Research purposes: The Chongqing to Guiyang corridor is the backbone section of the Baotou-Haikou and Lanzhou-Guangzhou high-speed rail corridors, as well as the railway corridor of New International Land-sea Trade Corridor in western China. Currently, it consists of the Chuanqian Line and the Yugui Line, facing issues such as capacity constraints and low transportation quality. Therefore, it is necessary to conduct a systematic study on diversion and alternative construction schemes.
Research conclusions: (1) Combining road network planning and project positioning, this paper predicts the annual traffic volume of the corridor, and analyzes that the diversion schemes for passenger and freight transportation face problems such as insufficient transportation capacity on related routes, long detour distances, and low transportation quality, making them all infeasible. Therefore, new railway lines need to be constructed. (2) The construction schemes propose three options: adding a second line to Chuanqian, maintaining the status quo for Yugui and building a new passenger and freight line, maintaining the status quo for Chuanqian and Yugui while constructing a new high-speed railway, and maintaining the status quo for Chuanqian and Yugui while building a new high-speed railway. The final recommendation is to construct a new high-speed railway that meets planning policy requirements, transportation quality, and economic benefits. (3) The research ideas and methods can provide reference and inspiration for similar projects.

Research purposes: In response to the problems caused by the collapse of red bed soft rock subgrade along the railway, such as slurry, mud, and foundation settlement, the Jurassic red bed soft rock in the central and eastern Sichuan Basin was taken as the research object. Referring to the climate and environmental background conditions of the study area, an external disturbance resistance test was carried out under dry wet cycle conditions. Through quantitative analysis of multiple indicators of the disintegration process, the disintegration characteristics of red bed soft rock under dry wet cycle effects were explored, and the differences in the disintegration of red bed soft rock in different strata were clarified. The evolution law of disintegration rate with cyclic dry wet was identified.
Research conclusions: (1) The variation pattern of the content of disintegrated particles with the increase of dry-wet cycles in the disintegration resistance test can be divided into three stages: the rapid reduction stage of coarse particles, the stable stage of intermediate particles, and the continuous increase stage of fine particles. (2) There are significant differences in the particle content and disintegration of red bed soft rocks in different regions, with the order of disintegration strength being Neijiang> Suining> Dazhou. (3) The disintegration law of red-bed soft rock shows that as the number of dry-wet cycles increases, the disintegration resistance index, disintegration ratio, and standard basic entropy decrease continuously, while the small particle index increases continuously. As the number of wet-dry cycles increases, the disintegration rate decreases continuously, the content of large particles decreases, while the content of small particles continues to increase, and the disintegration gradually reaches stability. (4) The research results can provide a reference and theoretical basis for railway route selection and disaster prevention of red-layer soft rock subgrade.

Research purposes: In northern China, concrete structures not only face freeze-thaw cycles but also suffer from abrasion caused by sediment and gravel during flood seasons, leading to significant durability degradation. Adding high-strength, high-modulus fibers can effectively improve durability. This study investigated the concrete used in a high-speed railway bridge in northern China. By incorporating calcium sulfate whisker (CSW), freeze-thaw and abrasion tests were conducted on C40 and C60 CSWC, and the effects on durability were analyzed.
Research conclusions: (1) Incorporating CSW significantly improved the freeze-thaw and mechanical properties of CSWC. (2) The optimal surface performance under freeze-thaw and abrasion occurred with 5 kg/m³ of CSW. (3) A plastic microstrain-based freeze-thaw damage model was established to predict frost resistance durability. (4) The research results can provide a theoretical basis for the improvement of concrete durability, and have guiding significance for the practical application of CSWC in cold regions of northern China.

Research purposes: In the process of conducting discrete element-based simulation analysis of the interaction between shield machines and sandy cobblestones, there is a mismatch between the actual sandy cobblestone parameters and the simulation parameters of the discrete element method. To address this issue, it is necessary to conduct physical and simulation tests on the sandy cobblestones from the actual construction stratum of the Ganguan Station-Qiandaohu Street Station (referred to as Gan-Qian Section) section of Line 3 of the Shenyang Metro. By taking the angle of repose as the response value, Plackett-Burman and Box-Behnken experimental designs were carried out to calibrate the simulation parameters required for discrete element simulation analysis, providing a basis for the simulation analysis of the interaction between shield machines and sandy cobblestones.
Research conclusions: (1) Physical experiments measured the particle size distribution, the density of 1 719 kg/m³, and the accumulation angle of 38.68°. (2) Plackett-Burman experimental design, and screened out the factors that have a significant influence on the accumulation angle of sand gravel: sand gravel-sand gravel static friction coefficient, sand-gravel-sand gravel rolling friction coefficient, sandstone-shield machine rolling friction coefficient (3) Box-Behnken experimental design, establish a regression model between the accumulation angle and the significance factor, and the inverted optimal simulation parameters are: the static friction coefficient of sand pebble is 0.599, the rolling friction coefficient of sand pebble-sand pebble is 0.195, and the rolling friction coefficient of sand pebble-shield machine is 0.033. (4) The research results can be applied to the discrete element simulation analysis of shield tunneling machines.

Research purposes: The permafrost on the Qinghai-Tibet Railway is gradually degraded due to the global temperature rise, which brings many technical problems to railway safety operation and related railway construction in the plateau cold region. By collecting and analyzing the changes in temperature, precipitation, ground temperature, and frozen soil upper limit of meteorological stations along the Qinghai-Tibet Railway, the characteristics of climate and frozen soil changes along the Qinghai-Tibet Railway under the condition of temperature rise of the Qinghai-Tibet Railway are analyzed. The research results aim to provide theoretical support for the engineering maintenance and engineering construction in the plateau cold area under warming conditions.
Research conclusions: (1) In the past 20 years, the warming rate of the Qinghai-Tibet Plateau has reached 0.64 ℃/ 10 a, and the precipitation has increased at a rate of 16.8 mm/10 a. (2) The temperature along the Qinghai-Tibet Railway is influenced by altitude and dimensions, with an average temperature value of -5.9 ℃~-2.7 ℃. The annual average precipitation has shown an increasing trend from 1996 to 2022, an increase of 75~86 mm compared to 1976 to 1995. (3) The ground temperature in the permafrost region of the Qinghai-Tibet Railway in 2022 has increased by 0.06~0.21 ℃ compared to 2007, and the temperature at the north and south ends of the permafrost has increased by 0.04 ℃~0.17 ℃. The freezing index along the route ranges from 1.5 to 5.6. (4) The research results can provide theoretical support and technical reference for the construction of road projects in plateau cold areas and the disposal of existing engineering diseases.

Research purposes: As the center of gravity of railroad construction gradually shifts to the southwest region, deep valley long-span bridges are widely used in complex and dangerous areas. Aiming at the problems of many potential risk factors and limited accuracy of traditional assessment methods for deep valley span bridges, we take a deep valley span bridge in Southwest China as the research object, establish a risk identification and optimization system based on the Delphi method (DELPHI) versus the work-risk decomposition method (WBS-RBS) and carry out the risk assessment research based on the fuzzy hierarchical analysis method (FAHP) coupled with the results of the risk matrix method (LS) to improve the accuracy and rationality of the evaluation results from both risk identification and assessment.
Research conclusions: (1) The WBS-RBS is optimized by DELPHI, which can comprehensively and accurately identify potential risk sources, and the RBS risk decomposition structure system is determined based on the optimized 206 RBM identification results. (2) Adopting three-value coupling calculation to derive the risk degree to identify the significant risk sources can avoid the influence of single-value chance on the assessment results, and identify seven major risk sources, such as equipment quality defects, personnel working without safety measures, and equipment fixing connection is not secure. (3) In addition to the seven major risk sources, in order to improve the rigor of the assessment process, the unreasonable preparation of the construction program and flooding as a single-value risk source still need to be focused on. (4) The research in this paper can provide theoretical support and methodological reference for the safety risk evaluation of deep valley long-span bridges.

Research purposes: The development degree of rail transit has become a symbol of modernization and plays a key role in national economic development and social stability. Among them, the safety and reliability of traction power supply systems have gradually become the focus of public attention. The dynamic matching of catenary and pantograph in the power supply system is the key to ensure the smooth current collection of the locomotive. However, the high-frequency vibration caused by frequent alternating contact force can loosen components of the catenary, especially in high-speed railway operation, coupled with mechanical vibration and wind-induced vibration of trains. Therefore, the anti-loosening of equipment and components is an essential requirement for safety and reliability. The purpose of this paper is to analyze the comprehensive ability of catenary structure, equipment, connection mode between parts, failure mode of threaded connection, and matrix collapse. Through qualitative investigation, quantitative test, theoretical calculation, and finite element comparative simulation calculation, the technical performance of thread fastening and anti-loosening is compared and analyzed, and the anti-loosening ability is evaluated and the new technology for simple, long-term, and controllable thread connection is proposed.
Research conclusions: (1) The proportion of carbon steel or carbon steel M16 and above bolts and nuts with added elements used in the overhead contact system is about 40%, but the control of tightening torque and the evaluation of anti-loosening performance are often ignored. (2) The anchor bolts of the inverted cone must be tightened accurately to allow the adhesive to detach from the body and produce expansion and compression, to better play their role. Therefore, precise control of tightening torque is an important safety indicator. (3) Through the analysis of the relationship between loosening torque and tightening torque, it is concluded that it is not necessary to completely prevent loosening as long as the loosening torque is greater than the tightening torque. Improper handling can lead to thread adhesion and jamming. Accurate control of tightening torque is the key to truly preventing loosening. (4) Precision torque control type anti-loosening nut achieves the most precise torque value with the simplest operation, ensuring reliable connection, controllable indicators, energy saving, and efficiency enhancement, and is more suitable for high-altitude operations on high altitudes. (5) The research results are mainly applied to bolt tightening and anti-loosening of contact network equipment, structures, and components.

Research purposes: In the process of importing High-speed railway ( HSR ) construction technology, the difference of chord offsets (DoCOs) method was introduced in China Railway for representing profile/alignment irregularities. Nevertheless, there are some controversies about DoCOs’ effects on track state evaluation and maintenance operation instruction, so DoCOs’ serviceability in track maintenance should be ascertained. To address the underlying mechanism of this issue, this paper starts with the correlation between DoCOs and car body acceleration and evaluates DoCOs’ reflection capability about vehicle dynamic response using correlation coefficient and normalized mutual information. Then in view of DoCOs’ state space description, discusses track deformation representing capability of DoCOs and addresses the instruction capability for maintenance operation, which employed track deformation state-space representation and observability analysis. On this basis, compares track irregularities representing the capability of mid-chord offset (MCO) and difference of chord offsets.
Research conclusions: (1) There is a weak correlation between 5 m/30 m or 150 m/300 m DoCOs and car body accelerations, and no evidence indicates that a nonlinear mapping structure exists. (2) Since the state space of 5 m/ 30 m or150 m/ 300 m DoCOs is not complete observable, it is difficult to instruct the maintenance from DoCOs. (3) MCO’s unobservable states are quite a few compared with DoCOs’ in the track deformation state-space representing, and it could be complete observable taking some supplementary observations, moreover, MCOs are strongly correlated with car body accelerations, all these characteristics are more propitious to evaluate the track states and instruct the maintenance operation. (4) These conclusions illuminate the serviceability problem of DoCOs existing in HSR track evaluation and maintenance and could present a theoretical foundation for selecting representation indices for track irregularities.

Research purposes: Frequent falling blocks in high-speed rail tunnels can cause serious economic losses and even casualties. The intensification effect of high-speed train aerodynamic load in the crack may be an important reason for the crack expansion and eventually the formation of falling block. In order to prevent falling block accidents in high-speed railway tunnels and strengthen tunnel disease control, the intensification effect of aerodynamic load in lining cracks should be studied. In this study, based on Fluent software, finite volume method (FVM) and Pressure-Based solver are used to simulate the aerodynamic pressure in crack space by unsteady viscous k-ε turbulence model considering the compressibility of air. Using this model, the temporal and spatial characteristics of the aerodynamic loads of circumferential, inclined and longitudinal cracks are discussed. The spectrum characteristics of aerodynamic pressures are analyzed, and the effects of crack length, width, depth and vehicle speed on the aerodynamic loads of crack surface are analyzed.
Research conclusions: (1) The pressure wave enters the circumferential crack space instantaneously, and the pressure wave enters the inclined and longitudinal crack space procedurally. (2) The peak value of circumferential crack pressure is 5.32 times of the input pressure. The peak pressure values of inclined and longitudinal crack are only 79.5% and 64.9% of the corresponding values of circumferential crack, respectively. (3) The PSD of the aerodynamic pressure of the circumferential crack is 4.04 and 1.54 times higher than the value of longitudinal and inclined cracks on average. (4) The crack length and width have limited influence on the peak pressure of crack surface. The crack depth and the peak pressure meet the linear function relation, and the speed and the peak pressure meet the power function relation of 2.303 3. (5) The research findings can provide references for the design of high-speed rail tunnels, and the assessment and repair of cracks within the tunnels.

Research purposes: To study the vibration and noise response of steel-concrete continuous composite beam bridges under railway heavy loads, a railway steel-concrete continuous composite beam bridge with a span of (40+50+40) m on a certain passenger dedicated line was used as the engineering background to conduct on-site testing of structural vibration and noise. The valid data for 16 trains of different formations under operating conditions has been recorded, with train speeds ranging from 160 to 210 km/h. Based on the valid data, the characteristics of vibration and noise of railway composite beam bridges were analyzed and discussed. This research can provide data reference for the research and engineering application of acoustic and vibration response of railway composite structure bridges.
Research conclusions: (1)The results showed that the dominant frequency range of vehicle-induced vibration of the composite bridge was 30 to 2 000 Hz, the peak frequency of vertical vibration of the bridge appeared at 100 Hz, and the peak frequency of transverse vibration of the bridge appeared at 63 Hz. (2) The dominant frequency range of A-weighted sound pressure level at each field point in the test was 63 to 1 250 Hz. (3) The local vibration response of the steel web in the steel-concrete composite bridge was prominent, and the acceleration effective value can reach 6 to 10 m/s², significantly higher than the vertical and transverse vibration of the bridge. (4) The noise pressure level of the railway boundary field point can reach 75 to 78 dB(A). (5) The research results can provide measured data support for railway steel-concrete composite beam bridge engineering and research.

Research purposes: To verify the feasibility of applying textile reinforced concrete (TRC) to bridge strengthening, this paper investigates the flexural performance of TRC strengthening old hollow slab beams based on four-point bending tests in the field to address the problems of inadequate load carrying capacity and large deflection of in-service reinforced concrete (RC) bridge main beams.
Research conclusions: (1) The specimens mainly suffer from the failure modes of fracture of the textile, relative slip of the textile and the matrix, local debonding and interlaminar peeling, and the load carrying capacity is increased by 9.09%~30.3% by TRC reinforcement. (2) TRC reinforcement reduces the deflection of hollow slab beams by 8.4% to 26.8%, effectively improving their stiffness and limiting the development of cracks, but reducing ductility by 13.8% to 31.9%. (3) The optimum textile lap length obtained from this test is 400 mm. (4) The load carrying capacity of TRC reinforced hollow slab beams is calculated, and the theoretical value is in good agreement with the test value. (5) The research results have certain guiding significance for the application of TRC in the strengthening of bridge projects.

Research purposes: In order to investigate the mechanical performance of UHPC layer in the negative moment zone of small span continuous frame bridges, the crack resistance ability, rotation ability and ultimate bearing capacity of the joint were investigated by using the real bridge scaling model. Based on ABAQUS finite element software, the numerical simulation and parameter analysis of the test model were carried out to explore the effects of key parameters such as UHPC layer length, thickness and reinforcement ratio on mechanical performance of the negative moment joints of the frame bridges.
Research conclusions: (1) The UHPC layer of frame bridge joint has a high cracking stress (6.56 MPa). In the normal use stage, the UHPC layer effectively inhibits the formation and development of cracks in the negative bending moment zone, and improves the overall cracking resistance of the structure. (2) Increasing the reinforcement ratio of UHPC layer can effectively improve the flexural bearing capacity of frame bridge joints, but will reduce the cracking resistance of UHPC surface layer. (3) The crack resistance and load bearing capacity of frame bridge joint increases with the increase of UHPC layer thickness. (4) On the premise that both the UHPC layer and the UHPC-NC interface have good crack resistance, it is the most economical to set the UHPC layer between the zero points of the negative bending moment of frame bridge. (5) The research results put forward a high performance joint design method for the negative moment zone of small span continuous frame bridge, which can provide an effective reference for similar bridge design.

Research purposes: The Peck formula is one of the important methods for studying tunnel surface settlement. Its prediction results are mainly affected by parameters such as settlement groove width i and formation loss rate η, and due to the strong regional characteristics of each parameter, the parameter values vary greatly in different regions. Therefore, this paper takes the double line shield tunnel in the sedimentary strata of Kunming Lake as the research object, explores the variation rules and value distribution of each parameter, and finally obtains a surface settlement prediction formula for the double line tunnel applicable to the region, filling the research gap in China.
Research conclusions: (1) Due to the influence of the right line leading, the fitting degree of the Peck formula on the left line has decreased. (2) i is directly proportional to the tunnel depth z and can be characterized by the settlement groove width coefficient k. Its correlation with the weighted compression modulus E is weak. (3) η is positively correlated with z, negatively correlated with grouting rate g, and has little regularity with E. (4) The double line tunnel surface settlement prediction formula takes the leading tunnel k₁ [0.23,0.68], η₁ [0.31%, 1.66%], and the following tunnel k₂ [0.21,0.58], η₂ [0.31%, 1.79%]. (5) The rationality of the formula was verified by the measured data of a certain line, and the predicted results were basically consistent with the actual settlement, both located between the upper and lower limits. At the same time, based on the maximum settlement of the upper limit curve, it can be roughly judged whether the predicted settlement value exceeds the engineering warning, which can provide reference for safe construction of similar tunnels.

Research purposes: This paper uses the analytic hierarchy process (AHP) to study the evaluation and selection of railway hub schemes for newly built lines. By introducing concepts such as weight, membership degree, and consistency, based on fuzzy mathematical concepts, the relative superiority degree of each scheme is determined under evaluation criteria such as overall layout, transport indicators,technical indicators, and operational indicators. With the goal of maximizing the total relative superiority degree of each scheme, a hierarchical structure model is constructed. The scores of each scheme are quantitatively calculated using Matlab programming, and the optimal scheme is determined through comprehensive scores.
Research conclusions: (1) By introducing the concept of systems engineering and transforming qualitative analysis methods into quantitative calculations for comprehensive comparison of all factors, the traditional list evaluation method can effectively overcome the disadvantage of being greatly influenced by subjective factors.(2) Taking the introduction of Nantong-Suzhou-Jiaxing-Ningbo high speed railway into Jiaxing railway hub as an example, the AHP analytic hierarchy process was used to analyze and verify various schemes, and the results were consistent with traditional evaluation schemes, indicating that this evaluation method has good applicability.(3) The research results have reference value for decision-making on the introduction of railway hub schemes for future planning of new lines.

Research purposes: To improve the deformation capacity and construction efficiency of center columns in assembled subway stations, a mortise-and-tenon prefabricated column end connection was proposed. In this paper, ABAQUS finite element software was used to analyze the damage mode, force mechanism and seismic performance of prefabricated column end connections, and to compare the difference in dynamic response between assembled subway stations with mortise-and-tenon prefabricated column end connections and cast-in-place subway stations under seismic action.
Research conclusions: (1) The tenon-bolt column end joints have better load carrying capacity, deformation capacity, and energy dissipation capacity, and better seismic performance. (2) Compared with cast-in-place subway stations, the structural interstory displacement angle of the assembled subway station with tenon-bolt column end joints increases slightly, but the tensile damages of the center columns and the connection of the top base plate with the side walls are smaller. (3) The design of tenon-bolt joints effectively enhances the center columns and the connection of top base plate with side walls by releasing some of the column bottom constraints, which effectively improves the safety of the center column and enhances the collapse resistance of the structure. (4) The results of this paper have reference value for the application and promotion of dry prefabricated column end connections in subway stations.

Research purposes: The mortar void disease of ballastless track directly affects the operating speed and running performance of high-speed railway line. Taking a six-span simply supported girder bridge-CRTS Ⅱ type ballastless track system and the CRH2C, CRH3 and CRH380A high-speed EMUs as the research object, the modal analysis of the ballastless track-bridge submodel is carried out based on ANSYS to obtain the overall mass, stiffness and damping matrix. Combined with HBMAT command and PYTHON language, the overall matrix is transformed into sparse matrix and imported into multi-body dynamics software together with node degree of freedom mapping file. Based on wheel-rail contact relationship, a dynamic model of track-bridge coupling system considering mortar void is finally established and verified. With the Chinese track spectrum as the initial irregularity, the track deformation caused by pier settlement based on the general representation model of bridge-rail developed by the author is the additional irregularity. Considering the randomness of fastener stiffness, mortar elastic modulus and pier settlement, the Box-Behnken method was used to design the test points based on Design-Expert software, coupled dynamics model calculation is carried out respectively to evaluate the running performance of CRH2C, CRH3 and CRH380A under different mortar void conditions and mechanical parameter randomness.
Research conclusions: (1) The established dynamics model of train-track-simply-supported beam bridge coupling system is in good agreement with the calculation results of the literature model. (2) Under the same mortar void condition, the influence on the safety index is CRH380A>CRH2C>CRH380A, and the influence on the comfort index is CRH2C>CRH3>CRH380A, the influence on the stability index of the three types of trains is basically the same. (3) After considering the randomness of parameters, the index values of safety, comfort and stability indexes are all fluctuate up and down, and the control limits of each index are upper and lower limits boundary values. Taking the upper limit boundary value as the control limit is safer and more reliable than not considering parameter randomness. (4) The research results can provide some reference for the design and checking calculation of high-speed railway simply supported girder bridge.

Research purposes: The Wuhan-Yichang section of the Shanghai-Chongqing-Chengdu Railway, as a key section of China's "Eight Verticals and Eight Horizontals" high-speed railway network, is an important intercity channel between the Wuhan urban agglomeration and the Yichang-Jingzhou-Jingmen urban agglomeration. Through the research, it is planned to achieve the scientific introduction of the Shanghai-Chongqing-Chengdu Railway into the Jingmen region and rationally determine the route alignment and station layout scheme of the introduction of the Shanghai-Chongqing-Chengdu Railway into the Jingmen region.
Research conclusions: (1) Based on the current situation of railways in Jingmen area, coordinated urban planning and the direction of Shanghai-Chongqing-Chengdu Railway and Xiangyang-Jingmen-Jingzhou Railway, combined with the pre measurement of passenger train pairs in Jingmen area, five schemes for introducing railway routes into Jingmen area are proposed. (2) By analyzing the route direction and length, engineering investment, station location, transportation organization, adaptability to urban planning, difficulty of project implementation, and social impact, a reasonable layout of the route plan is selected. (3) The introduction plan to the north of the city has the advantages of a straight route, good station conditions, flexible operation, low investment, and easy implementation. It also helps to enhance the radiation and driving ability of Jingmen to surrounding cities. Therefore, it is recommended. (4) The research results can provide reference and guidance for the planning and site selection of similar new railway hubs.

Research purposes: Rockburst disasters are most prominent in the construction of deep-buried high-ground stress hard rock tunnels, and the clear influence of the main factors affecting the occurrence of rockbursts is of great significance for the prediction and prevention of rockburst disasters. This paper takes a new mountain TBM tunnel in southwest China as the engineering background, based on the summary analysis of the conditions of rock explosion, based on the FLAC3D software to establish a numerical model of the TBM tunnel boring, analyze the impact of the ground stress and the strength of the surrounding rock on the propensity to rock explosion; and then use the game combination of empowerment-gray correlation analysis to determine the degree of influence of different factors on the propensity to rock eruption.
Research conclusions:(1) High energy storage brittle rock mass, sufficient energy source, and engineering excavation unloading are the conditions for the occurrence of tunnel rockburst. (2) Rockburst propensity increases gradually with the increase in depth of burial. Lateral pressure coefficient <1.0, the side wall of the largest rock explosion tendency; lateral pressure coefficient >1.0, the arch (arch bottom) at the largest rock explosion tendency. With the increase in lateral pressure coefficient, the arch and arch shoulder rock explosion propensity gradually increased, and the side wall rock explosion propensity gradually decreased. (3) The rockburst tendency increases slightly with an increase in cohesion. When the internal friction angle is small, the rockburst tendency increases with the increase of the internal friction angle, but the larger the internal friction angle, the smaller the influence on the rockburst tendency. (4) The degree of influence of different factors on the rockburst propensity is burial depth > internal friction angle > lateral pressure coefficient > cohesion. (5) The results of this study can provide support for the determination of influencing factors of rockburst prediction in high-ground stress tunnels and also provide a reference for the prevention and control of rockburst disasters.

Research purposes: To investigate the seismic response characteristics of the bridge-track-catenary system under different longitudinal resistances, a sophisticated simulation model was established, taking the example of a 7× 32 m double-track simply supported box girder installation. The influence of longitudinal resistance on the seismic response of each component in the system was explored, the response characteristics of different components under various seismic waves were analyzed, and the impact of the catenary structure on the track-bridge system was also revealed.
Research conclusions: (1) The longitudinal resistance significantly affected the stress on steel rails and the longitudinal deformation of fasteners. Moreover, the implementation of a ballastless track system notably reduced the deformation of fasteners at the piers while increasing the stress on rails at both ends of the bridge piers. Under the action of El-Centro seismic wave, the longitudinal deformation of fasteners under longitudinal resistance of ballastless rail fasteners is 16.7% and 15.0% lower than that under ballasted track and small resistance fasteners respectively. (2) The seismic response of the catenary structure and the bridge structure showed minor sensitivity to longitudinal resistance. (3) Under different longitudinal resistances, the impact of El-Centro wave on the bridge structure and track structure was greater than that of the Taft wave. Specifically, under the El-Centro seismic wave, the bridge stress was 9.6% higher for smaller fastenings and 7.4% higher for the ballast track compared to the ballastless track. (4) The presence of the catenary structure influenced the overall stiffness of the system. Considering the catenary, the bridge stress and the bottom shear force of the bridge piers significantly increased. It is recommended that during the design of high-speed railway bridges in seismic regions, the influence of the catenary structure should be taken into account. (5) The research results can provide reference for the seismic design of the track structure on the bridge.

Research purposes: A reasonable estimation of anchor plate's pulling capacity is an important guarantee to maintain the stability of anchor plate foundation. This paper focused on the inclined strip anchor plate buried in the soil slope stratum, constructed an asymmetric pulling failure mechanism of anchor plate under the limit state, and assumed that the soil failure hypothesis follows the nonlinear strength criterion and its non-correlated flow law. Based on the failure mechanism, the analytical expressions of the ultimate pulling capacity of anchor plate and the failure surface equation of soil above the anchor plate were derived by using the upper limit method and variational principle, and the influence of each parameter on the pulling capacity of anchor plate was systematically studied.
Research conclusions:（1）The analytical expressions of the ultimate uplift bearing capacity of the anchor plate and the failure surface equation of the soil above the anchor plate were derived, and the effectiveness of the analysis method was verified by comparison with the existing literature results.（2）The failure range of soil above the inclined anchor plate presents a certain asymmetric feature. As the angle of anchor plate increases, the failure range of soil gradually shifts to the downward slope. Soil failure range is positively correlated with soil dilatancy coefficient and initial cohesion, and negatively correlated with nonlinear coefficient, unit weight and surface load.（3）The embedment depth ratio of anchor plate, embedment angle, surface inclination angle, soil cohesion and dilatancy coefficient have significant effects on the uplift bearing capacity of anchor plate and the uplift failure range of soil, which should be paid attention to in engineering design to realize the optimal layout of anchor plate foundation and the effective use of bearing capacity.

Research purposes: Large unstable soil slope has the characteristics of long deformation duration, high concealment of deep displacement and great damage of instability. According to the results of displacement monitoring and the engineering geological environment conditions of slope, the deformation characteristics of slope are studied, the displacement change mechanism is analyzed, and the deformation trend and stability of slope are comprehensively evaluated.
Research conclusions:(1) According to the analysis of surface displacement monitoring data, the horizontal displacement of slope at different positions has obvious difference, the leading edge is the largest, and the trailing edge is the smallest. (2) According to the analysis of deep displacement monitoring data, the slope is in creep deformation stage. There are two potential sliding surfaces, shallow layer and bottom layer. The shallow sliding surface buried depth of 3~10 m is about 6 m on average, the deep sliding surface is located at the soil-rock interface, buried depth of 25~51 m, and the shallow layer displacement is greater than the deep layer. (3) Comprehensive analysis of surface displacement and deep displacement monitoring data shows that slope deformation has seasonal and multi-layer characteristics, and creep deformation is in a continuous development state and an aggravating trend. (4) The research results can provide reference for the stability evaluation of large-scale soil slopes.

Research purposes: Against the backdrop of utilizing existing railway resources for the development of suburban (commuter) railways, this study aims to improve the operational efficiency of suburban railways to meet passenger travel demands. By analyzing passenger behavior under different arrival patterns, a traffic allocation method for suburban railways under a mixed arrival pattern is proposed. Based on the "national ownership of lines, co-management by national and local railways" model, a multi-objective optimization model is constructed, which comprehensively considers passenger travel time, operational costs, and local government costs. The model is solved using a genetic particle swarm optimization algorithm to optimize train scheduling plans.
Research conclusions: (1) Empirical analysis of peak morning passenger flow data from a suburban railway line shows that the constructed optimization model for suburban railway scheduling can significantly improve operational efficiency. (2) The model shortens total passenger travel time by 34.8% during peak morning hours, reduces railway operational costs by 10.2%, decreases local government costs by 11.5%, and saves 10% on vehicle acquisition costs. (3) The results of this study can be applied to project planning decisions and operational optimization for suburban railways utilizing existing railway resources.

Research purposes: Aiming at the station layout such as the swallow tail tunnel, the short effective length of station track and the multi-line parallel lines in the project of using the existing Northeast Ring Railway in Beijing Railway Hub to build the second line to run suburban trains, the several schemes about interface design are analyzed and researched for the signal cable channel reservation, integrated grounding setting scheme, trackside signal equipment cable into the cable channel, remote LEU settings in the swallow tail tunnel, signal equipment settings of station track, and the cable channel settings of existing multi-line parallel lines, and the design scheme suitable for the implementation of the project is proposed.
Research conclusions: (1)The interface design scheme of signal engineering for swallow tail tunnel proposed in this paper can reduce the cross of strong and weak electricity, improve the grounding effect, reduce the influence of trackside signal equipment cable into the cable channel on other professions, realize the different physical path connection of remote LEU. (2)The signal equipment settings of station track proposed in this paper can reduce the length of the station track while avoiding adjacent line interference. (3)The cable channel settings of multi-line parallel lines proposed in this paper can meet the operational requirements of separate ownership and the maintenance of different lines. (4)The research results proposed in this paper have engineering feasibility, which can be selected and referred for similar projects.

Research purposes: Shaoyang-Yongzhou Railway is an important part of Hohhot-Nanning Passage, which is one of the main corridors of the "Eight Verticals and Eight horizontals" national high-speed railway. This paper presents a study of the introduction scheme for the Shaoyang-Yongzhou Railway in the Shaoyang area, considering the existing railway, passenger flow characteristics, urban planning and other factors in the area. The scheme is then refined according to the needs of transportation capacity adaptation, existing equipment utilization, project investment saving, operation cost control and future sustainable development. The optimal and recommended scheme for introducing the railway into the area is thus formed.
Research conclusions: (1) Based on an overview of existing railways in the Shaoyang area, as well as an analysis of the city's overall urban planning and passenger demand, the research proposes two major series of schemes for the introduction of the Shaoyang-Yongzhou Railway into Shaoyang Station and the new Shaoyang South Station. (2) Through a comparative analysis of the line layout, engineering investment, transport quality, future development, and other controlling factors of the specific schemes, it is recommended to adopt the arrival and departure line division adjustment plan in Shaoyang Station Loudi-Shaoyang Yard of introducing the Shaoyang-Yongzhou Railway by route category, and reserve the conditions for future introduction of Loudi-Shaoyang high-speed railway to Shaoyang Station. (3) The research results can be applied in the survey and design of the Shaoyang-Yongzhou section of the high-speed railway Hohhot-Nanning Passage, which has a guiding role in the construction of the introduction project.

Research purposes: The structure of the subway station is buried deep underground, once it is damaged by an earthquake, disaster prevention, rescue, and post-disaster repair will be very difficult, and will cause huge economic losses and casualties. Improving the earthquake resilience of subway stations is an important guarantee for sustainable development. This paper aims to propose a simple and practical method for evaluating the seismic toughness of subway stations, which can be used to evaluate the seismic toughness of typical subway stations under different site conditions and provide a decision basis for improving the toughness of subway stations.
Research conclusions: (1) The seismic toughness evaluation method not only considers the structural part but also considers the non-structural components, which is more reasonable and real. (2) The seismic vulnerability curves of subway station structures provided in this paper are more comprehensive and practical, considering the situations of underground two-storey single-span, two storey double-span, and two-storey triple-span in class Ⅰ, Ⅱ, and Ⅲsites, respectively. (3) With the increasing number of subway station spans, the overtaking probability decreases under different damage states, and the station tends to be safe; As the stratum decreases from the Class Ⅰ site to the Class Ⅲsite, the overrunning probability becomes larger under different damage states, and the station tends to be dangerous. (4) The results of this paper can be used to evaluate the seismic toughness of subway stations.

Research purposes: The complex geological conditions and fragile environment in mountainous areas make the construction of railway tunnels arduous in terms of environmental protection, soil and water conservation, etc. It is imperative to reduce the disturbance of tunnel construction to the regional environment and balance the relationship between tunnel construction and environmental stability. To clarify the key nodes of green coordinated development of "tunnel-environment" and formulate targeted strategies to reduce the adverse impact of tunnel construction on the regional environment, an analysis method of key green elements of "tunnel-environment" in mountain railway based on a multi-layer coupling network model is proposed.
Research conclusions: (1) Based on clarifying the interaction relationship of the "tunnel-environment" in mountain railway, build an element system that includes tunnel green, interface, and environmental elements. Using the multi-layer coupling network model, each element is abstracted as the node of the network at different levels, and the organic relationship of each node in and between the network layers is established, which can establish the basis for the quantitative expression of the interaction relationship of the "tunnel-environment". (2) Taking a railway tunnel engineering in a mountainous area as an example, the network node importance assessment method is used to identify seven key green elements: tunnel section size, tunnel excavation length, tunnel blasting mode, tunnel ventilation mode, tunnel lining waterproof design, tunnel grouting and water plugging, tunnel ventilation equipment layout, which should be optimized and controlled. (3) The research results are in line with the engineering practice, and verify the applicability of the model, which can provide a basis for determining the key points to reduce the stress effect of railway tunnel construction in mountainous areas on the regional environment.

Research purposes: Due to the complexity, sequence, space and openness of investment consumption factors in subway construction projects, the existing fixed investment control mode has far failed to meet the requirements of investment randomness and nonlinear evolution, and it is urgent to reform the subway investment control management mode. Therefore, this paper comprehensively uses BIM, Python technology, fuzzy mathematics, BP neural network, acquired value theory and PDCA cycle method to build an intelligent prediction and control method for subway construction investment.
Research conclusions: (1) The basic database of subway construction investment is established, and the cause and countermeasure database of subway project investment is constructed. (2) Using SPSS factor analysis, rough set theory, fuzzy mathematics combined with BP neural network, the overall construction objective of the whole line is obtained. (3) Integrated PDCA cycle and acquired value theory carry out dynamic investment optimization control for key control projects, significantly improving the overall management efficiency and level of the project. (4) The computer aided intelligent control software for subway construction investment was established and applied in Chengdu subway construction example. (5) The research results can provide a feasible plan for the investment control of the entire subway line construction.

Research purposes: At present, research on double shield TBM is mainly focused on equipment selection and construction technology under squeezing geological conditions both domestically and internationally. However, there is relatively little research on the design of pipe segment structures. In order to make up for the lack of research in this area, based on the temporal and spatial effects of TBM tunnel construction, the focus was on the calculation method of deformation pressure of double shield TBM tunnel segments in squeezing ground.
Research conclusions: (1) By using a genetic creep model, the temporal effects of surrounding rock deformation were simulated and integrated into the longitudinal deformation curve of the tunnel, thus forming a method for calculating the longitudinal deformation curve of the tunnel that takes into account the temporal and spatial effects. In addition, the advanced deformation in the first stage was also considered and a formula for the characteristic curve of surrounding rock was constructed based on the equivalent excavation diameter. (2) Using the elastic theory of thick walled cylinders, a stiffness calculation formula for pipe segment gravel composite support was derived, and an expression for calculating the critical elastic modulus was established. (3) Based on the principle of convergence constraint analysis, the formulas for the combined support force and displacement were derived, further forming a calculation method for the deformation pressure of pipe segments. Finally, the accuracy of the deformation pressure calculation method was verified through practical engineering cases. (4) The research result can be applied to the design of TBM tunnel segment structure in squeezing ground.

Research purposes: Portland cement was the main cementitious material for railway concrete. In order to study the performance of anti-cracking cement and improve the anti-cracking performance of plateau railway bridge pier concrete from the perspective of cement, the differences between anti-cracking cement and general silica cement in working performance, hydration performance, mechanical properties, drying shrinkage properties and anti-cracking properties were systematically compared, and a comparative test was carried out in the solid pier. Through the study of the internal temperature and strain change law of pier concrete, the effect of cement on crack resistance of the plateau bridge pier concrete is evaluated comprehensively.
Research conclusions: (1) Compared with general silica cement, the water requirement of crack resistant cement is lower, the hydration rate slows down and the hydration heat decreases in the early stage, the hydration activity decreases in the early stage, and the strength decreases slightly in the early stage, but the strength develops stably and exceeds that of general silica cement in the late stage. The bending ratio of crack resistant cement at the same age is obviously higher than that of general silica cement, showing better toughness. (2) The dry shrinkage rate of concrete prepared with anti-cracking cement is significantly lower than that of general silicon cement, and the anti-cracking property of concrete is significantly improved. (3) The application of crack resistant cement in pier concrete can reduce the core temperature of pier concrete, the temperature peak of core can be reduced by 5.0 ℃, and the strain of core concrete and surface concrete can be significantly reduced, the strain of core can be reduced by 50%, and the strain of surface concrete can be reduced by 40%, thus improving the crack resistance of plateau pier concrete. (4) The application of crack resistant cement can be used as an effective means to improve the crack resistance of railway bridge pier concrete.

Research purposes: Elastic modulus is a key parameter to analyze the mechanical properties of concrete structures. In the design of prestressed concrete structures, the elastic modulus of concrete is usually directly used to simplify the calculation, but this method ignores the influence of prestressed reinforcement and ordinary reinforcement. The purpose of this study is to explore the actual influence of prestressed reinforcement and ordinary reinforcement on the elastic modulus of prestressed concrete beams through theoretical analysis and experimental verification, and to propose an analytical formula for the elastic modulus of beams based on the principle of equal equivalent stiffness. ANSYS Workbench software is used to simulate the elastic modulus of the beam under different reinforcement conditions, and the accuracy and reliability of the model are verified by experiments.
Research conclusions: (1) The reinforcement ratio of prestressed reinforcement and ordinary reinforcement has a significant effect on the elastic modulus of prestressed concrete beams, and there is a linear relationship between them. (2) With the increase of reinforcement ratio, the elastic modulus of the beam is obviously improved. When the reinforcement ratio is 3%, the elastic modulus of the beam is 27.3% higher than that of the concrete. When the reinforcement ratio is 5%, it is increased by 44.3%. (3) The research results can be applied to the design optimization of prestressed concrete structures. Considering the influence of reinforcement on the elastic modulus, it can significantly reduce the error in the structural calculation and improve the safety and economy of the project.

Research purposes:With the continuous promotion and application of Building Information Model (BIM) in railway station building engineering, a large amount of basic digital assets will be formed after the completion of the project. Therefore, it is necessary to study new technical methods to improve the reuse rate of BIM basic data assets, solve the problems of large component resources, and the difficulty of data expansion in downstream users of the model, and achieve efficient utilization of BIM results, forming a railway passenger station digital base, and providing a basic data service platform for comprehensive business applications of digital twins.
Research conclusions:(1) Based on BIM model, a railway passenger station data base is built using a visualization engine platform and relational database, to achieve digital delivery of 3D design results. (2) From the perspective of geometric and non geometric data processing, a lightweight development application of the system based on the digital analog separation technology route has been developed. (3) Through engineering application practice, the feasibility and completeness of this technical solution have been verified, which can support downstream users to expand and extend business functions using model data information.

Research purposes: The railway line selection has a wide range of areas, multiple influencing factors, and strong multidisciplinary comprehensiveness. The research and development of intelligent line selection is difficult, and the efficiency and effectiveness of its application have not yet reached widespread promotion. The intelligent railway line selection system is developed, key and difficult points are identified to break through them step by step, new perspectives are proposed on path planning, local optimization, human-machine interaction, etc., in order to supplement and improve existing theoretical methods, and improve the efficiency and quality of line selection design.
Research conclusions: (1) Conducting system research and development through three steps: channel search, scheme optimization, and human-machine collaboration, and fully reusing automatic vertical section design as the basic function, can significantly reduce research and development difficulty and improve research and development efficiency. (2) A method for automatically exploring terrain in large scenes is proposed to obtain high cost areas for bridges and tunnels, and to construct a triangulation cost graph based on the boundary feature lines of the areas, which can improve search adaptability and accuracy. (3) Based on Dijkstra's shortest path search algorithm, automatic path planning can greatly improve search efficiency and effectiveness. (4) Adaptive optimization of horizontal and vertical lines, real-time linkage of horizontal and vertical lines, and system fusion based GIS line selection can flexibly meet practical needs and enhance system applicability. (5) The research results can provide reference for the development of intelligent line selection systems for railways and highways.

Research purposes: The terrain and geological conditions of the Wuling Mountains, which extended across western Hunan, western Hubei, eastern Chongqing, and eastern Guizhou, were complex and had a special geographical, geological, and climatic background. With the advancement of the national strategy of western development, the construction of railways in this region had made significant progress and was continuously advancing. This paper summarized the experience of railway engineering in the Wuling Mountain area, and discussed the future development direction.
Research conclusions: (1) The majority of the Wuling Mountain area was located in carbonate plateaus, with a soluble rock area accounting for over 60% of the regional area. Karst was strongly developed, and karst and karst water had become the main geological issues controlling railway line schemes. (2) The morphology, scale, and intensity of karst development in this region were mainly controlled by structures, and overall were characterized by large scale, deep depth, and poor regularity. (3) The local area should followed the concept of "disaster reduction and prevention" for geological route selection. During the survey, a special karst survey should be carried out to investigate the distribution of karst along the route, and "avoidance" should be the first principle for route selection; when it was impossible to avoid, the line positioning plan should be determined according to the principle of "raise the elevation". (4) Utilizing modern information technology, developing new technological equipment, and moving towards more precise identification, reliable analysis, and precise treatment had become an inevitable requirement and trend for controlling karst geological risks and solving engineering problems in the local area. (5) The research results can provide reference for future railway survey, design, and construction in the Wuling Mountain area.

Research purposes: This paper established a three-dimensional numerical analysis model of 'bedrock-cover layer-subgrade' that can consider the features of fault creep activity, analyzed the deformation characteristics of subgrade structure under the action of fault creep dislocation, and clarified the action mode and sensitivity of various chief influencing factors on subgrade deformation, such as fault movement mode, creep amount, thickness of overlying soil.
Research conclusions: (1) Different creeping modes of active faults lead to different deformation characteristics of subgrade surface and slope, in particular, the near-fault slope under the action of strike-slip shows obvious 'middle bulging'. (2) Under the action of dip-slip fault dislocation there is a critical creep amount and critical overburden thickness that make the subgrade irregularity range tend to be stable. (3) The increase of strike-slip displacement obviously aggravates the lateral displacement of the subgrade and the 'middle bulging' of a near-fault slope, while the sufficient thickness of overburden will obviously smooth the above lateral deformation. (4) Those analysis results can provide a reference for the deformation control of railway subgrade under the background of fault dislocation.

Research purposes: In response to the requirement of signal system switching between the CTCS signal system and the CBTC signal system for the cross-line operation of trains in suburban railways, the technical routes of different signal system switching are analyzed and studied in terms of the advancement of technical routes, conformity of specifications and so on, the switching locations of different signal system switching are compared and analyzed in terms of safety of switching locations, division of dispatching boundaries for different type of railways and so on, and the applicability of each technical scheme of different signal system switching for cross-line operation to the construction of different projects is systematically clarified.
Research conclusions: (1) The technical route that the systematic structure and communication interface of the CTCS signal system and CBTC signal system are completely independent and should be adopted in the project that will be constructed soon, such as the project of running suburban trains in the Beijing Railway Hub Northeast Ring Railway. (2) The technical route that the CTCS signal system is independent, and the CBTC signal system adds new conversion equipment using the existing communication interface of the CTCS signal system and CBTC signal system, and the technical route that systematic structure of the CTCS signal system and CBTC signal system remains unchanged and system equipment of CTCS signal system and CBTC signal system increases the communication interface can be applied in construction projects after completing the preconditions of project implementation such as certification and licensing and so on. (3) The technical route of systematic structure and communication interface of the CTCS signal system and CBTC signal system are completely integrated is the development direction of the signal system, which can be applied in long-term projects. (4) The stopping at junction stations of different types of railways should be selected to complete the different signal system switching for cross-line operation in the project. (5) The research results proposed in this paper can provide a reference for the design and construction of other suburban railway projects.

Research purposes: The increase of heavy-haul train axle load enhances the dynamic stress at different depths of the subgrade, leading to more and more serious subgrade issues such as mud pumping. In this paper, a series of refined model tests were carried out to study the characteristics of mud pumping of saturated silty clay subgrade under the heavy-haul train load. The influence of cyclic loading amplitude and loading frequency on the axial strain, excess pore water pressure, and fine particles migration characteristics of the sample was analyzed.
Research conclusions: (1) The cyclic loading amplitude has a significant impact on the characteristics of mud pumping from silty clay subgrade. As the cyclic loading amplitude increases, axial strain and excess pore water pressure rise, intensifying mud pumping. (2) The loading frequency has a certain influence on the characteristics of subgrade mud pumping. In general, higher loading frequencies decrease the final axial strain and excess pore water pressure, reducing mud pumping quality post-test. The increased frequency can't accelerate the mud pumping severity, but can shorten the duration of mud pumping. (3) Under cyclic loading, the excess pore water pressure gradient drives the migration of fine particles in the subgrade soil, resulting in mud pumping. (4) The research results can provide a reference for the treatment of the mud pumping issues in the heavy-haul train subgrade.

Research purposes: The Kyrgyzstan Section of China-Kyrgyzstan-Uzbekistan Railway, locates at the western part of the southern Tianshan Mountains of the Tianshan Mountains. The railway crosses the Mordor Mountains, Fergana Mountains, the Turgay Mountains, the Altay Plateau Basin and other 10 geomorphic units. The highest point near the railway, Mount Jamandavan has a height of 4 205 m, and the lowest point Jalalabad has a height difference of 722 m, with a relative height difference of 3 483 m. The geological condition of railway engineering is complicated. 1 435 mm standard gauge is adopted for the section from Turkah to Makhmal, and 1 520 mm wide gauge is adopted for the southern section from Makhmal to Jalalabad. This paper focused on the selection of the ruling gradient of the railway and the difficulties in the project institute.
Research conclusions: (1) According to the characteristics and relevant specifications of the project, the paper considered the terrain and geological conditions along the railway, the characteristics of the cargo to be transported, the traction quality of the train, the selection of locomotive, and the project investment and the comprehensive economy. (2)The study of ruling gradient was divided into two sections. The standard rail section studied the four programs of 18‰, 20‰, 24‰ and 25‰, and the wide rail section studied the four programs of 18‰, 20‰, 24‰ and 27‰, and qualitative analysis of the above programs were carried out respectively. In order to reduce the project investment, improve the project economy, match the transportation organization, optimize the transportation conditions, and ensure the operation safety, it is recommended to adopt the 20‰ scheme for ruling gradient of the Kyrgyzstan section of China-Kyrgyzstan-Uzbekistan railway.(3) The research ideas and methods can provide reference for the construction of the foreign railway.

Research purposes: China's EMS high-speed maglev has the conditions to promote engineering testing and demonstration operation line construction, and it is urgent to build an engineering test line to verify key technologies of high-speed maglev. This paper starts with the initial test requirements of EMS high-speed maglev engineering test line. The initial construction of the engineering test line does not consider ride comfort, and tries to use larger acceleration and deceleration speeds to reduce the length of the initial test line construction while meeting the requirements of initial speed testing, saving initial test line engineering investment.
Research conclusions: (1) The high-speed maglev engineering test line is mainly a test to confirm various performance and practical goals at a speed of 600 kilometers per hour. (2)The initial construction length of the engineering test line must meet the requirements of the minimum distance for train acceleration and deceleration, as well as a certain uniform speed running distance. When the parameters of the domestically produced 600 km/h high-speed maglev train are fixed, the average acceleration and deceleration mainly depend on the rated voltage and maximum current of the traction converter. Through matching simulation calculation of the power supply system, the lighter the vehicle, the shorter the stator segment length, the greater the vehicle acceleration that can be provided, and the shorter the initial engineering test line construction length. (3) The research conclusion can provide reference for the construction of the engineering test line of the EMS high-speed maglev railway.

Research purposes: The construction of engineering geological models primarily relies on a large amount of drilling data and geological survey results. However, three-dimensional geological models constructed from point-based information often exhibit uneven data distribution and significant blind spots. Survey work for offshore bridge and tunnel projects predominantly relies on two-dimensional linear exploration, heavily dependent on drilling. This approach is characterized by high costs, long cycles, and high operational risks, making it challenging to meet the demands for detailed, rapid, and efficient geological modeling. This paper, based on the Jintang Subsea Tunnel Project of Ningbo-Zhoushan Railway, adopts the offshore three-dimensional seismic reflection method to explore the covered mountain development area in the Ningbo section. By combining stratigraphic interpretation and structural analysis results with drilling data, accurate three-dimensional structural and attribute geological models of the work area are constructed using well-constrained geological modeling techniques. Through three-dimensional visualization technology, the integration and analysis of engineering entities with geological models are achieved, expressing the spatial relationship between complex geological structures and engineering entities. Contact conditions between tunnel excavations and formations as well as structures are analyzed accurately and in three dimensions. This study effectively addresses the limitations of geological modeling in offshore transportation engineering.
Research conclusions: (1) High-precision three-dimensional seismic reflection exploration can effectively identify spatial distribution information of the water bottom, Quaternary strata, underlying bedrock(covered mountain), and adverse geological structures (faults, fractured zones) in tunnel site areas, to provide a new approach for linear geological survey in offshore transportation engineering. (2) Three-dimensional seismic reflection exploration can effectively solve the problems of insufficient basic data, uneven spatial distribution, and blind spots in geological modeling for offshore transportation engineering. Well-constrained geological modeling techniques can enhance modeling accuracy and establish complete underwater spatial geological models, accurately simulating the morphology, position, and spatial contact relationships of formations and structures in the work area, thereby obtaining geological models of formations, structures, and attributes. (3) By integrating and analyzing engineering structural models with detailed three-dimensional geological models, the spatial relationship between complex geological structures and engineering entities can be accurately displayed through three-dimensional visualization technology. This allows for the intuitive analysis of rock and soil geological conditions in tunnel excavations, providing reliable basis and strong support for optimizing route longitudinal section design, BIM design, construction, operation and maintenance, and risk decision-making. (4) The conclusions of this study can provide references for offshore engineering surveys and geological modeling.

Research purposes: Due to the need to lay pipelines, thick soil cover is required above the top plate of subway stations, resulting in a large load on the top plate and causing a large cross-section of the top beam. Because of the width limitation of urban road surfaces, it is necessary to reduce the column section to save underground space, resulting in a structural form of "strong beams and weak columns", which has an unfavorable effect on the seismic resistance of the structure. To improve the seismic performance of the top node of a subway station, this paper takes the beam-column node of a certain subway station as the research object, produces scaled model specimens, and conducts low-cycle reciprocating tests to study the influence of high-strength steel bars on the seismic performance indicators such as the failure mode, bearing capacity, and energy dissipation capacity of the top node.
Research conclusions: (1) The nodes with high-strength steel bars and ordinary steel bars in the column are both failure modes of strong beams and weak columns, but the configuration of high-strength longitudinal bars can reduce the degree of column failure at the top beam nodes. (2) Configuring high-strength longitudinal bars in columns can significantly improve the bearing capacity and deformation capacity of top-level beam column nodes, delay stiffness degradation rate, enhance energy dissipation capacity, and thus improve the seismic performance of nodes. (3) The research results can provide a theoretical reference for the design optimization of beam-column joints in complex underground structures represented by subways.