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The completed bridge alignment of super long-span railway bridges is prone to large deviation from the design alignment, which leads to the unrealization of the original rail surface design alignment, and it is usually necessary to change the rail surface alignment on the basis of the completed bridge alignment. In order to ensure that the changed rail surface alignment meets the requirements of train operation performance, it is particularly important to reasonably evaluate the completed bridge alignment of long-span railway bridges before laying the track. In this paper, the characteristics of the measured completed bridge alignment of a long-span railway bridge in China are analyzed. Combined with the adjustable capacity of ballast bed on the bridge, an evaluation method of completed bridge alignment of long-span railway bridges based on riding quality is proposed, and the amplitude of completed bridge alignment within the sensitive wavelength range of the vehicle body is taken as the evaluation index. Firstly, according to the evaluation principle that the vertical acceleration of vehicle body caused by line random irregularity, additional deformation of bridge under external loads and rail surface alignment does not exceed level I management standard, the maximum acceleration caused by rail surface alignment within the sensitive wavelength range of vehicle body is determined. Then the correlation between vertical acceleration of vehicle body and chord measurement amplitude, and the correlation between chord measurement amplitude and linear amplitude are studied to determine the maximum amplitude of rail surface alignment within the sensitive wavelength range of vehicle body. Finally, by deducing the correspondence between rail surface alignment amplitude and completed bridge alignment amplitude within the sensitive wavelength range of the vehicle body, the limit value of the evaluation index is formulated. Taking a kilometer-level suspension bridge in China as an example, the limit value of the evaluation index is determined to be 58 mm according to the method of this paper. The maximum value of the measured completed bridge alignment within the sensitive wavelength range of the vehicle body of this bridge is 36 mm, which does not exceed the limit value, indicating that the control effect of the completed bridge alignment is good, and on the premise of meeting the requirements of ballast bed thickness, the rail surface alignment which meets the riding quality can be laid on the basis of the completed bridge alignment. [ABSTRACT FROM AUTHOR]

In order to study the influence of box subgrade haunching on structural static characteristics of high-speed railway, a more reasonable box subgrade haunching method is found. In this paper, the box subgrade is divided into independent components, and the reinforcement mode of each independent component is calculated through static analysis. ABAQUS software is used for numerical simulation. In view of the stress concentration phenomenon at the connection node between the top plate and the vertical plate of the box subgrade structure, the influence of different haunching heights and angles of the triangular haunch on the stress concentration at the node is studied by using the control variable method, and the optimal haunching mode is proposed to optimize the static characteristics of the box subgrade structure. The analysis results show that when the fixed axillary height is 400 mm and the axillary angle is between 15° ~ 60°, the stress mutation reduction ratio Sr value decreases with the increase of axillary angle; When the axillary angle is between 60° ~ 75°, the Sr value increases with the increase of the axillary angle, and the optimal axillary angle is between 45° ~ 60°. When the axillary angle is fixed at 60°, the Sr value decreases as the axillary length increases, and the optimal axillary length is between 300 ~ 400 mm. The determination of the reinforcement mode and the optimal haunching mode of the box type subgrade is innovative to a certain extent, and provides valuable technical experience for the research of structural optimization of box type Subgrade of high-speed railway in China. [ABSTRACT FROM AUTHOR]

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South Asian countries have not yet established a local high-speed railway standard system. Countries where the "the Belt and Road Initiative" cooperation projects are located, such as Indonesia Yavan High-speed Railway and Thailand Bangkok-Nakhon Ratchasima high-speed railway, are all based on the technical standards of China's high-speed railway. Due to different national conditions, China's high-speed railway standards cannot be directly applied to high-speed railway projects in Southeast Asia. Based on the specific cases of Indonesia Yavan High-speed Railway and Thailand Bangkok -Nakhon Ratchasima High-speed Railway Project, this paper analyzes the adaptability of China's high-speed railway track design standards in Southeast Asia from the aspects of the main design principles, engineering materials, rail sizing, track structure selection, prefabricated track slab, and continuous welded rail. The main conclusions are as follows: (1)The reinforcement and concrete can be made of local materials, which should be reasonably selected by comparing the strength, chemical element content and other characteristics. (2) The steel rails in Southeast Asian countries and regions are generally imported from China. Therefore, the sizing of rail needs to take into account the influence factors such as port hoisting infrastructure, existing marine conditions, overseas road and railway transportation, and 50 m rail is recommended. (3) In combination with local climate conditions, the ballastless track structure shall be reasonably optimized from the perspective of economy, and the ordinary reinforced concrete track slab can be used. (4) The technology of China/s seamless line technology can fully adapt to the line conditions in Southeast Asia. [ABSTRACT FROM AUTHOR]

With the continuous improvement of 5G standards, 5G network equipment of global mobile operators has become mature. China's railways take 5G as a new generation of mobile communication technology for railway dedicated network, the R&D of railway application equipment is under way, and the 5G-R equipment interoperation test needs to be started urgently to provide conditions for the deployment of future 5G-R system. Based on the system architecture of 5G-R network and the theory of interoperation test, this paper presents the test architecture of 5G-R interoperation, innovatively puts forward one test method named the building block to set up processes for the verified 5G-R system described in the test architecture. According to the building process of the building block method, this paper lists the interoperation test interface and key test content of the test interface for the equipment to be tested, offers the design process of the interoperation test specification and the test framework of interoperation static and dynamic test environment. [ABSTRACT FROM AUTHOR]

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In the western and southwestern regions of China, under-construction and completed highspeed railway tunnels often suffer from elevated floor heave, which seriously threatens the construction progress and operational safety of the tunnels. This paper relies on the typical horizontally laminated carbonaceous shale stratum of the Xingshandong Tunnel to carry out a research on the mechanism of elevation of the base of the back arch. The model of the surrounding rock below the base of the elevated arch is simplified by applying the method of qualitative analysis by component testing and quantitative calculation by numerical simulation. The effects of different layer thicknesses, interlayer cohesion and material strength on the damage pattern of laminated rock masses are revealed, the causes of bottom bulging in horizontally laminated rock enclosures are analysed and corresponding bottom bulge control and disposal techniques are proposed. The results indicate: (1) The reduction in layer thickness reduces the ability of the laminated composite rock mass to resist deformation and damage, mainly manifested in the shortening of the elastic phase and the acceleration of the deformation rate; the reduction in the bond strength between layers destroys the integrity of the laminated composite rock mass, leading to the acceleration of the laminated rock mass into the single rock layer stress phase, but the effect on the deterioration of ultimate bearing capacity is not obvious;the reduction in the strength of the rock mass itself greatly reduces the load-bearing capacity of the laminated composite rock formation, causing the damage process to accelerate significantly and further deepening the extent and scope of the impact, which, combined with the numerical simulation results, further proves that the strength of the rock mass itself dominates the deformation and damage of the laminated rock mass. (3) The fatigue damage of train vibration, the weakening effect of groundwater aggregation and the long-term mechanical properties of the surrounding rock will all affect the stability of the elevation arch of the tunnel, and the order of deformation control effect is: deepening invert>base grouting>invert arch bolt. [ABSTRACT FROM AUTHOR]

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Tunneling by means of shield or TBM is by now the advanced construction method, and the domestic application of them is relatively late compared with other countries. With the rapid development of national economy, other shield or TBM is progressed unprecedently, and will come to a peak in near future. This paper conducts a statistics of the shield tunnels in service, under construction and in planning from 2007 to 2021, and prospects the development of both tunnels. Shield and TBM tunneling reduce labor intensity, raise the quality and efficiency of tunneling, enhances work safety and improve working conditions, which are the effective way to alleviate the shortage of human resources and a long term solution to promote industrial upgrading. The modern and scientific shield and TBM methods will see broad application in China. [ABSTRACT FROM AUTHOR]

With the development of China's society and economy, the demand for the construction of cross-sea channel project is becoming more and more urgent, especially the Bohai Strait Channel Project, which has attracted wide attention from all parties in recent years. In order to promote the construction of the Bohai Strait Channel Project, this paper summarized the research results of the Bohai Strait Channel over the years, analyzed the necessity and feasibility of the Bohai Strait Channel construction, studied the construction of the Bohai Strait Channel. Conclusion: (1) The Bohai Strait Channel is an important part of the north-south coastal corridor in China's comprehensive three-dimensional transportation network planning. It can save more than 1 million tons of fuel oil and reduce carbon emissions by more than 8 million tons of carbon oil every year. The construction of the Bohai Strait Channel project is necessary for energy conservation and emission reduction and optimizing the regional spatial layout; (2) In recent years, China has developed rapidly in the field of transportation infrastructure construction, and has the technical and equipment conditions for the construction of the Bohai Strait channel; (3) It is suggested to adopt the construction of railway channel in advance, reserve the highway channel scheme, and adopt passenger and freight mixed transportation. The speed target value of passenger cars is 250 km/h, and the traction mass of trucks is 5 000 t; (4) It is suggested to use the tunnel through the Bohai Strait and use the roadmachine method for construction. [ABSTRACT FROM AUTHOR]

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In order to scientifically evaluate the possibility of subway flood disaster, enhance the prevention and emergency response ability of subway flood disaster and reduce personal injury and property loss, this paper takes the relevant data extracted from the historical events of subway flood disaster in China as samples, deconstructs the disaster-causing factors of subway flood disaster, and analyzes the factors from three dimensions: natural factors, surrounding environment and flood control ability. A total of 13 disaster-causing factors are used to analyze the causes and related information of subway flood disaster, and a neural network model for predicting whether subway flood disaster will occur is constructed based on DNN neural network method. The results show that:(1) The subway flood disaster prediction model performs well in accuracy and F1 score index evaluation, with the accuracy of 85% and F1 score value of 0. 9, and the test set results are basically consistent with the actual subway flood disaster. (2)In addition, poor flood control ability and bad surrounding environment factors will aggravate the vulnerability of the disaster-bearing environment of subway stations and should be addressed. (3)Natural factors are the key elements of subway flood disaster, and the timeliness between natural factors and flood control information dispatching should be strengthened. [ABSTRACT FROM AUTHOR]

Suspension rail transit is a new type of urban rail transit system with medium and low traffic volume, and it has been widely used in China in recent years. Suspension rail transit car body is a yaw structure and greatly affected by wind load. Therefore, it is necessary to study the coupling vibration of wind-vehicle-bridge model. In this paper, a wind-vehicle-bridge coupling analysis model with 100m radius and 20m span is established with finite element software Ansys, Fluent and multi-body dynamics software Universal Mechanism, and the differences in dynamic response of train body and track beam under centrifugal wind and centripetal wind are compared and analyzed. The situation of a train crossing the bridge is judged by the stability index. The results show that transverse wind has great influence on the vehicle body's lateral ride stability, and with the increase of wind speed, the vehicle body's lateral ride stability coefficient gradually increases and the ride stability decreases. For wind-vehicle-bridge, centrifugal wind aggravates the dynamic response of bridge and vehicle compared with centripetal wind. With the same wind speed, the maximum dynamic displacement of bridge under centrifugal wind load increases by about 36% compared with centripetal wind load, and the train ride coefficient also increases significantly by about 10%~20%. [ABSTRACT FROM AUTHOR]

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

To further improve the transportation level of China's high-speed railway, it is urgent to research on the key technology of speed in for the existing 250 km/h high-speed railway. The track structure directly bears the train load, the adaptability of the track after the train speed increase is an important factor affecting the safe and stable operation of the train. Based on the field investigation, finite element analysis, numerical calculation and other methods, this paper studies the adaptability of ballasted track, ballastless track and designed track superelevation, and the technical conditions for the speed-increase track of 250 km/h high-speed railway are put forward. The main conclusions are as follows: the speed increase of ballasted track lines will cause the increase of dynamic indexes of the fastener and track bed, which will reduce the service performance of structures; the speed increase of ballastless tracks will cause the increase of the longitudinal and transverse bending moments of track slab and concrete base slab, and the longitudinal bending moment of track slab in subgrade section increases the most, which is 4. 7 kN · m/ m; considering the safety margin, the reinforcement of track slab and concrete base slab in the subgrade, bridge and tunnel sections meets the requirements of strength and crack width; after the speed increases, the track design curve superelevation should be adjusted to meet the requirements of minimum curve radius and transition curve length under different speed levels; after the speed increase, attention should be paid to the drainage of track slab structure, track smoothness, etc., and the relevant requirements of the current specifications should be satisfied. [ABSTRACT FROM AUTHOR]

Rack railway is a new type of transportation in China. In order to solve the key problem of track change in the operation of the rack railway and to ensure that the train can pass through the rail turnout smoothly, this paper proposes a movable rack switch mechanism in the turnout based on the track-covered detachable turnout by comparing the structural forms and characteristics of the existing rack railway turnouts. Furthermore, with the finite element model of the rack switch system established, the dynamic simulation of the mechanism is carried out by using software ADAMS, and the motion force of each component in the linkage mechanism is analyzed. At the same time, the stress distribution of the mechanism is analyzed with software ANSYS. The results show that the designed movable rack switch mechanism can operate safely and reliably without dead point and the force on the operating rod of the switch system meets the requirement of the maximum output force in the movement. Besides, the maximum equivalent stress of each link for the rack switch system is less than its allowable stress, which meets the static design requirements for the mechanism. [ABSTRACT FROM AUTHOR]

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Railway Standard Design is the property of Railway Standard Design Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Due to the implementation of the "Belt and Road" Initiative, the China-Nepal Railway will realize high-quality interconnection cross-border channels with neighboring countries. The implementation of China - Nepal Railway is of great significance in promoting cultural exchanges between China and Nepal, promoting regional land and resources and socio-economic development. Facing complex terrains and geological conditions in the regions along the 1 000-kilometer-long border between China and Nepal, this paper analyzes in detail the possible transit passages of the railways between the two countries, and chooses routes with good geological conditions, high engineering safety and reliability and strong applicability, which are fundamental to the success of the construction of the first cross-border railway crossing the Himalayas. The life cycle concept of 'programmed route selection, environmental protection route selection, geological route selection and disaster reduction route selection' is observed in the entire process of transit channel scheming. How to match the railway network planning of the two countries, improve the safety of project setup and operation, create favorable conditions for operation and maintenance are addressed. The setting of port stations, distribution of environmentally sensitive points, opinions of the two countries are considered too. After a comprehensive comparison and analysis of multiple factors, the Geelong Port Passage is recommended, which has short and smooth cross-border lines, good geological and operational conditions, and conforms to the opinions of the two countries. [ABSTRACT FROM AUTHOR]

For the first time, the proposed railway from China to Nepal will cross the Himalayan region, where glacial lakes are most concentrated. The calculation of the parameters needed for bridge clearance setting and pier protection and the characteristic value of ice lake outburst for linear engineering have not been found in domestic and foreign standards and codes. In this paper, the reserves and distribution characteristics of the source materials are delineated by means of geological survey, multi - historical satellite remote sensing images from 1984 to the present, SBAS - InSAR differential interferogram deformation analysis, rain - flood method, RAMMS numerical simulation, etc. The change trend of reservoir capacity and areas of Guorucuo Glacial Lake are analyzed, and the structure and stability of germinal moraine and trailing edge glacier are evaluated. The results of rain-flood method are as follows: velocity 3. 51 m/ s, mud depth 1. 26 m, overall impact force 29. 30 kN/ m2 ; RAMMS calculation: velocity 3. 54 m/ s, mud depth 1. 28 m, overall impact force 19. 00 kN/ m2 . Comparing the results of rain-flood method and RAMMS numerical simulation, the results of rain-flood method and numerical simulation are close to each other in the section of railway bridge. Therefore, it is suggested that 7. 89 m should be adopted for the clearance of railway bridge on the ice lake outburst passage. This method is used to study how to calculate the characteristic value of ice-lake outburst debris flow in the linear engineering of ice-lake developing area. [ABSTRACT FROM AUTHOR]