With the yearly increase of mileage and passenger volume in China's high-speed railway, the problems of traditional paper railway tickets have become increasingly prominent, including complexity of business handling process, low efficiency of ticket inspection and high cost of usage and management. This paper aims to make extensive references to successful experiences of electronic ticket applications both domestically and internationally. The research on key technologies and system implementation of railway electronic ticket with Chinese characteristics has been carried out.

Research in key technologies is conducted including synchronization technique in distributed heterogeneous database system, the grid-oriented passenger service record (PSR) data storage model, efficient access to massive PSR data under high concurrency condition, the linkage between face recognition service platforms and various terminals in large scenarios, and two-factor authentication of the e-ticket identification code based on the key and the user identity information. Focusing on the key technologies and architecture the of existing ticketing system, multiple service resources are expanded and developed such as electronic ticket clusters, PSR clusters, face recognition clusters and electronic ticket identification code clusters.

The proportion of paper ticket printed has dropped to 20%, saving more than 2 billion tickets annually since the launch of the application of E-ticketing nationwide. The average time for passengers to pass through the automatic ticket gates has decreased from 3 seconds to 1.3 seconds, significantly improving the efficiency of passenger transport organization. Meanwhile, problems of paper ticket counterfeiting, reselling and loss have been generally eliminated.

E-ticketing has laid a technical foundation for the further development of railway passenger transport services in the direction of digitalization and intelligence.

The purpose of the study is to quickly identify significant heterogeneity of surrounding rock of tunnel face that generally occurs during the construction of large-section rock tunnels of high-speed railways.

Relying on the support vector machine (SVM)-based classification model, the nominal classification of blastholes and nominal zoning and classification terms were used to demonstrate the heterogeneity identification method for the surrounding rock of tunnel face, and the identification calculation was carried out for the five test tunnels. Then, the suggestions for local optimization of the support structures of large-section rock tunnels were put forward.

The results show that compared with the two classification models based on neural networks, the SVM-based classification model has a higher classification accuracy when the sample size is small, and the average accuracy can reach 87.9%. After the samples are replaced, the SVM-based classification model can still reach the same accuracy, whose generalization ability is stronger.

By applying the identification method described in this paper, the significant heterogeneity characteristics of the surrounding rock in the process of two times of blasting were identified, and the identification results are basically consistent with the actual situation of the tunnel face at the end of blasting, and can provide a basis for local optimization of support parameters.

Large displacement misalignment under the action of active faults can cause complex three-dimensional deformation in subway tunnels, resulting in severe damage, distortion and misalignment. There is no developed system of fortification and related codes to follow. There are scientific problems and technical challenges in this field that have never been encountered in past research and practices.

This paper adopted a self-designed large-scale active fault dislocation simulation loading system to conduct a similar model test of the tunnel under active fault dislocation based on the open-cut tunnel project of the Urumqi Rail Transit Line 2, which passes through the Jiujiawan normal fault. The test simulated the subway tunnel passing through the normal fault, which is inclined at 60°. This research compared and analyzed the differences in mechanical behavior between two types of lining section: the open-cut double-line box tunnel and the modified double-line box arch tunnel. The structural response and failure characteristics of the open-cut segmented lining of the tunnel under the stick-slip part of the normal fault were studied.

The results indicated that the double-line box arch tunnel improved the shear and longitudinal bending performance. Longitudinal cracks were mainly distributed in the baseplate, wall foot and arch foot, and the crack position was basically consistent with the longitudinal distribution of surrounding rock pressure. This indicated that the longitudinal cracks were due to the large local load of the cross-section of the structure, leading to an excessive local bending moment of the structure, which resulted in large eccentric failure of the lining and formation of longitudinal cracks. Compared with the ordinary box section tunnel, the improved double-line box arch tunnel significantly reduced the destroyed and damage areas of the hanging wall and footwall. The damage area and crack length were reduced by 39 and 59.3%, respectively. This indicates that the improved double-line box arch tunnel had good anti-sliding performance.

This paper adopted a self-designed large-scale active fault dislocation simulation loading system to conduct a similar model test of the tunnel under active fault dislocation. This system increased the similarity ratio of the test model, improved the dislocation loading rate and optimized the simulation scheme of the segmented flexible lining and other key factors affecting the test. It is of great scientific significance and engineering value to investigate the structure of subway tunnels under active fault misalignment, to study its force characteristics and damage modes, and to provide a technical reserve for the design and construction of subway tunnels through active faults.

This research aims to improve the performance of rail fastener defect inspection method for multi railways, to effectively ensure the safety of railway operation.

Firstly, a fastener region location method based on online learning strategy was proposed, which can locate fastener regions according to the prior knowledge of track image and template matching method. Online learning strategy is used to update the template library dynamically, so that the method not only can locate fastener regions in the track images of multi railways, but also can automatically collect and annotate fastener samples. Secondly, a fastener defect recognition method based on deep convolutional neural network was proposed. The structure of recognition network was designed according to the smaller size and the relatively single content of the fastener region. The data augmentation method based on the sample random sorting strategy is adopted to reduce the impact of the imbalance of sample size on recognition performance.

Test verification of the proposed method is conducted based on the rail fastener datasets of multi railways. Specifically, fastener location module has achieved an average detection rate of 99.36%, and fastener defect recognition module has achieved an average precision of 96.82%.

The proposed method can accurately locate fastener regions and identify fastener defect in the track images of different railways, which has high reliability and strong adaptability to multi railways.

Under the dual pressure of resources and environment, many countries have focused on the role of railways in promoting low-carbon development of integrated transportation and of even the whole society. This paper aims to provide a comprehensive study on methods to improve railway energy efficiency in other national railways and achievements made by China's railways in the past practice, and then to propose ways in which in the future China's railways could rationally select the path of improving energy efficiency regarding the needs of the nation's ever-shifting development and carry out the re-engineering for mechanism innovation in energy conservation and emission reduction process.

This paper first studies other national railways that have tried to promote the improvement of railway energy efficiency by the ways of technology, management and structural reconstruction to reduce energy consumption and carbon emissions. Among them, the effect of structural energy conservation and emission reduction has become more prominent. It has become the main energy conservation and emission reduction measure adopted by foreign railway sectors. The practice of energy conservation and emission reduction of railways in various countries has tended to shift from a technical level to a structural one.

Key aspects in improving energy efficiency include re-optimization of energy structure, reinnovation of energy-saving technologies and optimization of transportation organization. Path selection includes continuing to promote electrified railway construction, increasing the use of new and renewable energy sources, and promoting the reform of railway transportation organizations.

This paper provides further challenges and research directions in the proposed area and has referential value for the methodologies, approaches for practice in a Chinese context. To achieve the expected goals, relevant supporting policies and measures need to be formulated, including actively guiding integrated transportation toward railway-oriented development, promoting innovation in energy-saving and emission reduction mechanisms and strengthening policy incentives, focusing on improving the energy efficiency of railways through market behavior. At the same time, it is necessary to pay attention to new phenomena in the railway industry for track and analysis.

In order to systematically grasp the changes and matching characteristics of wheel and rail profiles of high speed railway (HSR) in China, 172 rail profile measurement points and 384 wheels of 6 high-speed electric motive unites (EMUs) were selected on 6 typical HSR lines, including Beijing-Shanghai, Wuhan-Guangzhou, Harbin-Dalian, Lanzhou-Xinjiang, Guiyang-Guangzhou and Dandong-Dalian for a two-year field test.

Based on the measured data, the characteristics of rail and wheel wear were analyzed by mathematical statistics method. The equivalent conicity of wheel and rail matching in a wheel reprofiling cycle was analyzed by using the measured rail profile.

Results showed that when the curve radius of HSR was larger than 2,495 m, the wear rate of straight line and curve rail was almost the same. For the line with annual traffic gross weight less than 11 Mt, the vertical wear of rail was less than 0.01 mm. The wear rate of the rail with the curve radius less than 800 m increased obviously. The wheel tread wear of EMUs on Harbin-Dalian line, Lanzhou-Xinjiang line and Dandong-Dalian line was relatively large, and the average wear rate of tread was about 0.05-0.06 mm$(10,000 km)^-1, while that of Beijing-Shanghai line, Wuhan-Guangzhou line and Guiyang-Guangzhou line was about 0.03-0.035 mm·(10,000 km)^-1. When the wear range was small, the equivalent conicity increased with the increase of wheel tread wear. When the wear range of wheel was wide, the wheel-rail contact points were evenly distributed, and the equivalent conicity did not increase obviously.

This research proposes the distribution range of the equivalent conicity in one reprofiling cycle of various EMU trains, which provides guidance for the condition-based wheel reprofiling.

This study aims to propose a vertical coupling dynamic analysis method of vehicle-track-substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track and vehicle caused by local fastener failure.

The track and substructure are decomposed into the rail subsystem and substructure subsystem, in which the rail subsystem is composed of two layers of nodes corresponding to the upper rail and the lower fastener. The rail is treated as a continuous beam with elastic discrete point supports, and spring-damping elements are used to simulate the constraints between rail and fastener. Forced displacement and forced velocity are used to deal with the effect of the substructure on the rail system, while the external load is used to deal with the reverse effect. The fastener failure is simulated with the methods that cancel the forced vibration transmission, namely take no account of the substructure-rail interaction at that position.

The dynamic characteristics of the infrastructure with local diseases can be accurately calculated by using the proposed method. Local fastener failure will slightly affect the vibration of substructure and carbody, but it will significantly intensify the vibration response between wheel and rail. The maximum vertical displacement and the maximum vertical vibration acceleration of rail is 2.94 times and 2.97 times the normal value, respectively, under the train speed of 350 km·h^-1. At the same time, the maximum wheel-rail force and wheel load reduction rate increase by 22.0 and 50.2%, respectively, from the normal value.

This method can better reveal the local vibration conditions of the rail and easily simulate the influence of various defects on the dynamic response of the coupling system.

This study aims to investigate the service performances of a new full-section asphalt concrete waterproof sealing structure (FSACWSS) for the high-speed railway subgrade through on-site tracking, monitoring and post-construction investigation.

Based on the working state of the waterproof sealing structure, the main functional characteristics were analyzed, and a kind of roller-compacted high elastic modulus asphalt concrete (HEMAC) was designed and evaluated by several groups of laboratory tests. It is applied to an engineering test section, and the long-term performance monitoring and subgrade dynamic performance testing system were installed to track and monitor working performances of the test section and the adjacent contrast section with fiber-reinforced concrete.

Results show that both the dynamic performance of the track structure and the subgrade in the test section meet the requirements of the specification limits. The water content in the subgrade of the test section is maintained at 8-18%, which is less affected by the weather. However, the water content in the subgrade bed of the contrast section is 10-35%, which fluctuates significantly with the weather. The heat absorption effect of asphalt concrete in the test section makes the temperature of the subgrade at the shoulder larger than that in the contrastive section. The monitoring value of the subgrade vertical deformation in the test section is slightly larger than that in the contrastive section, but all of them meet the limit requirements. The asphalt concrete in the test section is in good contact with the base, and there are no diseases such as looseness or spalling. Only a number of cracks are found at the joints of the base plates. However, there are more longitudinal and lateral cracks in the contrastive section, which seriously affects the waterproof and sealing effects. Besides, the asphalt concrete is easier to repair, featuring good maintainability.

This research can provide a basis for popularization and application of the asphalt concrete waterproof sealing structure in high-speed railways.

Using the strong motion data of K-net in Japan, the continuous magnitude prediction method based on support vector machine (SVM) was studied.

In the range of 0.5-10.0 s after the P-wave arrival, the prediction time window was established at an interval of 0.5 s. 12 P-wave characteristic parameters were selected as the model input parameters to construct the earthquake early warning (EEW) magnitude prediction model (SVM-HRM) for high-speed railway based on SVM.

The magnitude prediction results of the SVM-HRM model were compared with the traditional magnitude prediction model and the high-speed railway EEW current norm. Results show that at the 3.0 s time window, the magnitude prediction error of the SVM-HRM model is obviously smaller than that of the traditional τ_c method and P_d method. The overestimation of small earthquakes is obviously improved, and the construction of the model is not affected by epicenter distance, so it has generalization performance. For earthquake events with the magnitude range of 3-5, the single station realization rate of the SVM-HRM model reaches 95% at 0.5 s after the arrival of P-wave, which is better than the first alarm realization rate norm required by "The Test Method of EEW and Monitoring System for High-Speed Railway." For earthquake events with magnitudes ranging from 3 to 5, 5 to 7 and 7 to 8, the single station realization rate of the SVM-HRM model is at 0.5 s, 1.5 s and 0.5 s after the P-wave arrival, respectively, which is better than the realization rate norm of multiple stations.

At the latest, 1.5 s after the P-wave arrival, the SVM-HRM model can issue the first earthquake alarm that meets the norm of magnitude prediction realization rate, which meets the accuracy and continuity requirements of high-speed railway EEW magnitude prediction.

This study aims to research the development trend, research status, research results and existing problems of the steel-concrete composite joint of railway long-span hybrid girder cable-stayed bridge.

Based on the investigation and analysis of the development history, structure form, structural parameters, stress characteristics, shear connector stress state, force transmission mechanism, and fatigue performance, aiming at the steel-concrete composite joint of railway long-span hybrid girder cable-stayed bridge, the development trend, research status, research results and existing problems are expounded.

The shear-compression composite joint has become the main form in practice, featuring shortened length and simplified structure. The length of composite joints between 1.5 and 3.0 m has no significant effect on the stress and force transmission laws of the main girder. The reasonable thickness of the bearing plate is 40-70 mm. The calculation theory and simplified calculation formula of the overall bearing capacity, the nonuniformity and distribution laws of the shear connector, the force transferring ratio of steel and concrete components, the fatigue failure mechanism and structural parameters effects are the focus of the research study.

This study puts forward some suggestions and prospects for the structural design and theoretical research of the steel-concrete composite joint of railway long-span hybrid girder cable-stayed bridge.