaces led to a gradual decrease in the areas of arable land and grassland. At the same time, the area of high-risk zones significantly increased, and ecological risk levels continued to rise, especially marked by the expansion of high and relatively high-risk zones. (3) Geographic detector analysis revealed that land use type was the dominant driving factor, followed by elevation and GDP. The interaction between natural and human factors significantly enhanced the spatial heterogeneity of ecological risk. (4) This study provides a theoretical basis and practical reference for ecological risk regulation and spatial management strategies in the context of plateau railway construction.

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Research on Intelligent Prediction of Railway Engineering Construction Duration Indicators

LIU Weiqing, ZHANG Hao, XU Zhifen

Journal of Railway Engineering Society. 2026, 43(3): 99-104.

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Research purposes：In the context of digital transformation of railway engineering construction, intelligent prediction of construction duration indicators is an inevitable requirement for the development of intelligent construction of railway engineering. This study applies machine learning methods to the prediction of railway engineering construction duration indicators. By preprocessing input features such as railway tunnel construction date, surrounding rock grade, and duration, five prediction models, including linear regression, random forest, LightGBM, XGBoost, and CatBoost, are constructed, and the prediction errors of each model are compared. Based on the results of model performance comparison, the model with the best comprehensive performance is selected, and the importance of each influencing factor is further analyzed to provide a decision-making basis for railway engineering project management.
Research conclusions：(1) Based on expert experience and field survey data, the data missing of influencing factors such as railway tunnel construction date, surrounding rock grade, duration, designed volume and actual volume were preprocessed. By comparing the training performance of five models, namely linear regression, random forest, XGBoost, LightGBM and CatBoost, it was found that the LightGBM algorithm had small prediction error and strong generalization ability. (2) The importance of influencing factors was analyzed using the LightGBM model. The results showed that in case A,construction date, duration and actual volume ranked in the top three in importance; in case B, actual volume, construction date and maintenance ranked in the top three in importance. The study showed that during the construction process, dynamic factors such as daily personnel status, resource usage and environmental changes have a significant impact on the construction schedule.(3) The results of this study can provide reference for the construction organization design of railway engineering.

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Research on Optimization of Railway Construction Project Schedule Planning Model and Algorithm

LI Wenguang, HUANG Xiaofen, WEI Youbo, ZHAO Xinchen, ZHANG Yanchun, FU Jianbin

Journal of Railway Engineering Society. 2026, 43(3): 105-112.

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Research purposes：Rail construction projects are characterized by large-scale engineering, long construction cycles, and intensive resource investment. Optimizing the schedule plan is of great significance for reducing construction costs and improving management efficiency. This study aims to establish a schedule optimization model applicable to rail construction projects and design an improved solution algorithm,providing an efficient tool for determining the minimum-cost construction crew allocation and schedule plan that meets the project duration requirements, and serving as a reference for schedule management in rail construction projects.
Research conclusions：(1) With the objective of minimizing cost and using construction activity crews and start times as decision variables, an optimization model for the schedule of railway construction projects under duration constraints is constructed, along with the formulation for converting activity distance constraints into time constraints. (2) An Improved Particle Swarm Optimization (IPSO) algorithm is designed to solve the model. Through enhancement strategies such as Latin Hypercube Sampling (LHS) initialization, an asynchronous learning factor mechanism, and a nonlinear decreasing inertia weight mechanism, the algorithm's global search capability and convergence speed are effectively improved. (3) The validity of the model and algorithm is verified using a linear schedule chart and crew allocation plan generated for a specific railway construction project. The results indicate that IPSO exhibits superior search performance and can serve as a reliable tool for schedule management practices in railway construction projects.

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15 March 2026, Volume 43 Issue 3

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15 March 2026, Volume 43 Issue 3