Research purposes: The Jiujiawan landslide is a rare landslide geological disaster that caused damage and suspension of high-speed railway since the construction of high-speed railway in China, and it will surely have a far-reaching impact on the geological alignment selection in the construction of high-speed railway. The study of the characteristics and causes of this landslide will help the technical workers have a deep understanding of the high slopes along the high-speed railway and their potential risks, and provide valuable experience for the prevention and control of similar geological disasters in the future.
Research conclusions: (1) Jiujiawan landslide is a new landslide formed by the instability of natural slope, and it is a natural disaster that occurs suddenly under the combined effect of extreme heavy rainfall and man-made activities on high steep slopes of mudstone sandwiched with gypsum rock. (2) The long-term leakage of the irrigation canal at the foot of the slope is the main reason why the landslide was able to continue to slide forward on the river terrace for three days and travel more than a hundred meters after being sheared out from the foot of the slope and ultimately caused damages to the bridges of Lanzhou-Xinjiang High-speed Railway. (3) The research results can be applied to the selection of railway schemes in mountainous areas to avoid the risk of the line being subjected to landslides and geological hazards.

Research purposes: The Quaternary cover layer in the Chengdu area is thick, overlying the red soft rock strata, with a variety of rock and soil types. The unique geological environment has given rise to numerous geotechnical engineering problems, which have constrained the planning and construction of Chengdu rail transit. Through a series of geotechnical engineering practices in Chengdu rail transit construction, this paper systematically analyzes the geological characteristics and causes of various problems and proposes targeted geotechnical investigations of key points and corresponding prevention and control measures.
Research conclusions: (1) The Chengdu rail transit is mainly located in the central part of the Sichuan Basin, which belongs to the Minjiang River watershed. Its geological structures are mainly box-shaped Longquan Mountain anticline, and the basic seismic intensity is Grade Ⅶ. (2) The Chengdu Plain is widely distributed with thick Quaternary Holocene System (Q₄) and Pleistocene System (Q₃) clay, pebbles, and sand layers, while the cover layers on the hilly and low mountain areas are thinner. The underlying bedrock is the Cretaceous System (K) and Jurassic System (J) red lacustrine sedimentary mudstone, sandstone, etc., with thin layers of gypsum and calcareous halite commonly found in the mudstone. (3) The study area has diverse rock and soil types, and the Chengdu rail transit construction faces large-grained high-strength floating pebbles, lenticular sand layers, Ya'an gravel layers, gypsum-containing formations, shallow gas, red mudstone, composite formations, and hydrogeological problems. The paper provides a detailed explanation of the engineering geological characteristics, geotechnical investigations key points, and control measures for each problem. (4) The research results have reference and guidance significance for the construction of the fifth phase of the Chengdu rail transit and the second phase of the Chengdu suburban railway network.

Research purposes: During the construction of railway karst tunnels, when problems such as water gushing, mud bursting, and huge cavities are encountered, the design changes will be carried out based on supplementary investigation, and the operation safety can generally be guaranteed after renovation. However, some karst hydrogeological problems of railway tunnels that are not exposed during the construction period may form diseases that affect the operation's safety under extreme rainfall and other conditions after opening for operation. Hydrogeological diseases during the operation of typical railway karst tunnels mainly include track uplift, sidewall damage, mud gushing and sand gushing, and large water inflow. It is necessary to summarize these diseases in the operation period and analyze their causes, to provide a reference for avoiding similar diseases in the railway operation period.
Research conclusions: (1) The construction excavation blocking the underground river channel at the bottom of the tunnel reduces the drainage capacity of karst water. After extreme heavy rainfall, the inflow of water on the upstream side increases, which can lead to an increase in groundwater level and thus increase the water pressure acting on the bottom of the tunnel. When the bottom of the tunnel cannot resist the action of water pressure, a rail lift may occur. (2) During the operation stage, the reasons for the cracks on the side wall of the tunnel are mostly related to the open karst caves on the side wall. The lack of understanding of the rapid rise of karst water pressure in the cavity around the tunnel under extreme rainstorms and the lack of targeted water diversion and drainage measures may lead to cracks in the secondary lining after extreme rainfall. (3) During the operation of the tunnel, there is a surge of mud and sand. Due to heavy rainfall, the groundwater level around the tunnel rises and the water pressure increases, causing the mud and sand in the surrounding dissolution joints and grooves to be "pressed" into the tunnel. When mud and sand surges occur during construction and operation, the treatment measures should mainly focus on diversion and drainage. (4) The necessity of adding a drainage tunnel during the construction process should be fully considered, taking into account the water inflow situation under extreme weather conditions and the operational interference caused by a large amount of water inflow. (5) The research results of the paper have reference value for guiding the survey and design of tunnel engineering in karst water development areas.

Research purposes: With the development of underground space utilization and underground rail transit, it is common to encounter deep excavations in urban areas that are adjacent to or underpass existing railways and other critical structures. However, a systematic understanding of related construction technologies remains lacking. Based on a highway underpass railway overpass project in Wenzhou, this study focuses on the construction safety of deep excavations close to railway overpasses, aiming to develop a scientific methodology for low-disturbance construction of deep excavation projects under existing railway lines.
Research conclusions: (1) A reliable support scheme of "double-row piles + steel/concrete internal bracing" was proposed, and a refined, whole-process numerical model for deep excavation adjacent to railway overpasses was established. (2) Based on this model, the deformation characteristics and stability of the excavation and bridge piers during the excavation process were systematically studied, and the "deflection effect" of pier inclination was proposed according to the displacement characteristics. (3) The validity of the numerical model was confirmed by comparison with monitoring results, and a technical scheme for "low disturbance and rapid construction" of deep excavation adjacent to important buildings was summarized. (4) The research findings can provide a reference for the design of deep excavations close to railway overpasses.

Research purposes: To accurately reflect the differences in lateral resistance provided by layered rock-soil foundations to pile foundations, as well as the elastic support effect of prestressed anchor cables, considering the issues in the calculation of multi-row prestressed anchor cable piles and the limitation of existing finite difference methods (FDM), a model considering both loading segment and anchoring segment for prestressed anchor piles was developed based on the Euler-Bernoulli beam method. The internal force and deformation of the entire pile were solved using the discretization of the pile shaft and an improved finite difference approach. The calculation program developed by the programming language could improve the efficiency and accuracy of anchor pile design.
Research conclusions: (1) A model considering both the loading segment and anchoring segment for prestressed anchor cable piles is developed, which could provide an accurate prediction of the internal force and deformation of the entire pile embedded in layered foundations. (2) Matrix-based linear equations are proposed for solving the pile deformation by adopting a central difference scheme, which provides a more simplified analysis process compared with existing finite difference methods. (3) The FDM operation and graphics program is developed with Python language. In comparison to the engineering case and numerical simulation, it indicates that the proposed method was reasonable for evaluating the anchor cable piles embedded in multi-layered soils and rocks. (4) The design software for prestressed anchor cable piles has been successfully applied to the design and verification of anti-sliding piles, which has achieved good application results in railway slope protection.

Research purposes: To explore the factors affecting the dynamic coefficient of large-span through type railway arch bridges, a representative 430 m main span through type steel tube concrete arch bridge in China was taken as the research object. A large multi-body dynamic analysis software ADAMS/RAIL was used to establish a simulation analysis model of the car rail bridge. Based on the characteristics of vehicle-induced vibration of large-span railway arch bridges, the vehicle bridge coupling analysis method was used to investigate the effects of different types of suspension rods, train types, track irregularities, running speeds, and other operational factors on the dynamic coefficient of suspension rod cables.
Research conclusions: (1)Using the dynamic coefficient of the suspension rod cable is more reasonable than studying the dynamic coefficient of deflection. (2)The influence of vehicle speed on the dynamic coefficient of suspension cables varies at different positions on the bridge span. Suspension cables with higher dynamic coefficients are mainly located at and near 1/4 of the bridge span, which is related to the lower vertical stiffness of the bridge near this location. When the vehicle speed exceeds 300 km/h, the power coefficient of the suspension rod increases significantly, reaching a maximum of 1.62. Due to the sudden increase in the dynamic coefficient, if using cable suspension rods, a high fatigue amplitude anchoring system should be adopted to ensure their reliability. (3)The unevenness of the track has little effect on the dynamic coefficient of the suspension rods at various positions of the bridge span. (4)The difference in dynamic coefficient response between steel cables and carbon fiber cable suspension rods is not significant. (5)The trend of changes in the power coefficient of freight cars is smoother than that of high-speed trains, and high-speed trains have a greater impact on bridge spans than freight cars. (6) The findings of this study can serve as a reference for the design and calculation of dynamic coefficients for similar large-span railway arch bridges.

Research purposes: The traveling safety and system vibration assessment when the train crosses a large-span flexible bridge are the key technical difficulties in the design and construction of high-speed railway bridges toward large-span and high-flexibility, and the coupled dynamics analysis of train-track-bridge is the core. Considering the longitudinal large-scale nature of large-span bridges, the overall modeling of the track structure on the bridge will bring inefficiency in modeling and computational efficiency, which makes it difficult to meet engineering needs. In this paper, based on the classical coupled vibration theory of train-track-bridge, the cyclic calculation method and substructure power iteration method are introduced to realize the coupled train-track-large-span bridge vibration analysis by moving the truncated train-track subsystem on the bridge, as well as coupling the time-varying matrix with the bridge subsystem and solving the power iteration. Numerical analysis is carried out for two key parameters in the computational model: the track truncation length and the substructure integration step.
Research conclusions: (1) When analyzing the vibration of the large-span bridge, it is recommended that the track truncation length of more than 200 m. (2) In order to take into account the high-frequency vibration of the train-track system and the efficient calculation requirements of the bridge system, it is recommended that the integration step of the train-track system is 0.000 5 s, and the bridge system integral step is 0.001 s. (3) Based on the calculation model proposed in this article, the reasonable range of values for the longitudinal section parameters of the herringbone slope of long-span bridges is studied. When the slope ≤12 ‰ and the vertical curve radius R≥20 000 m, the longitudinal section setting requirements in the specifications are met. (4) The coupled vibration analysis method proposed in this paper realizes efficient modeling and efficient calculation, which can provide theoretical and technical support for the longitudinal section research of kilometer-class large-span bridges.

Research purposes: The Xijiang Super Major Bridge of Zhuhai-Zhaoqing High-speed Railway is a cable-stayed bridge with three towers and a main span of 2×435 m. To reduce the bending moment of the middle tower, reinforcing cables have been set up between the top of the middle tower and the side tower. To reduce the diameter of the reinforcing cables and consider its replaceability, the reinforcing cables is in the form of parallel double cables. Based on the experimental results of the aerodynamic characteristics of the downstream cylinder in the double cylinder system, the study and analysis of the characteristics of wake-induced vibration of the downstream strengthened cable under wind action in different inflow directions are carried out through numerical calculation methods, and appropriate vibration suppression measures are proposed.
Research conclusions: (1) Numerical calculation method was used to analyze the wake-induced vibration of parallel reinforced cables with a spacing ratio of L/D=3.17 (L is the distance between the center of the reinforced cable and D is the cable diameter). When the central connecting line between parallel cables is at a certain angle to the incoming flow direction, the wake-induced vibration along a circular trajectory will be caused for the uneven spatial distribution of the aerodynamic force of the downstream cable. (2) Within the range of 1.5% damping ratio, simply increasing the damping ratio of the cable cannot suppress the occurrence of wake-induced vibration, and has limited effect on reducing the amplitude of wake-induced vibration. By setting auxiliary cables and transverse connecting rods to increase the stiffness or natural frequency of the cables, the occurrence of wake-induced vibration can be effectively suppressed. (3) This study can provide reference and inspiration for the design of cable-stayed bridges using double row cable-stayed or reinforced cable.

Research purposes: The complex geometry composed of bridge abutment and cone fill has been visualized in 3D, but the structural dimensions, types of forces, live load arrangements, and load combinations of bridge abutment are diverse. Therefore, in structural calculations, it is difficult to accurately simulate and form a universal algorithm, which is a challenge for the digital transformation of bridge design. This paper establishes a mathematical model suitable for external force calculation, load combination, and abutment body inspection by summarizing and analyzing the geometric data of bridge abutments and cones, and proposes a universal calculation method for bridge abutments that spans specifications and domains.
Research conclusions: (1) Segmented construction of bridge abutment and cone fill can reproduce the geometric dimensions of the original structure and accurately calculate characteristic values such as abutment’s self-weight, soil pressure, seismic force, and overall stability. (2) The four types of bridge abutment live load layout diagrams and quantitative discriminant equations established can quickly and accurately calculate the most unfavorable position and size of any live load on the bridge abutment. (3) The proposed bridge abutment data modeling and general calculation method have been verified to have a maximum error of around 1.1%, and the calculation is fast and highly versatile. (4) The research result has been applied in the design of railway bridge abutments, and can also provide reference and guidance for the calculation of bridge abutments in highways and urban rail transit.

Research purposes: The relative accuracy of the whole length of the traverse and the azimuth closure difference are the main indicators to evaluate the accuracy of the traverse, because the plane control network of the long tunnel is usually measured in the form of the traverse network, which leads to the problem that the path and accuracy of the dominant line are not unique, and how to choose the optimal connecting traverse path is of great significance to the evaluation of the accuracy of the traverse.
Research conclusions: (1) The results of the mainstream traverse network adjustment software Cosa and SYADJ are not unique in the calculation of the main path of the long tunnel traverse network. (2) The optimal path algorithm proposed in this paper is not affected by the order of the adjustment file in the path selection process, and the dominant line result is unique, with higher accuracy and better stability. (3) In the evaluation of tunnel traverse accuracy index, the principle of determining the dominant line should be improved to avoid contradictory calculation results of different software of the same plane control network. (4) Combined with the data processing experience of the long tunnel traverse network, the research results of this paper put forward suggestions for the accuracy evaluation of the long tunnel traverse network, which is suitable for the calculation of the plane control network of the long tunnel.

Research purposes: Ventilation system is very important in the disaster prevention and rescue system of railway tunnels, and ventilation standards significantly affect the safety and investment of rail project. The effects of smoke concentration control and project economy at different wind speeds cases on a typical emergency rescue station between continuous tunnel portals were calculated, and the results can help to renew the ventilation standards.
Research conclusions: (1) The distribution of smoke concentration along the passenger evacuation route is influenced by multiple coupled factors, including the location of the fire source, valley winds, and the wind speed inside the tunnel. (2) When the burning train carriage is 10 meters away from the tunnel portal and there is a valley wind of 5 m/s, a tunnel wind speed of 0.5 m/s can ensure that the intrusion of smoke into the tunnel does not exceed 20 meters. (3) The wind speed standard has obvious influence on the fan configuration of disaster prevention ventilation system, and lowering the wind speed standard to 0.5 ~1.0 m/s can reduce the total number of fans by 1/3~1/2 compared to the current regulatory standards. (4) Considering safety and cost factors, it is suggested to reduce the wind speed standard to 0.5 ~1.0 m/s . (5) The research results can provide reference for the formulation of ventilation standards and ventilation system design of emergency rescue station between continuous tunnel portals。

Research purposes: In order to ensure that high-speed trains can operate at high speeds when introducing hubs into new high-speed railways, continuous large number turnouts are often installed on connecting lines. However, when the length of the connecting line is limited by restrictive factors, it is generally set shorter, which can cause abnormal braking problems for trains due to continuous large number turnouts. This paper combines engineering practice to calculate the slope information of the railway line, and studies the control curve of high-speed trains in specific operating scenarios. It is found that the high-speed trains have abnormal braking conditions when handling the route of the connecting line. Based on the existing problems, measures such as setting up virtual signal machines, extending connecting lines, and replacing connecting line turnouts are proposed to solve the above problems.
Research conclusions: (1) Through simulation verification, it was found that all three measures can solve the abnormal braking problem of high-speed trains on the connecting line. (2) The calculation of the running time of the high-speed train through the connecting line under three measures resulted in a 25.2 s reduction in train passing time compared to the other two measures, effectively improving the operating efficiency. (3) The research results can be applied to the field of signal system design for high-speed trains passing through turnouts laterally on short connecting lines within complex hubs, and can serve as a reference and inspiration for other engineering constructions.

Research purposes: With the continuous increase in the operating speed of urban rail transit, the performance of the existing rigid catenary system under high-speed conditions of 250 km/h has not been fully studied. To meet the growing demand for passenger flow and ensure the stability and reliability of high-speed train operations, it is imperative to optimize the design of the rigid catenary system for 250 km/h speeds. This paper aims to use the finite element simulation method, investigate the influence of different structural parameters on the dynamic performance of the pantograph-catenary system, and propose a design scheme for the rigid catenary system suitable for 250 km/h speeds, providing theoretical support and engineering guidance for the power supply system of high-speed urban rail transit.
Research conclusions: (1) Through simulation analysis, the basic structural parameters of the rigid catenary at 250 km/h speed were determined: a span of 6.5 m, anchor stiffness of 68 600 N/m, and a 200% increase in the longitudinal moment of inertia of the busbar can significantly improve the dynamic performance of the pantograph-catenary system. (2) The transition structure parameters were optimized: the anchor stiffness of the fracture-type anchor section joint was set to 200 000 N/m with a span of 2 m, and the anchor stiffness of the through-type anchor section joint was set to 200 000 N/m with a span of 4.5 m. Reducing the weight of expansion elements appropriately can effectively enhance the dynamic performance of the anchor section joint. (3) By extending the length of the rigid-flexible transition busbar to 5.4 m and adopting gradient-varying anchor stiffness, the contact force requirements for the pantograph passing through the rigid-flexible transition section at 250 km/h can be met. (4) The influence of geometric deviations at the anchor section joint on the contact force was studied, and it is recommended to control the geometric deviation within ≤5 mm to ensure the stability of the pantograph-catenary contact performance. (5) The research results of this paper can provide a theoretical basis for the design of rigid catenary systems at 250 km/h and higher speeds, applicable to the optimization of power supply systems in high-speed urban rail transit, underground railways, and other related fields.

Research purposes: With the rapid development of railway transportation and the acceleration of nationwide urbanization, railway freight stations, as core infrastructure of the transportation and logistics system, play a crucial role in reducing overall logistics costs. This paper addresses current challenges faced by railway freight stations, such as outdated facilities, industrial mismatches, and limited urban integration, and explores new pathways for their transformation into modern logistics hubs while promoting integrated development with cities and industries. The findings are expected to contribute to the high-quality development of China’s railway freight sector.
Research conclusions: (1) The theory of "Station-Industry-City" integrated development is innovatively proposed, with railway freight stations as the core, included its development connotation, path, and stages. (2) The integrated development strategy of "Station-Industry-City" is summarized from five dimensions: functional integration, transportation integration, industrial integration, spatial integration, and data integration. (3) The effectiveness of the theory is validated through an empirical analysis of the Chongqing Tuanjie Village Container Center Station. (4) The research results can provide theoretical guidance and practical references for the planning and design of new large-scale railway freight stations and logistics bases, as well as the renovation of existing freight facilities.

Research purposes: Faced with the new situation and requirements of the urgent need for renovation and reconstruction of a large number of old railway passenger stations and surrounding urban areas in our country, Xi'an Railway Station has also presented the reality problem of the disconnection between "station" and "city" and the coordination between "ancient" and "present".This paper focuses on the renovation of the Xi'an Railway Station hub area from the perspective of urban renewal, summarizing issues such as transportation network structure, urban functional formats, and cultural landscape, and proposes a renewal method for the old railway station area by combining station-city integration and catalyst renewal strategies.
Research conclusions: (1) The research method is proposed combining catalyst renewal theory and station-city integration theory to address the complex situation of updating and renovating old railway stations. (2) The urban renewal strategy is proposed for old railway stations in the hub area of Xi'an Railway Station, which integrates urban functions, transportation functions, landscape functions, and cultural features. (3) The overall research direction of "pre planning and post evaluation" is proposed for the updating and renovation of old railway station areas. The paper explores the practical solution of "integrating hub transportation and urban functional space, focusing on the inheritance and expression of cultural heritage with large heritage sites" for the stock renewal of hub areas.

Research purposes: Foreign object intrusion is one of the most serious threats faced by railways, and in recent years, train derailments and casualties have occurred repeatedly. At present, foreign object intrusion mainly relies on personnel monitoring, but personnel cannot monitor and warn in real time, and there are many blind spots. In order to achieve real-time intelligent monitoring of foreign object intrusion, the monitoring technology of U-Net siamese network model was studied, and sample libraries of different types of foreign objects were established. By comparing and analyzing with traditional methods, the effectiveness of our method was verified, laying the foundation for the engineering application.
Research conclusions: (1) The proposed U-Net siamese network model constructed by ResNet-101 integrates semantic information of different scales, greatly reducing the problem of missed detection of target objects, and has obvious advantages compared to traditional algorithms. (2) The U-Net siamese network model has generalization ability in recognizing different types of foreign objects, with high recognition rates for trains, personnel, tree branches, stones, and light floating objects. (3) The accuracy and recall of U-Net siamese network model reached 0.95 and 0.96, respectively, with false detection and missed detection rates of 0.05 and 0.04, meeting the requirements of railway monitoring. (4) The research results can provide a scientific method for intelligent recognition of railway foreign object intrusion, which can serve as an important supplement to manual inspection and has great promotion value.

Research purposes: The suburban railway is an important mode of transportation to realize the integration of urban and rural areas, and its planning and construction are being vigorously promoted. However, at present, the interconnection relationship between suburban railways and various levels of rail transit is mostly analyzed at a single node, without stratified research from the perspective of the network level. Therefore, guided by the relevant planning of Shanghai and based on the passenger flow, based on the basic network pattern of Shanghai rail transit, this paper studies the interconnection relationship between Shanghai regional railway and national railway, near Shanghai regional line and municipal network from a hierarchical perspective, in order to provide a criterion for the interconnection relationship of Shanghai suburban railway.
Research conclusions: (1) With the national railway trunk line, it is recommended that the Shanghai airport link line, the East-west link line and the national railway cross-line operation. (2) Based on the planning guidance and the form of ring + ray, it is proposed that the ray should be operated across the line with the near Shanghai regional railway, and the transfer form can be adopted between the ray and the ring line. (3) In Shanghai, the suburban line network is mostly distributed in a chessboard shape. The vertical and horizontal lines and the suburban line extending into the main urban area should be operated across the line. The horizontal line and the vertical line should be comprehensively compared and selected for passenger flow, travel time, engineering investment and other factors. Under the condition that it does not have a great impact on the line station plan, it is suggested that the horizontal line and the vertical line should be operated across the line, and the ' L ' line should be used to make up for the parallel line defects, and the internal layout is equivalent to the radial line. (4) The research results can provide a reference for the selection of suburban railway interconnection relationship.

Research purposes: With the acceleration of urbanization and the continuous advancement of urban infrastructure construction, the traffic service level of some urban roads can no longer meet the growing demand for traffic volume. There are situations where the expansion of traffic corridors intersects with high-speed railways. The increasingly stringent requirements for railway operation safety also pose huge challenges to the decision-making of railway-related road projects. Taking the scheme comparison of Wuhan Gaoxin Sixth Road passing under the Beijing - Guangzhou High-speed Railway as an example, this paper first conducts a qualitative analysis of the two schemes, pointing out their respective advantages and disadvantages. Subsequently, considering the complexity of the influencing factors of railway-related road reconstruction and expansion projects, the analytic hierarchy process (AHP) is selected for multi-criteria decision-making analysis and comparison.
Research conclusions: (1) The selection of engineering schemes is an important part of railway-related road engineering design. When conducting the scheme selection, various influencing factors such as railway safety, traffic impact and cost need to be comprehensively considered to arrive at the optimal engineering scheme.(2) When the differences in traffic impact and cost are not significant, railway safety occupies a major weight among the factors in the scheme comparison of railway-related road reconstruction and expansion projects. (3) This paper provides an effective method for the scheme comparison of railway-related road reconstruction and expansion projects, which has practical guiding significance for the application of the analytic hierarchy process in the comparison and decision-making of railway-related reconstruction and expansion road engineering schemes.

Research purposes: With the continuous improvement and rapid construction of China's railway network, the impact of railway engineering on the ecological environment along the routes has become increasingly evident. Particularly in ecologically fragile desert regions, the issue of environmental pollution during railway construction is more pronounced. Although green construction practices have been widely adopted in railway development, there is still a lack of systematic environmental impact assessment frameworks and methodologies, making it difficult to accurately evaluate the actual environmental impact of construction activities and to provide a scientific basis for environmental management decisions. In light of this, this paper aims to establish a scientifically sound environmental pollution evaluation index system for green railway construction in desert areas, comprehensively reflecting the impact of construction activities on water environment, atmospheric environment, acoustic environment, solid waste disposal, and ecosystems. Furthermore, it seeks to develop a quantitative environmental impact assessment model to achieve an objective evaluation of the environmental impact of green railway construction. Lastly, through empirical research, the paper intends to validate the effectiveness of the evaluation system, providing theoretical support and practical guidance for formulating targeted environmental protection measures.
Research conclusions: (1) This paper constructs an environmental pollution evaluation index system for desert railway green construction, comprising 5 first-level indicators and 16 second-level indicators. It innovatively combines the entropy weight method with the fuzzy comprehensive evaluation method to establish a quantitative environmental impact assessment model. Using this model, the paper evaluates the environmental pollution impact of green construction on a section of the Golmud-Korla Railway. The environmental pollution evaluation grade for this section is "weak", indicating a relatively minor environmental impact. (2) Ecological disruption is the primary factor causing environmental pollution in railway green construction, and protective measures should be implemented during construction to effectively control it. (3) This evaluation index system can provide a direction for further improvement in the prevention and control of environmental pollution in railway green construction, offering reference value for optimizing construction measures and improving pollution management methods. It holds reference value for reducing environmental pollution and achieving high-quality green railway construction.