Transportation Research Congress 2017: Sustainable, Smart, and Resilient Transportation

EMU with sleepers is a specialty product in China’s railway passenger transport. EMU with sleepers usually operates at night with an “evening-morning” (sunset-departure and sunrise-arrival) pattern and combines the high speed of EMU with the comfort of sleepers. Those trains operate in evening hours. Therefore, passengers’ rest time at night can be made good use of. As EMU with sleepers is a new product in the EMU system, its cost accounting and profitability analysis lack precedents and experience. China Railway is going through market-oriented reform: a ticket pricing system of high-speed rail and EMU is being launched. This system is based on the market supply and demand as well as the current competitive situation and other factors. Meanwhile, according to the global practice of EMU operation, the implementation of a market-oriented and flexible pricing system, which adapts to the market-oriented trend of high-speed rail passenger transport, can serve as an effective way to boost revenue and to enhance the competitiveness of passenger transport. This paper starts with the analysis of evening-morning EMU with sleepers, and then elaborates on the implementation and existing problems of the market-oriented pricing strategies of high-speed rail EMU with sleepers. It further puts forward a dynamic ticket price fluctuation program after summarizing the principles and methodologies of the pricing strategies. Finally, it proposes some suggestions to improve the market-oriented pricing strategies of high-speed rail EMU with sleepers, which includes refining the current ticket refunding and ticket refunding, establishing a multiple pricing system, enhancing passenger transport service quality, as well as strengthening the marketing management of passenger transport, which may serve as a guidance to improve the competitiveness of high-speed rail EMU with sleepers.

Recycled asphalt mixture is a complex multi-phase structure consisting of a variety of materials; the aggregate came from the following two sources: recycled asphalt mixture and new aggregate. Upon the impact of traffic load and external environment, the particle size of the former is refined in different degrees, resulting in geometry changes and further affection on the skeleton structure of recycled asphalt mixture and the interaction in aggregate asphalt. Taking the aggregate asphalt recycled from Chongqing-Changshou Highway as a sample, two-dimensional morphological structures of recycled and new aggregate were compared and analyzed through image forming technology in this paper. In addition, parameters of ovality and shape factor were involved in analyzing the variation of two-dimensional morphological characteristics as well as the variation of two-dimensional morphological characteristics of recycled aggregate composed of old and new aggregate in different mixing ratios. The results showed that as particle size increased, ovality gradually decreased, ovality of recycled aggregate and new aggregate had little changes, shape factors of recycled granite, new limestone, and new granite decreased gradually; when particle sizes were the same, the shape factor of recycled aggregate was the smallest. Through analyzing the morphological structure of aggregate, the mixing amount of recycled aggregate had little effect on the variation of shape factor and ovality difference of recycled aggregate, indicating that the mixing ratio of recycled aggregate was unrestricted.

This paper aims at introducing the drainage system of the “24-zigs” mountain road, which is known as the “Lifeline of China-Anti-Japanese War” during the Second World War. To achieve this objective, 4.0 km of field data were collected from this road. Based on the topography and meteorological hydrology of the area where the “24-zigs” mountain road is located, this paper analyzed the overall operation mode of the drainage system and summarized the construction technology and design concept of this road. The results show that the drainage system of “24-zigs” mountain road is composed of several culverts and retaining walls, and all of the drainage facilities are well preserved. Additionally, the drainage system is operated by a series combination and parallel combination of the drainage channels, effectively draining water from high altitudes to low altitudes. Finally, it can be concluded that the reason why the “24-zigs” mountain road can guarantee the timely delivery of materials to the front-line during war and can be preserved so far is inseparable from its superb drainage system.

The main cable's line shape of suspension bridge with matching cable saddle is designed according to a rational completion status of the bridge. However, the cable line shape of the suspension bridge compared with designed cable saddle have a deviation angle in the construction process. This condition resulted in cable cutting between the main cable and saddle, which was called the cable cutting phenomenon. The cable cutting phenomenon is unfavorable and difficult to avoid completely. To ensure safety, taking not only corresponding measurements of the cable structure in the construction process, but also optimizing the construction scheme to reduce the deflection angle between the cable and the saddle. In order to reduce the phenomenon of cable cutting in the construction process, this paper analyzes an example of the self-anchored suspension bridge with finite element calculation, adjusting of the suspender tensioning order, taking into account linear and cable forces, and optimizing the tension scheme. The result shows that the consideration of the cable cutting effect on the main cable is necessary for suspension bridges. Appropriate tensioning optimizing scheme can significantly eliminate the unfavorable condition of the main cable in system conversion process.

Based on the definition of unbound aggregate pavement layer and its performance characteristics, primarily by considering the aggregate mineralogy, particle size distribution, fines content (material passing sieve No. 200 or 0.075 mm) in aggregates, type of fine (plastic or non-plastic), particle shape, surface texture and angularity, degree of compaction, and moisture content, the effects of aggregate properties on the properties of aggregate pavement layers are described in detail in this paper. It can be concluded that aggregate mineralogy will affect the physical and chemical characteristics. The gradation of aggregate, fines content, and particle size affect the resilient modulus and permeability, degree of density, and friction angle in addition to the shear strength. In particular, the effect of moisture content on the resilient modulus is more serious.

In order to research on design method and pavement performance of water injection foamed modified asphalt warm SMA, hot mix modified asphalt SMA-13 mixtures were designed, which could determine mix/compaction temperature, aggregate gradation, and optimum asphalt content. On the base of the above, volume parameters performances, for water injection foamed modified asphalt warm mix SMA mixtures, were conducted. Reasonable mix/compaction temperature and appropriate plant fiber contents were confirmed to research pavement performances for water injection foamed modified asphalt warm mix SMA mixtures. The research results show that compared with hot mix SMA mixtures, pavement performances of water injection foamed modified asphalt warm mix SMA mixtures have no significant change. Plant fiber contents are reasonably reduced as water injection foamed modified asphalt warm mix SMA mixtures is designed, which helps to improve volume parameters and construction workability, and not lead to decline pavement performances. It need be further researched and discussed whether binder drainage test methods, introduced by Chinese standard test methods of bitumen and bituminous mixtures for highway engineering, can be applied for water injection foamed modified asphalt warm mix SMA mixtures.

For highway maintenance, due to the restriction of security and the need to reduce the traffic delay, the pavement structure performance needs to be detected fast and accurate, to provide the design basis for the formulation and implementation of the maintenance plan. Rapid and nondestructive detection and diagnosis technology of the pavement structure is not only the currently practical needs and the direction of development of pavement maintenance of China, but also the major bottleneck problem restricting pavement maintenance of China. Especially the internal structure of the pavement, the detection and diagnosis are more difficult because of its invisible. Based on experience or the means of destruction efficiency and reliability of excavation is poor, lacking rapid, nondestructive, and effective detection method. According to the practical needs of the present, starting from the damage cause of disease and development mechanism of the road structure, a rapid detection and diagnosis of damaged pavement based on 3D ground penetrating radar is developed. Through many detections of different conditions in actual project, using common midpoint method (CMP) and three-dimensional radar chart of typical diseases method, the detection results of pavement structure are evaluated. The pavement distresses rapid detection, evaluation, and diagnosis methods based on 3D ground penetrating radar are developed.

Gongbei Tunnel on Zhuhai Link of Hong Kong-Zhuhai-Macau Bridge is constructed by freeze-sealing pipe roof which is a new method combining pipe curtain method and artificial ground freezing method. The freeze-tube combination form of “circular freezing tubes+profiled enhancing freezing tubes+limiting freezing tubes” determined by a lot of experimental and theoretical studies differs from previous freezing engineering, and the number of all temperature sensors around the pipe roof is up to thirteen thousand, this makes the difficulty of freezing monitoring work unprecedented. In this paper, the establishment method of temperature monitoring system is introduced relying on the advantages to join freezing monitoring site construction. Based on data collected during freezing process, analysis on temperature development of jacking pipe and soil outside is presented. Results shows that freezing effect of freeze-sealing pipe roof scheme is significant, the law of temperature development is basically in accordance with the expectation, and frozen curtain can provide reliable protection for tunnel excavation.

Road transportation is a source of air pollution in cities, especially harmful in haze weather condition. On road pollutants tests were conducted by an emission measurement system designed for pavement photocatalytic characteristics. Four typical asphalt mixtures with photocatalytic property, so called self-cleaning asphalt concrete (SCAC), were studied. A new photocatalytic testing system was simulated based on the pollutants concentration data collected on real-world conditions. Two photocatalytic indexes, relative decomposition rate and degradation capacity, were proposed to evaluate photocatalytic property of self-cleaning asphalt concrete. Four typical asphalt mixtures included AC-13a asphalt mixture (AC-13a), AC-13b asphalt mixture (AC-13b), open-graded fraction courses (OGFC), and high-voids asphalt concrete (HVAT), were prepared with SBS/TiO₂ modified bitumen. The performance of SCAC was investigated by cracking resistance, rutting resistance, and moisture susceptibility. The results showed that degradation capacity of CO is approximately 20 times of HC and NO for SCAC. The air voids of SCAC exposed to ultraviolet ray contributes to the Photocatalytic indexes in the simulated system in this research. In addition, the SBS/TiO₂ modified bitumen does not reduce the high- or low-temperature property of SCAC.

Main components of non-curing rubber asphalt waterproof material include asphalt, compatibility agent, modifier, viscosity adjuster, and tackifying resin. The properties and dosage of each component are directly related to the performance and application effect of the material. The test results show that: as the dispersion medium of polymer modifier and other additives, the dosage of asphalt should not be too large and should be about 40%; as the compatibility agent, the furfural extract oil from vacuum column side-line 3 has certain viscosity, excellent segregation resistance, and low-temperature ductility itself; as two main modifiers, SBS and SBR play major roles in the high and low temperature performance and adhesive performance; the viscosity adjuster can reduce the high temperature viscosity of the material and improve its processability and applicability; tackifying resin can give the material non-curing characteristic and increase the adhesive performance of the material with dry/wet concrete surface.

Three points beam bending test has been used widely to investigate the cracking behavior of asphalt mixtures under low temperature, and fracture parameters can be obtained. In this paper, heterogeneous fracture modeling technology is presented to simulate crack evolution in asphalt mixture under beam bending test. Cutting surface images of three types of asphalt mixtures, such as ECA-10, SMA-13, and AC-13 are generated by c2-Dimensional (2D) scanning technology and digital image processing (DIP) method. Finally, 2D heterogeneous numerical models are created for asphalt mixture specimen, and numerical cohesive zone model is utilized to estimate the crack resistance of the interface based on laboratory fracture tests. The inception and propagation of main macro-cracks are carefully studied for three types of asphalt mixtures. Load-displacement curves are plotted, corresponding tensile strength and fracture strain energy density are calculated. The analyzing results of numerical simulation are proved to be quite consistent with actual experimental test, the reliability of numerical model is verified.

This paper aims to establish and optimize the quantization algorithm of the tourist guide signs designing for the complex road network. The rating of tourist attractions, the amount of tourists, tourism scenic area, the travel time from the expressway exit to the tourism were taken as the influence factors of node demanding level for tourist attractions. Based on grey variable weight cluster theory, a division measure of guide demand for tourist regions was established, which could provide the theoretical basis for choosing which tourist attractions should be guided by directional signs. Compared with current research that only considered the level of tourism scenic spots to classify the guide necessity, the established method considered the traffic attraction of the scenic spots, which is more aligned with the drivers’ demand. Considering the total amount restriction of guide signs, the path constraint that driver should not make a turn from the exit to the tourist attraction, and the condition that all tourist regions should be guided at least once. The mathematical model was established and solved by using the genetic algorithm to obtain the optimal inducing effect and the layout of tourist guide signs. The established method can provide the optimal layout of tourist guide signs.

Performances of asphalt pavement structure depend on response status of pavement under effect of load and environment. The existing pavement response model is designed mainly based on the theoretical calculation and previous experience, and there exists bigger deviation from actual situation. How to identify and quantify key response parameters influencing pavement structure and environmental factors influencing performances of pavement always constitutes a major technical challenge in the field of road engineering. Based on the above research, this complete set of equipment has developed an automatic control system of interlayer shear movement on the road surface, which has realized accurate and constant control on the axial force between the road surface layers and improved the test ability of interlayer shear force on the road surface. This equipment can carry out intelligent collection of response parameters at the road level, which has realized automatic collection and large-capacity storage of multi-channel dynamic response parameters between layers, improved detection efficiency and accuracy, optimized data processing model, and improved analysis and monitoring. At the same time, the equipment can automatically monitor the environmental parameters of roadbed road surface for a long time, which has improved monitoring efficiency for road environment parameters.

The objective of the paper was to investigate the effect of design parameters (namely, asphalt mixture gradation, asphalt performance grade, asphalt content, compaction effort) on the shear property of asphalt mixture. First, using SUPERPAVE design method, a Sup13 was designed as the reference gradation (Ndesign=75, 70# asphalt was used); then the effects of design parameters on the shear property of the reference gradation was studied by the following steps: (a) adjust the reference gradation to make it coarser/finer; (b) improve the asphalt grade by using SBS modified asphalt instead of 70# asphalt; (c) change asphalt content, OAC (optimum asphalt content) -0.5%, OAC +0.5%, OAC +1.0% were then used; (d) improve compaction effort to redesign the reference gradation (Ndesign=100, 125, 160 were then used). Keep other parameters constant when studying the effect of a single one. The shear strength of asphalt mixtures under different conditions were determined with UPT (uniaxial penetration test), to investigate the effect degree of varied design parameters. The test results showed that the effect degree of the design parameters on the shear strength of the asphalt mixture ranked as compaction effort, asphalt performance grade, gradation, and asphalt content. Therefore, in the asphalt mixture design and construction process, it was more efficient to improve the shear property by improving its compaction effort.

In fiber reinforced seal, the interface between fiber and asphalt has a direct impact on stress transfer and dispersion, and affects the toughness of composite materials. Fiber surface modification can improve the strengths of bond interfacial layers. This article adopts that the fiber was etched by acid, alkali, and coupling agent solution, the effect of modified fiber reinforced emulsified asphalt and the surface morphology of modified fiber were analyzed by FTIR and SEM. The results showed that the modified fiber emulsified asphalt has no new characteristic peak compared with the original emulsified asphalt, It was mainly physical adsorption on the interface, in which some functional peaks corresponding to the functional groups increase or decrease, this express that adding modified fibers to emulsified asphalt has enhanced effect on adhesion. SEM images showed that the 1 mol/L acid solution etching basalt fibers was the best effect.

As the development of automatic pavement performance data collection equipment, the amount of data faced by pavement managerial agencies becomes intractable. Due to the massive amount of data available at the pavement management system, it is difficult to determine which data element is the most important. This paper aimed to addressing this issue through an exploratory analysis of the data from the long-term pavement performance (LTPP) program. The data primarily collected from the specific pavement study 5 (SPS-5) were analyzed in the study. The results in the study showed the cracking especially the alligator and wheel path longitudinal cracking significantly impacted the deterioration of the pavements’ long-term performance. The rutting was more crucial to the riding quality of the asphalt pavement than the cracks. The sections containing up to 30% RAP achieved similar performance in terms of IRI, wheel path longitudinal cracking, and transverse cracking. Compared with section using virgin HMA only, sections containing RAP showed less rutting.

The performance of road pavement is the key factor in determining the scheme and expenditure of maintenance. The historical pavement quality index (PQI) of asphalt pavement, taken from six expressways that were over five years old, were analyzed by comparative analysis of the absolute values and the different values of the PQI. The analysis of absolute values demonstrated that the general road pavement had the same variation tendency with the 300–500 m and 500–1000 m bridge decks. The difference of the PQI was within 1. A completely different tendency was present within the big bridge decks, where a maximum PQI difference 3.54 was found. The same variation tendency was found within the short and the medium tunnel pavement, where the PQI was within 1.5. The long tunnel pavement was far higher, with the maximum PQI difference being 7.31. The analysis of different values showed that as the bridge length and the tunnel length increase, the PQI difference of general road pavement and bridge decks varied from a general difference to a large difference. The PQI difference of the general road pavement and the tunnel pavement shifted from a general difference to a significant difference. The results of the study on the PQI absolute values and different values of the three types of pavement showed that the big bridge decks, long tunnel pavement, and especially long tunnel pavements need to be treated differently than other pavements when forming a pavement routine maintenance scheme, and estimating the maintenance quantity, and the calculation of expenditures. This would improve the accuracy of the routine maintenance budgets.

On the basis of the problems in analyzing the components of pyrolytic crumb rubber modified asphalt (PRA) by the current component analysis method, a new method applicable to component analysis of PRA was proposed through material characteristics analysis of PRA and solubility test of rubber hydrocarbon. Components of PRA were divided into petroleum ether soluble fraction, toluene soluble fraction, and insoluble fraction. The matching formulas were put forward and the operation of the experiment was simplified. The new method was used to analyze the components of PRA made by pyrolysis at 250°C for 0 min, 30 min, 60 min, 120 min, 240 min, and 480 min respectively. And the content of maltenes, asphaltenes, and base asphalt in PRA was obtained by the formulas. The pyrolysis mechanism of PRA was well explained by the composition change rules of PRA. The content of base asphalt in PRA increased from 70% to 91.25% at 60 min pyrolysis, and the conversion of the crumb rubber powder to the asphalt was realized.

Waste crumb rubber (WCR) was activated by using waste engine oil (WEO) and two different peptizers compounded WEO at different dosages respectively, and five kinds of high dosage activated crumb rubber modified asphalt (A-CRMA) were prepared. The activation mechanism of WEO and peptizer to WCR in the modified asphalt was analyzed by comparing performance indexes of different A-CRMA. The research results show that, the dosage of WEO has significant impact on the performance of A-CRMA, and the selection of the optimal dosage of WEO needs to ensure full swelling of WCR without excessive oil to dilute asphalt and decrease the performance of A-CRMA. The adoption of peptizer SA compounded WEO for activation of WCR can reduce the dosage of WEO, increase the softening point and elastic recovery, and decrease the viscosity of A-CRMA.

This paper used the design method of EME high modulus HMA from France for the mix designing of EME2 (0/14) HMA. We studied the influence of critical sieve between 6.3~4 mm for EME high modulus asphalt mixture and tested the volume indicators of the test specimen. We found that the optimum asphalt content of the asphalt mixture which had 6.3 and 4 gap graded graduation was 5.2% which was 0.5% lower than optimum asphalt content of the asphalt mixture which had continuous gradation. Meanwhile, AASHTO T283 test, HWTD, low temperature bending test were carried out for comparing the performance of the above two graduation type. The test results showed that the gap graded asphalt mixture and the continuous gradation of EME-14 high modulus asphalt mixture performance was basically the same, it was concluded that the amount of material from sieve 6.3 to 4 could significantly influenced the asphalt content of the asphalt mixture. When the through percentage of the sieve 6.3 mm and 4.75 mm is 50~56% and 44~50%, the performance of asphalt mixture is the best.

The objective of this research is to evaluate on the performance of recycled stone matrix asphalt pavement. This study prepared recycled SMA mixtures using reclaimed asphalt pavement (RAP) with basalt and modified asphalt. Their paving performance, mechanical performance, and fatigue performance were assessed. A comparison was conducted with an AC-13 modified asphalt mixture so as to determine the feasibility and practicability of using hot-mixed recycling technology in a pitch factory to prepare recycled SMA mixtures. The performance aspects of the recycled SMA mixtures were characterized using the wheel-rutting test, beam bending test, Marshall stability test, pendulum friction test, and seepage test. A dynamic modulus test was used to assess the mechanical performance of the recycled asphalt mixtures, and a four-point-bending fatigue test was used to assess the fatigue performance of the recycled asphalt mixtures. The results indicate that the performances of the two recycled asphalt mixtures containing different proportions of RAP can meet the standards. The doping amount of RAP did not significantly impact the surface performances of the two recycled asphalt mixtures. As the RAP content increased, the dynamic moduli of the recycled SMA-13 asphalt mixture and AC-13 modified asphalt mixture gradually increased, whereas their fatigue performance deteriorated. The recycled SMA-13 asphalt mixture experienced less of a decrease in fatigue performance as compared to that of the new asphalt mixture. This indicates that the fatigue performance of the recycled asphalt mixture was satisfactory. Various performance indicators of the recycled SMA-13 asphalt mixtures were excellent, indicating that using hot-mixed recycling technology in a pitch factory is feasible for preparing recycled SMA mixtures.

To provide basic design parameter for the road concrete volume mix design method, a hierarchical design model was constructed on the foundation of the absolute volume design model and the concept of mortar volume component ($V_m$) was raised. The empirical value ranges and experimental correction method for calculating $V_m$ were given respectively. Thus, the hierarchical concrete volume mix design method of road concrete based on the $V_m$ was put forward. The results indicated: as a basic design parameter of the hierarchical volume design method, the $V_m$ was not the simple addition of the unit volume ratio of the cement, sand, and water. It needs to use experiential correction method on the experience value ranges after considering the requirements of the fluidity, strength, and durability under different conditions.

To reveal the modification mechanism of Buton rock asphalt (BRA), limestone mineral (LM), and pure natural asphalt (NA) which are the two major components of BRA were obtained using extraction and combustion methods. Then a series of physicochemical and performance experiments were conducted to analyze the properties of BRA, LM, NA, and BRA modified asphalt. The properties of mineral powder and common road petroleum asphalt were also tested for the purpose of comparison. The results show that LM can be used to replace the mineral powder of asphalt mixture due to its large specific surface area and porous limestone structure. NA is a hard and natural asphalt whose contents of asphaltene and aromatic ring structure are high, and its asphaltene and colloid have large molecular weight. NA has stable colloidal structure and poor rheological properties as its nitrogen, sulfur, and other mixed elements are in the form of functional groups. Strong coating and adsorption effects exist between NA and LM, leading to the stable granular structure of BRA. Meanwhile, NA shows good and stable physical compatibility with petroleum asphalt, such that the excellent properties of BRA can be inherited into the modified asphalt. Mixed BRA into common petroleum asphalt, BRA can effectively improve resistance of its modified asphalt to high temperature, spalling, deformation, aging, and temperature sensitivity, etc. Therefore, BRA is an excellent natural asphalt modifier and can be popularized and applied in highway engineering.

At present, when asphalt overlay on old concrete pavement is analyzed and studied, the horizontal load caused by the vehicle running is neglected. In this paper, three-dimensional finite element software is used to calculate the shear stress of the asphalt overlay on the old concrete pavement considering the horizontal load. The influence of load position, stress absorption layer, and horizontal load factor on the variation of maximum shear stress and shear stress component is analyzed.

At present, there are many research on improving the anti-cracking performance of pavement from the aspect of material properties, but there is little research on improving the anti-cracking performance of asphalt pavement from the angle of optimizing the structure combination. In this paper, the transverse cracking of semi-rigid base asphalt pavement is studied from the angle of material design and structure combination. The main research contents include: firstly, based on the previous research methods, the simple and reliable experimental methods of temperature shrinkage coefficient and dry shrinkage coefficient were designed. The coefficient of temperature shrinkage of the surface layer and the base layer, the drying shrinkage coefficient of the base layer were measured, and the influence of each related factor on the temperature shrinkage coefficient and dry shrinkage coefficient of the specimen were analyzed. Secondly, according to the results of temperature shrinkage coefficient experiment of the surface layer and the single layer material specimen, six typical composite specimens of surface layers and basic layers were selected to determine the temperature coefficient at their respective thicknesses, and the temperature coefficient of the monomer is compared. The research results of this paper can analyze the influence of the semi-rigid asphalt pavement on the interaction between the base layer and the surface layer in the shrinkage and give the combination structure of the smaller shrinkage.

The fatigue and short-time load tests of indoor scale models for orthotropic steel bridge deck with ERS pavement structure were investigated. Results showed that the longitudinal and transverse fatigue strains in the surface and bottom of deck pavement structure were divided into four stages. The maximum fatigue tensile strain of the surface of deck pavement was 160 με, transverse fatigue strain was changed from -70 με to 30 με, and longitudinal fatigue strain was larger than transverse fatigue strain. Stains in the bottom of deck pavement structure were all compressive strain. Under short-time loading, the stains in the bottom of deck pavement structure were compressive strain, and its values were within -5με. The longitudinal strain in the surface of deck pavement structure were ranged from -45 με to 35 με, while transverse strains were ranged from -100 με to 80 με. The results from finite element had similar rulers with the results from actual measurements.

The travel behavior of passengers in Beijing-Shanghai high-speed railway channel was discussed on the basis of random sampling according to RP/SP investigation theory in passengers by different public transport. The random sampling was conducted in railway stations, airport terminals, and long-distance bus terminals along Beijing-Shanghai channel and its attraction areas to collecting data from passengers traveling by railway, aviation, or coaches. Over 60,000 pieces of effective questionnaire were collected, in which, such information of were collected as the selected communication media, traveling aims, occupational distribution, level of income, and travel intention survey was finished in each piece of effective questionnaire. From the data in the questionnaire, the passenger travel behavior of high-speed railway was analyzed along with the requirements on convenience, traveling comfort, safety on comparisons of traveling speed, and service quality between high-speed railway and other communication medias as low-speed railway, aviation, and couch. The results show that passengers with higher monthly income and traveling frequently would like more to travel by high-speed railway than by other media. Meanwhile, the advantages of high-speed railway have relationship with traveling distance. In short-distance routes, high-speed railway has no obvious advantages over low-speed railway and coaches on express highway. And in long-distance routes, high-speed railway would attract quite a number of passengers in low-speed railway and coaches on express highway. Besides, passengers who like to travel by aviation plane focus on its rapidity and the characteristics of high-speed railway as high traveling speed, short waiting time, comfortable traveling environment would help it to attract more passengers traveling by high-speed railway other than aviation plane.

Theory of supply chain management was introduced into strategy formulation of marshaling of railway freight and its pricing. We examine the problem of coordinating order quantity decision in a supply chain contract composed of one railway company and one consignor to meet the random demand of railway freight demand plan in a two-stage production environment with demand forecasting updating. Since the consignor would inform the railway company its railway freight requirement a relatively long time before cargo loading, the railway company will plan such freight transportation with low cost as assembling railway freight cars in a relatively long lead time, which is called the first product mode. Besides an order is decided before the transportation begins by an initial demand forecast, the consignor is also encouraged to adjust the order quantity according to the updated demand forecast since the market information is obtained more easily and more accurate while closer to the transportation time, that is, the consignor has two instances to place the order. If more railway freight cars are ordered, the railway company would supply more cars in time in a faster way with higher cost as is called the second production mode will be adopted and the consignor will not lose chances to transport its freight on time because the replenishment lead time is very short. If the consignor decreases the order quantity, it will share the railway company's loss for overstocking in a certain proportion at the same time. We present such a contract that the reasonable whole orders and return prices are put forward to coordinate with the consignor and the railway company on the order decision. We find it not only can encourage the consignor and the railway company to coordination in the best interest of the channel, but also is independent of the demand distribution. Furthermore, it is flexible enough to arbitrarily allocate the system profit between the members. And the profit allocation follows the market rule of the higher risk, the more profit.

One of the most common forms of distress of asphalt pavements is rutting. The high temperature performance of different asphalt layers in pavement in service is difficult to evaluate. In this paper, based on the example project of G2513 Huai-Xu Expressway, the intermediate and bottom layer of existing pavement was evaluated by means of core analysis, dynamic modulus, dynamic creep, and Hamburg rutting tests. The test results show that the compaction of intermediate course contributes most to rutting followed by bottom and surface course. Dynamic modulus, dynamic creep, and Hamburg rutting tests can be used well for pavement high temperature stability evaluation. And the bottom and intermediate courses is still in good high temperature stability condition. Based on the analysis of dynamic modulus and dynamic creep test results, the mixture at the wheel track zone is in stable development stage, showing better high temperature stability than the shoulder. Combined with the dynamic creep test results, the overall deformation resistance of cored samples from the large rutting section is reduced, which can be estimated due to the decrease of high temperature stability of the surface course. Therefore, special attention should be paid on the surface asphalt layer with large rut depth during the maintenance planning process.