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Zhou Y.,Beijing Jiaotong University | Li P.,Beijing Jiaotong University | Li P.,Economic and Planning Research Institute of the Ministry of Railways | Li P.,Tsinghua University
Applied Mechanics and Materials | Year: 2013

Various problems such as sand, mud and water bursting, unstability of tunnel face, large deformation of surrounding rock and severe cracking of primary support occurred in excavation of the water-bearing weak sandstone strata of Huma Ling Tunnel, Lan-Yu railway. Based on the uniaxial compressive strength tests and uniaxial compressive rheological tests on weak sandstone with water content of 0, 2%, 5%, 8% and 12%, the relationship between rheological characteristic and water content of water-bearing weak sandstone is obtained. According to results of tests, factors and water contents are fitted by applying generalized rheological equation of Kelvin. And the rheological equation of water-bearing weak sandstone with various water content is deduced. The test results and conclusion can offer reference for analyzing deformation characteristics and instability mechanism of water-bearing weak sandstone in large cross-section tunnelling. © (2013) Trans Tech Publications, Switzerland.

Wang Z.,Beijing Institute of Technology | Liu W.,Beijing Institute of Technology | Liu W.,Economic and Planning Research Institute of the Ministry of Railways
Applied Energy | Year: 2015

Recently, there has been much interest in sustainable transport. However, few studies have examined the driving forces for household transportation emissions from the perspective of individual travel characteristic. This research examines the features and driving factors of CO2 emissions from household daily travel in Beijing from 2000 to 2012. It first investigates the changes in personal travel characteristics and CO2 emissions, and then discusses the effects of population, economic activity, transport capacity, vehicle emission intensity, and individual travel characteristic which includes the effects of transportation intensity, transportation mode share, and vehicle-use intensity on CO2 emissions based on decomposition analysis. Results show that: (1) CO2 emission due to urban traffic has increased from 4.34Mt in 2000 to 18.58Mt in 2012, following an annual growth rate of 13%; (2) the per capita disposable income, vehicle-use intensity, population and transport capacity effects are found to be the main drivers that increase household daily travel CO2 emissions; and (3) the transportation intensity, vehicle emission intensity, and transportation mode share have effects on the reduction of CO2 emissions over the study period. © 2015 Elsevier Ltd.

Qin Y.-P.,Economic and Planning Research Institute of the Ministry of Railways
Journal of Railway Engineering Society | Year: 2014

Research purposes: Through summarizeing and drawing lessons from useful experience of the suburban railways of Tokyo, Paris and other typical world cities, the article explores 10 problems in planning and construction of suburban railways in some Chinese cities and put forward proposals to solve the problems. Research conclusions: (1)Serious lag of suburban railways planning and construction in some Chinese cities is one cause of delay of city layout adjustment and optimization and one reason of traffic jams exacerbated. The construction thought of first inner city railways then outside the city should be reversed.(2)In some cities, partial sections of suburban railways are replaced as urban subways, which has led amount of suburban railway too little, and single subway too long with longer travelling time and high investment. The whole rail network will tend to be low operational efficiency and poor investment efficiency.(3)Suburban railways should as far as possible pass through or into the downtown, and interchange with ring railway or subway stations located in the downtown. (4)Cherish the existing railway corridor resources in urban areas. (5)Finance in plural investment mode for construction of suburban railway.(6)Set up moderate technical standards and save investment of construction and operation. (7)Rresearch and formulate uniform technical standards early. (8)The network of city railway should be approved by the national department. (9)Cultivate professional team for design, advisory and construction management. (10)Offer reasonable working hours for suburban railway design, construction and commissioning.

Lu J.-M.,China University of Technology | Tan X.,Economic and Planning Research Institute of the Ministry of Railways
Advanced Materials Research | Year: 2014

This paper studied the current situation of large-scale railway station commercial development, and then found and analyzed the existing key problems. Based on this, a comprehensive evaluation index system was established by applying Delphi method and Analytic Hierarchy Process. Furthermore, each major index of this evaluation system was explained and given the value range. Finally, a corresponding evaluation model was provided with using fuzzy mathematics theory for the large scale railway station commercial development performance evaluation. © (2014) Trans Tech Publications, Switzerland.

Zhu Y.-T.,Beijing Jiaotong University | Mao B.-H.,Beijing Jiaotong University | Li M.-G.,Beijing Jiaotong University | Gan T.-T.,Beijing Jiaotong University | Zhao Y.-G.,Economic and Planning Research Institute of the Ministry of Railways
Jiaotong Yunshu Xitong Gongcheng Yu Xinxi/Journal of Transportation Systems Engineering and Information Technology | Year: 2013

This paper extends the physical nodes and physical arcs, and builds a time-expanded network. Then a schedule-based quasi-dynamic assignment model is proposed with the expanded network. The model takes into account vehicle capacities explicitly and individually, and passengers are loaded on a first-come-first-serve principle. Then, the method of successive averages (MSA) is used to solve the problem. Numerical example empirically demonstrated that the algorithm converges to an equilibrium solution. And the result shows that the arrival distribution of passenger flow can be divided into three types: bimodal pattern, unimodal pattern and non-peak pattern. With the improvement of service level, the arrival distribution change from bimodal pattern to unimodal pattern, finally to the non-peak pattern.

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