## 6 Conclusions  
This paper investigates the effect of introducing a mainline structural joint on the dynamic performance of \"building-bridge integrated\" railway bridge-type stations, where the mainline speeds exceed 160 km/h. A railway bridge-type station with two platforms and six tracks was selected for the study. Two types of \"building-bridge integrated\" structures were considered: one with a mainline structural joint (arrival-departure line \"building-bridge integrated\") and one without (mainline \"building-bridge integrated\"). The spatially coupled vibration equations and analysis models for the train-track-station system were established, based on the elastic system dynamics principle of total potential energy conservation and the \"set-in-right-position\" rule for formulating matrices. The following conclusions were drawn:  
1. When trains pass through the station structure at speeds of 200-350 km/h on the mainline and 80 km/h on the arrival-departure lines, the lateral and vertical accelerations of the rail bearing floor slab, for both the arrival/departure line \"building-bridge integrated\" and the mainline \"building-bridge integrated\" structures, remain within the permissible limits. Additionally, the lateral and vertical accelerations of the train, derailment coefficient, and wheel load reduction rate all satisfy the regulatory requirements. The comfort indices of the train comply with the current standards, indicating that both structures exhibit satisfactory dynamic performance. Figure 11: Comparison Diagram of Dynamic Response of the Platform slab (**a**) Comparison of Lateral Displacement; (**b**) Comparison of Vertical Displacement; (**c**) Comparison of Lateral Acceleration; (**d**) Comparison of Vertical Acceleration. 2. When trains pass through the station structure, the presence or absence of a mainline structural joint has a minimal impact on the dynamic response of trains for the \"building-bridge integrated\" station structure. For both the arrival-departure line \"building-bridge integrated\" and the mainline \"building-bridge integrated\" structures, the lateral and vertical accelerations of the train generally increase with speed. Under the same working conditions, the acceleration time-history curves of the trains with the two different structural configurations are essentially consistent. 3. The discontinuity in the mainline structure reduces the overall stiffness of the rail bearing floor slab and isolates the train-induced responses transmitted to the platform slab during high-speed operation on the mainline. Therefore, under train loading, the arrival and departure track \"building-bridge-integrated\" structure with a mainline discontinuity exhibits smaller acceleration responses in the platform slab compared to the mainline \"building-bridge integrated\" structure without a discontinuity. However, the rail bearing floor slab in the structure with a discontinuity shows larger acceleration and displacement responses. Additionally, the implementation of structural joints often leads to issues such as water leakage and seepage. Thus, for such station structures, it may be considered not to set mainline structural joints. Conceptualization, X.G. ; Methodology, Y.L. ; Software, X.G. and Y.L. ; Validation, X.G. and Y.L. ; Formal analysis, J.L. ; Investigation, Y.L. ; Data curation, X.G. and Y.L. ; Writing--original draft preparation, X.G. and Y.L. ; Writing--review and editing, Y.L. ; Visualization, Y.L. ; Supervision, J.L. ; Funding acquisition, X.G. All authors have read and agreed to the published version of the manuscript. This research received no external funding. Not applicable. All data included in this study are available upon request by contact with the corresponding author. The authors declare no conflicts of interest. * [PERSON] et al. (2016) [PERSON]; [PERSON]; [PERSON] Development of vibration mitigation method for a railway station using a tunedmass-dampered platform. _J. Korean Soc. Hazard Mitig._**2016**, _16_, 77-82. [CrossRef]
* [PERSON] et al.