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Waiting halls of railway stations are typically structured as large-spaced buildings and consume a large amount of energy. This study aimed to explore the effect of the law of thermal properties of waiting hall enveloped in railway stations on building energy consumption and to disclose the energy-saving potential of waiting hall of railway stations. A waiting hall model based on the waiting hall of the Chengdu Railway Station was established using the Quick Energy Simulation Tool (eQUEST). Numerical simulation on energy consumption of waiting hall was conducted by changing the performance parameters of building envelope and area ratio of skylight and sun-shading mode. The influences of thermal properties of building envelope on energy consumption were discussed. Results demonstrate that, when the waiting hall of the railway station applies a glass curtain wall as the envelope, the coated insulting glasses used contribute to the low building energy consumption with an energy saving rate of 5.3%. With the increase in area ratio of skylight, building energy consumption decreases first and then increases. The rate reaches the valley at 20% area ratio of skylight. Sunshading measures on the glass curtain wall and skylight, especially external sun-shading measure, can significantly reduce building energy consumption. The findings provide theoretical basis for building energy efficiency design for the waiting halls of railway stations in regions with hot summer and cold winter, and have important theoretical significance and engineering application value in promoting building energy efficiency design in the said regions. [ABSTRACT FROM AUTHOR]

This study explores the interaction between perceived and calculated thermal comfort in high-speed railway station in Cold Region of China. To achieve this, a questionnaire survey in two typical high-speed railway stations in Cold Region of China was conducted in conjunction with physical measurements. The study results reveal that there is a relatively large difference between perceived thermal sensations and calculated predicted mean vote (PMV) from the measurements for the majority of the waiting hall of high-speed railway station. This finding implies that the calculation of PMV is not suitable for the situation in air conditioned waiting hall of high-speed railway stations. The results also show that the length of time a respondent staying in the waiting hall also have effect on the rule of the thermal comfort. [ABSTRACT FROM AUTHOR]

• The high-speed railway network is modeled as a three-layer network. • Network-specific characteristics are considered in performance evaluation instead of pure complex network analysis. • Railway stations are prioritized and compared within different layers of the network. • The current physical rail network in China is generally sufficient to satisfy the requirements of its transportation accessibility. • Management implications are provided to facilitate the rail network planning, transportation organization and operations. High-speed railways, as dominant transportation patterns, constitute a large-scale complex network. Network performance is critical for high-level transportation services in transportation management. However, existing studies generally adopt pure topological indicators to evaluate performance in a single network and without considering the specific characteristics of rail transportation. This paper modeled the high-speed railway as a three-layer network including topological, functional, and service layers and assessed the integrated network performance from the view of transportation accessibility. In addition, the rail stations were prioritized and their performances in different layers were compared to analyze whether the total integrated performance was restricted by its connection abilities, functional capacities, and transportation service level. Finally, a case study of the high-speed rail network in China and comparisons with other traditional evaluation methods were conducted to verify the feasibility and superiority of the model. The findings of this study enable to provide management implications for rail transportation planning, organization, and operations. [ABSTRACT FROM AUTHOR]

Abstract: In China, the land availability for urban development is reducing progressively. The trend of construction of inter-city railway stations is moving towards underground structures in order to save space. This paper has posed a discussion on means of egress in an underground railway station. Due to the lack of specific guidance on design of underground inter-city railway (UIR) station, current design in China mainly refers to the Code for design of metro (GB50157-2003). The design Code provides an approach for calculation of the platform evacuation time in case of an emergency; especially it requires a safe egress from the most remote point on the platform in 6minutes or even less. As the differences between metro station and UIR station, including the type of trains, passenger flow, waiting mode, etc., this paper also discusses the validity of the approaches for calculating the egress time provided by Metro Design Code.In the meantimerecommendations are given on equation for calculating the platform evacuation time when considering design of egress in an UIR station. A feasibility analysis on this engineering approach has been carried out in accordance of an under construction project, the UIR stations on an intercity express rail link in Hunan province together with STEPS evacuation model. [Copyright &y& Elsevier]

Wind tunnel tests of wind loads acting on the roof of Shenzhen new railway station were conducted in a boundary layer wind tunnel at Hunan University, for the conditions without train and with trains inside the station. In addition, the effects of wind speed amplify in the station were also investigated. This paper presents the results of the mean and RMS wind pressure coefficients, and comparisons of the maximum mean negative wind pressure coefficients and fluctuating wind pressure coefficients for the case of without train and with trains were made. Furthermore, the characteristics of probability density functions of wind pressures measured from typical pressure taps were analyzed, and the peak factors of that were estimated under a probability significance level of 99.999%. On the other hand, the results obtained from numerical simulations were also presented in the paper, and the results were compared with the wind tunnel test data. The outcomes of the combined experimental and numerical study indicate that: (1) The maximum mean negative wind pressure coefficients on the roof occur at the windward leading edge region, where the maximum fluctuating wind pressure coefficients occur also in this region; (2) There are some differences of the maximum mean negative wind pressure coefficients and RMS wind pressure coefficients under conditions with different number of trains inside the station, but such effects on the overall pressure distributions on the whole roof are negligible; (3) There are clearly negative skewed distributions for some pressure taps at the windward leading roof edge and much longer negative tails are observed, which follow Non-Gaussian distributions; (4) Wind flow was found to be congregated inside the holes at the structure, and the maximum wind speed amplify coefficient is up to 1.34; And (5) the results obtained from the numerical simulations are in good agreement with these of the wind tunnel test, illustrating that the Large Eddy Simulation (LES) approach and Discretizing and Synthesizing Random Flow Generation (DSRFG) technique are effective tools for numerical simulations of wind effects on the complex long-span roof structures. [ABSTRACT FROM AUTHOR]