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During the long-term operation of high-speed railway in our country, affected by various factors such as surrounding environment changes and human engineering activities, large lateral deviation occurs in some line bridge sections, which seriously affects the normal and safe operation of the train and needs to be rectified urgently. Based on the analysis of the principle of bridge rectification by high pressure jet grouting, the theoretical calculation model of bridge rectification is established, and the differential equations of pile deflection, rotation angle, bending moment and shear force under the high pressure jet grouting rectification mode and the analytical formula of pier top displacement are deduced based on the elastic foundation beam theory. Then,by comparing the calculated displacement at the top of the pier with the actual offset of the line,the feasibility of high pressure jet grouting technology for bridge rectification is analyzed, and the rectification effect is verified by typical engineering cases on site. Research shows that the top displacement of pier is related to foundation coefficient and excess pore water pressure generated by high pressure jet grouting; when foundation coefficient and excess pore water pressure take 1 MPa/ m and 80.3 kPa respectively,the top theoretical calculated displacement of pier is 81.8 mm,which is much larger than the actual deviation of ballastless track line of common high speed railway;In the bridge rectification project of a high speed railway Songjiang Grand Bridge,the displacement at the top of the pier calculated by the average value of the measured excess pore water pressure 30.4 kPa 6. 4~31. 0 mm,which is also greater than the maximum deviation 18.2 mm of the line, indicating that the high pressure jet grouting technology is feasible for bridge rectification theoretically;After rectification construction,the bridge and track structure are stable,the line alignment is smooth,and there is no abnormality in the normal speed operation for many years. The theory and practice have proved that the high pressure jet grouting method is a practical and feasible technical measure for bridge rectification. [ABSTRACT FROM AUTHOR]

With the construction of high-speed railway entering a new period, the frequency of railway viaduct stations has increased dramatically. When the pier is high, the space under the viaduct station has a large demand for utilization. Due to the rigidity control, the conventional pier layout is relatively dense, it is likely to form the phenomenon of "pier forest", which is not conducive to space utilization and has poor aesthetics. In order to find a reasonable structural system suitable for high pier viaduct station, this paper takes Dingyuan viaduct station of Hefei-Xinyi High-speed Railway as the engineering background, the existing problems of common structural systems are studied in the design, and a bridge structural system of sparse-piers and semi-integral viaduct station is proposed. This structural system adopts prestressed beam portal pier with cantilever with two inclined columns, which greatly reduces the number and volume of piers, and maintains good mechanical properties. A kind of fixed support which can release horizontal force is innovatively proposed, which improves the overall stiffness of the structure by changing the structural restraint system. Compared with common structural systems, it can greatly improve the utilization efficiency of the space under the bridge, greatly reduce the structure size and top displacement of piers, and has good aesthetics, practicality and structural mechanical performance. It provides a new idea for the bridge structure design of high-speed railway and other rail bridge viaduct stations. [ABSTRACT FROM AUTHOR]

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Based on the systematic study of digital construction of assembled bridges, an overall system of digital construction of the whole process of assembled bridges based on BIM + GIS + IoT is proposed. The digital construction process is divided into four stages, including the three-dimensional design, digital production, intelligent transportation and intelligent assembly. The three-dimensional design of assembled bridges is carried out through fine BIM modeling. The digital production concept and component complete production process are applied to the factory production of prefabricated components of assembled bridges. The intelligent transportation body with GIS and IoT as the core is used to provide intelligent transportation control of the whole process of components. Based on IoT intelligent assembly, this research supports realizing the digital construction of prefabricated bridges in the field of bridge engineering. [ABSTRACT FROM AUTHOR]

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The proportion of bridge structure in the suburban railway is relatively high, and combined with station track design, the turnout structure inevitably needs to be set on the continuous beam before and after the elevated station. On account of the fact that the turnout type, bridge structure and design load of suburban railway are obviously different from high-speed railway, the research on the distance from welded turnout to bridge joint is relatively lacking. Due to the design speed of suburban railway being higher than that of subway, wheel and rail force being larger and the vibration and impact between wheel and rail having a great impact on the surrounding environment, the continuous welded rail with welded turnout technology is adopted on bridge. Based on the turnout-bridge interaction principle, the finite element model of turnout-slab-beam-pier No. 12 ballastless track continuous welded turnout is established, the distance between the commonly used welded single turnout and 4.3 m spacing crossing turnout to the bridge joint is calculated and analyzed and its influence rules are studied. Based on the turnout rail strength, the displacement value of point of switch and frog, relative displacement of stock rail and bridge at switch machine and the rail broken gap value as the limit conditions, the reasonable distance from welded turnout to bridge joint is proposed. The result of research shows that the greater the distance between welded turnout to bridge joint, the displacements of point of switch and frog and relative displacement of stock rail and bridge at switch machine decrease more obviously, the expansion force and braking force of the turnout rail have little difference. The distance from the start and end of the turnout to the bridge joint in warm areas is not less than 10m and for the cold areas it is not less than 18m. Related research results are incorporated into the code for design of suburban railway. [ABSTRACT FROM AUTHOR]

In order to meet the development needs of modern traffic, the small radius curved bridge of tramcar has been widely used. Because of the irregular nature of the curved bridge, its seismic response is more intense and complex than that of other bridge types. How to minimize the seismic damage of curved bridge in design is worth in-depth study. Based on a practical project, the three-dimensional finite element models of different pier height arrangements are established. Through nonlinear dynamic time history analysis, the internal force response and displacement response of each pier under the arrangement of equal height, gradient, concave island and convex island are investigated, and some suggestions are put forward for seismic design of curved bridges. Through comparison and analysis, it is shown that in the seismic design of the small radius curved bridge of tram, the equal height layout should be preferred, and the gradient type should be avoided as much as possible, and the necessary seismic reinforcement measures should be taken for the fixed piers in practical engineering. [ABSTRACT FROM AUTHOR]

The large-span prestressed concrete beam bridge has been widely used due to its advantages of high structural stiffness, smooth and comfortable traffic, good seismic performance, and mature construction technology. However, after a long period of service, such bridges may develop cracks in their structure due to the long-term effects of natural environment and overloading, which can affect their safe carrying capacity. This problem is particularly prominent for long-span bridges over the sea. Therefore, in order to accurately assess the actual working condition and carrying capacity of an in- service long-span prestressed concrete beam bridge over the sea, on-site static and dynamic load tests on a bridge that has been in service for 15 years are conducted. The characteristics such as vibration mode were analyzed using finite element analysis. The research results indicate that the structural performance of the bridge remains good, but the actual carrying capacity has decreased due to structural damage and crack formation caused by the environmental conditions in the marine area and long-term service. The findings of this study can provide reference for the maintenance and strengthening of similar in-service bridges. [ABSTRACT FROM AUTHOR]

ML-1 line is the most important north-south railway trunk line in Pakistan and an important part of the China-Pakistan Economic Corridor. It was built earlier, and some small bridges and culverts cannot meet the normal flood discharge needs and need to be comprehensively upgraded. Since there are few available results in hydrologic computing in Pakistan, it is necessary to study and develop a small watershed hydrologic calculation method suitable for the region. Through mathematical statistical analysis of the annual maximum daily rainfall series data of three rainfall observation stations along the ML-1 line, the rainstorm parameters were obtained, and the storm peak discharge formula was used to calculate the design discharge of Bridges and culverts along the ML-1 line. In order to verify the reliability of the calculation results, the calculation formula of storm water runoff in railway department in China and the existing reasoning formula in Pakistan were used respectively. The calculation results were compared with the flow of typical watershed. The results show that the flow calculation results of the reasoning formula are reliable. Research results can provide references for the hydrological survey and design of other expansion projects in Pakistan. [ABSTRACT FROM AUTHOR]

In order to determine the reasonable bridge location of the Yellow River of the Baotou-Ordos High-speed Railway, taking into account the existing bridge situation, river hydrology, railway junction connect, planning and environmental protection and other factors, five bridge location schemes were proposed, including Nanhaizi, Huajiangyingzi, parallel G210 Highway Bridge, Xiaobaihe, and parallel Baotou-Xi'an Railway Bridge. Firstly, qualitative analysis was used to compare and analyze different perspectives such as line length, investment, bridge spacing, river channels, and environmental impact; Then, using the Analytic Hierarchy Process(AHP) method for quantitative analysis, different weight values and scores were assigned to each influencing factor, and the total scores of the five bridge site schemes were calculated by weighting(89 points, 82 points, 83 points, 79 points, and 64 points). The calculation result of the Nanhai Bridge site scheme has the highest score and is basically consistent with the qualitative analysis conclusion, so it is recommended. The research results indicate that the combination of traditional qualitative analysis and quantitative weight analysis methods avoids the subjective nature of qualitative analysis, and can objectively evaluate the advantages and disadvantages of each plan. [ABSTRACT FROM AUTHOR]

In the desert grassland areas, the railway engineering was limited by factors such as terrain, topography, and engineering investment, which had the characteristics of long railway line and many roadbeds. After the completion of the project, it would have a significant impact on the daily migration, gene exchange, and other activities of large ungulate wild animals along the route. To ensure the protection of wildlife along the railway, taking the Naomaohu to Jiangjun Temple Railway as an example, through current investigation, visits, and data review, the living habits and distribution characteristics of large ungulate wild animals along the route were analyzed. Based on the setting of the existing railway wildlife passage, the wildlife passage was set up which was no lower than the existing railway wildlife passage, and the design plan which combined high bridges, large spans, and artificial drinking water points for wildlife passage were carried out to effectively protect the target species of normal gene exchange. [ABSTRACT FROM AUTHOR]

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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.)

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Copyright of Journal of Railway Science & Engineering is the property of Journal of Railway Science & Engineering 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 Journal of Architecture & Civil Engineering is the property of Chang'an Daxue Zazhishe 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.)

Jiyang Yellow River highway-railway combined bridge is the key control project of Jinan-Binzhou Railway. Combined with the control factors along the line, the three bridge sites in this section are compared comprehensively and selected in terms of technology and economy, and finally the scheme of highway-railway combined bridge site crossing the yellow river with the planned G308 is selected due to the fact that it saves channel resources, has a small flow angle with the main river channel, enjoys good flood discharge conditions and is in line with the conditions of Jiyang station. On this bridge site, subject to flood control, navigation and structural restrictions, the unequal span scheme of (228+240+300) m in the main channel is determined. According to the requirements of the span and height limit of the airport, three types of bridge schemes of the main bridge of the highway-railway combined super-large bridge are put forward, including steel truss low-pylon cable-stayed bridge, continuous steel truss bridge with upper stiffening and steel box low-pylon cable-stayed bridge. The three schemes share the same span arrangement of (72 + 144 + 228 + 240 + 300+132 + 84) m. Through comparison and analysis of multiple factors such as structural stress, construction scheme, connection conditions and technical economy, it is found that all the three bridge schemes could meet the functional requirements of the structure. The steel box low-pylon cable-stayed bridge with highway and railway on the same deck could reduce the elevation of highway bridge, but the highway connection conditions are poor. The stiffness of the continuous steel truss bridge with upper stiffening is the largest, but the steel consumption is also the largest and uneconomic. Finally, the steel truss girder low-pylon cable-stayed bridge type with highway and railway on different decks is recommended. [ABSTRACT FROM AUTHOR]

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Copyright of Fly Ash Comprehensive Utilization is the property of Hebei Fly Ash Comprehensive Utilization Magazine Co., Ltd. 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 overcome the influence of shallow seas, low headroom and existing bridge structure on the construction of jet grouting piles, the construction technology of mobile working platform + jet grouting with connecting rods at sea was studied and put into practical application, based on the contraction practice of the East Artificial Island of Shenzhen-Zhongshan Link. Engineering practice shows that: 1) the construction technology of mobile working platform + jet grouting with connecting rods effectively solves the technical problems in jet grouting pile construction at sea and the working platform has a wider applicable range; 2) the dynamic speed control system based on theoretical calculation formulae can better ensure the quality of jet grouting pile construction, and the deviation rate of cement dosage is only 2.4% ; 3) the impact of the construction process on the existing bridge structure is mainly manifested in horizontal displacement in the down-bridge direction and the deformation value fluctuates in the range of -1.3 ~1.7 mm, which meets the high requirements for deformation control of extremely sensitive buildings (structures). [ABSTRACT FROM AUTHOR]

The K27+100~K30+100 section of the Ciyao-Dongdu Railway (referred to as the "Cidong Line") has a long-term speed limit since the late 1980s due to coal mining along the line, and it severely restricts the local economic development. In order to improve the speed and ensure operation safety, InSAR technology was used for dynamic subsidence monitoring of the railway section on the surface, and various methods such as geological surveying and mapping and stability calculation were used for comprehensive analysis. Combined with geological data, coal seam mining data, and subsidence monitoring data over the years, safety assessment was conducted for the goaf of the line with suggestions proposed. The stability calculation results show that the maximum land subsidence caused by the mining is 1 771 mm, and the active period of subsidence in the underlying goaf has basically ended; The InSAR surface monitoring results indicate that the relatively large areas with total line deformation are located in the K27+320~K27+725 section, K28+290~K28+ 673 section, and K29 +137 bridge section, with a maximum subsidence of 41. 058mm, nearing the coal mining boundary. There are relatively large subsidence deformation for the K29 + 137 bridge and culvert section, K28+404, and K27+655 subgrade section. It is recommended to strengthen the treatment of these sections, and the speed of other line sections can be improved to 45 km/ h; Areas with the other relatively small deformation of the K27+100 ~ K30+100 section of the Cidong Line have stable subsidence without obvious deformation of the track, and the speed can be improved to 60 km/ h. [ABSTRACT FROM AUTHOR]

In order to solve the problems of high difficulty and low efficiency of leveling for long-span river, an intelligent total station was put forward to realize cross-river leveling. The precise triangular height survey was conducted by using two intelligent total stations for the simultaneous direction observation in real sense. The height difference involved in the network at each time period was the indirect height difference calculated by the height difference observed at the same time, which greatly weakened the influence of earth curvature and atmospheric refraction. It was unnecessary to measure the instrument height and survey beacon height, so as to avoid the lead of high manual measurement error. The results show that, the maximum absolute values of the height difference and closure difference are 17. 80 mm and 1. 48 mm respectively, which can meet the accuracy level of second-class leveling. [ABSTRACT FROM AUTHOR]

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