京滨铁路引入天津西站方案研究

以京滨铁路引入天津枢纽项目为背景，首先，从互联互通条件、客运布局的合理性、运输组织利弊、工程实施难度、与城市干扰情况、与城市规划的符合性等角度对比分析京滨铁路引入天津枢纽内各站利弊，确定京滨铁路引入天津西站方案较优。然后，进一步对比分析方案I沿北环铁路方案（南口路区间接轨、天泰路区间接轨、新建双线引入天津西），方案II经北辰经济开发区方案(沿大北环铁路南侧、沿九园公路北侧)引入天津西站的优缺点。最后，从工程技术、工程投资、总体规划、经济效益等多种角度分析确定南口路区间接轨为较优方案。本文可为大型铁路枢纽新建铁路接轨引入方案提供参考。     

宜湖铁路引入湖州站方案研究

湖州站是湖州地区客运一等站,连接宁杭高速铁路、宣杭铁路、湖杭高速铁路、商合杭高速铁路,承担宣城、南京、合肥、杭州等多个方向的旅客输送任务。宜湖铁路引入湖州站,对现有湖州站车站布置、宣杭铁路输送能力产生重要影响。在论述宜湖铁路规划、湖州站现状的基础上,提出3个引入湖州站的方案,分别从运输组织、技术标准、对既有线影响等多个方面进行比选。推荐采用高速场分散布置—小改宣杭场方案,车站规模3台7线（含正线）。可利用车场改造工程实现线上站房施工过渡,对既有宣杭铁路综合影响较小。     

水盘铁路引入六盘水枢纽方案研究

在阐述六盘水枢纽既有、在建、拟建及规划铁路的基础上,结合水盘铁路的功能定位和城市发展规划,提出了水盘铁路东进和西进引入枢纽的两大系列方案,考虑地区内客流特点和车站布局,重点对引入六盘水站、六盘水东站和六盘水西站三种方案进行研究。通过线路对城市影响、地质条件、工程投资等方面的综合比选,得出最优接轨方案,为新建客运专线铁路引入枢纽地区提供决策支撑。     

瓮安至遵义铁路建设方案研究

瓮安至遵义铁路(简称瓮遵铁路)是瓮马铁路的北延伸线,研究区域内既有铁路较多,铁路标准及线路走向较复杂。研究提出纯货运方案和客货兼顾方案两大方案,在此基础上又针对线路走向研究了瓮安经团溪至阁老坝方案、瓮安经开阳至阁老坝方案、瓮安经永温至阁老坝方案等多个子方案。研究认为,瓮遵铁路应采用货运预留客运条件标准,线路走向采用瓮安经团溪至阁老坝方案。     

沪汉蓉高铁引入合肥枢纽方案

合武高铁和合宁高铁作为沪汉蓉高铁通道的重要组成部分，其引入合肥铁路枢纽方案对沪汉蓉高铁整体线位走向及合肥枢纽客运车站分工有较大影响。在分析合肥铁路枢纽概况、枢纽客运量预测及车流特点的基础上，从工程技术条件、运输组织、线位走向、工程投资等方面确定沪汉蓉高铁应引入合肥南站，结合客运系统布局，重点研究了近期实施合武合宁直通线方案与近期沪汉蓉铁路城际通过车流绕行合肥站方案，并最终推荐近期实施合武合宁直通线方案。     

滨海软土层新建地铁盾构隧道近距离上跨既有地铁隧道修建技术

深圳地铁5号线南延工程前湾站—桂湾站盾构区间隧道上跨既有地铁11号线隧道,隧道重叠区域位于滨海淤泥软土地区,附近众多工程群坑关系复杂且相互影响极大。为确保上跨施工时既有地铁11号线隧道不发生超量变形或者破坏,在前桂区间隧道施工前采取了地质补勘、区间土体加固、补充加固、袖阀管注浆加固等施工准备措施,盾构推进过程中综合采用分段施工和参数调整、严格控制盾构推进和管片拼装质量、改良土体、同步注浆和补浆等措施,确保了盾构隧道施工安全可靠。施工监测结果表明,前桂区间盾构施工引起的既有地铁11号线隧道最大位移为5.0 mm,满足地铁保护的安全要求。     

新建邳州港铁路专用线总图方案研究

文章根据邳州市城市总体规划,结合地区货物运输组织特点,针对地区货运集中在邳州站办理,车站作业干扰大,专用线接入存在折角运输等问题,提出了地区新增碾庄站货运点,新建港区铁路专用线从碾庄站接轨的总图布置方案。     

两种高架桥T梁现浇施工方法对下穿既有明洞影响研究

高架桥跨越既有铁路隧道明洞施工具有典型的近接工程特征,高架桥施工过程对围岩产生应力重分布,尤其是T梁现浇施工时会对明洞产生附加荷载,对既有隧道衬砌结构轴力、弯矩等内力分布状况产生影响,进而影响结构的安全性。文章依托贵阳至都匀高速公路心焦坡桥跨越黔桂铁路摆梭隧道明洞工程项目,结合ANSYS有限元数值模拟和工法分析,对满堂支架、下设条形基础和梁柱支架跨越隧道两种施工方法进行了分析比较,评估近接施工对下穿明洞安全性的影响,并得出结论:两种方案的明洞素混凝土结构的最小安全系数分别为3.1和3.7,从经济因素考虑满堂支架、下设条形基础方案更有优势。     

复杂地层中矿山法叠落隧道施工技术

结合北京地铁6号线北海北站—南锣鼓巷站区间工程施工实例,介绍了复杂地层中矿山区间叠落隧道施工关键技术、施工控制要点和监测实施情况,从施工方案优化、技术措施和风险管控等方面作了相关总结。     

乔司编组站改建方案研究

为缓解乔司站能力紧张局面,提高作业效率,在分析既有乔司站概况的基础上,针对既有乔司站存在的牵引定数不匹配、到达场推峰端咽喉区通过能力不足、上行到发场运输组织繁忙、解编作业灵活性较差4个主要问题,研究乔司站改建方案如下:延长到达场和上行到发场到发线有效长度,新建反到线,新建出发场至沪昆线联络线,延长下行到发场部分股道。     

广西道路客运发展探讨

文章介绍了广西道路客运发展现状,分析了铁路发展对道路客运的影响,探讨了广西道路客运的优劣势和作用定位,并在此基础上提出了发展道路客运的原则、策略与措施。     

汽车客运站场规划布局探析

文章以公铁竞争为切入点,分析了汽车客运站场布局在公铁竞争中的地位和作用,阐述了汽车客运站场建设的规划布局要求,并探讨了搬迁城区汽车站做法的不合理性,提出了城市汽车客运站场的规划布局建议。     

关于广西公路建设投融资体系的构想

“十一五”期间,广西经济社会的发展对交通提出了更新更高的要求,要保证“十一五”期间交通发展规划的顺利实施,必须坚持“多条腿走路、多轮子滚动”,多渠道筹措交通建设资金。文章对广西公路建设投融资方式进行了分析,研究现行方式的局限性,提出了几种创新的融资方式。     

成都市轨道交通发展探索

文章基于成都市道路交通建设与发展现状,分析了成都市发展轨道交通的优势、劣势、机遇及挑战,阐述了成都市轨道交通的发展规划,并探讨了成都市轨道交通发展的战略意义。     

Rail track infrastructure ownership: investment and operational issues

As privatisation of railway systems reach the political agendas in a number of countries, the separation of track infrastructure from train operations is seen as providing the vehicle which will improve profitability within the rail industry. This paper deals with three main issues related to such separation within a freight railway focus, namely: investment appraisal; track standards and maintenance; and train operating performance. The conflicts of interest between the owners of track and their client operators are discussed in detail. Costs related to track capacity and congestion need to be taken into account, given that additional trains are likely to lead to increased risk of delays to existing services. The paper discusses the use of a travel time reliability model to estimate the additional costs imposed on the system through the introduction of specific train services.It is concluded that investment in individual elements of railway infrastructure must be integrated with the overall financial and customer service strategies of both operators and owners. As an alternative to current practices, a hybrid model of track ownership is put forward here. Under such a model, a joint-venture company with equity from the main ÒplayersÓ would be owner of track. This would allow some of the benefits of vertical integration to be retained, whilst providing fair access to new operators.     

站城融合理念下高铁客运枢纽区域步行交通布置研究

本文对高铁客运枢纽区域内步行交通的影响范围和功能定位进行分析,提出在站城融合理念下,步行交通是高铁客运枢纽最重要的交通方式。利用开源数据,对比我国京沪高铁沿线与日本东海道新干线,以及北京南站、上海虹桥站、东京站、名古屋站,分析枢纽步行交通的影响因素,并提出站城融合背景下枢纽步行交通系统的规划建设重点和指标体系,为高铁客运枢纽实现站城融合、建立完善的步行交通系统提供参考。     

Reasonable scheduling for arrival–departure track operations in railway stations

We analyze the train types handled at a section station and the factors affecting the scheduling of the arrival–departure track operation, using the following conditions as our optimization goals: operating the arrival–departure tracks in accordance with a fixed operation scheme, and reducing the influence which the departing–receiving operations impose on shunting operations. We establish a 0–1 integer programming model for formulating a track operation plan. By applying modern sequencing theory, this is transformed into a fixed sequencing model of special parallel machines. We then design a heuristic algorithm to solve the model. Finally, the example of Yiyang railway station is used to verify the advantages of the model and the algorithm. A better operation plan is obtained using MATLAB 7.0 by applying the model and the algorithm provided in the paper, indicating the superiority of our study’s approach.     

Spatiotemporal evolution of China’s railway network in the 20th century: An accessibility approach

The interrelatedness of transportation development and economic growth has been a constant theme of geographic inquiries, particularly in economic and transportation geography. This paper analyzes the expansion of China’s railway network, the evolution of its spatial accessibility, and the impacts on economic growth and urban systems over a time span of about one century (1906–2000). First, major historical events and policies and their effects on railway development in China are reviewed and grouped into four major eras: preliminary construction, network skeleton, corridor building, and deep intensification. All four eras followed a path of “inland expansion.” Second, spatial distribution of accessibility and its evolution are analyzed. The spatial structure of China’s railway network is characterized by “concentric rings” with its major axis in North China and the most accessible city gradually migrating from Tianjin to Zhengzhou. Finally, the study indicates that railway network expansion has significantly improved economic development and heavily influenced the formation of urban systems in China.     

上海轨道交通济阳路枢纽站结构设计概述

济阳路站是上海轨道交通6、8、11号线的换乘枢纽站。它由三线车站、联络线及围合区等多部分组成，结构复杂，工程量大。介绍了车站结构设计的特点，并对下沉式广场与车站的结合、完全敞开式出入口、盾构远期穿越已建结构等关键节点做了概述，以期为其它类似工程提供借鉴。     

Train scheduling simulation that minimises operational conflicts due to service constraints

This paper presents an attempt made to facilitate re‐scheduling of trains to minimize operational delays and accommodate uniform headways for off peak sub urban services subject to resource constraints such as locomotive availability, poor track conditions and stations without siding facilities. The paper describes the computer simulation model designed to optimize train schedules on single‐track rail lines. Using this simulation program it is possible to plan and optimize timetables for railway networks with train runs within short time periods for both single track and double track conditions. The paper describes the capabilities of presenting the results of the simulation runs. These include the time‐distance graph, the network with train movements, dialog boxes with information about selected trains. The programme is capable of changing the starting point, departure time, train destinations and adding or deleting a stop etc. from the user interface. Four objects of array variables are used in the simulation process to keep train and station data. Two object arrays are used for the train movements in up and down directions. The stations' data are stored in the other two object arrays. One of these arrays of stations contains all the stations of the line while the other one contains only the stations with siding facilities. A case study that covers a 61 km long single‐track line with 14 stations is presented to highlight the model capabilities.