研究结论：全线原则上采用整孔简支箱梁，制梁场预制，整孔运输、桥位架设，当不满足运架条件时特殊处理；128 m钢箱系杆拱桥矢跨比为1/5.333，主要构件为钢结构箱形截面，钢桥面结构，安装采用支架上安装后拖拉就位，静力、动力、疲劳分析表明结构和构造设计安全合理；(80+3*144+80) m预应力混凝土连续梁满足通航要求，采用连续梁结构、减隔震支座、防梁移装置确保结构设计安全、合理；采用整孔箱梁割部分翼缘板运输通过隧道、移动模架现浇整孔箱梁等措施，有效地解决了客运专线桥隧密集相连地段整孔箱梁的运输和架设问题。

Research Conclusions: In principle the integral span simply supported box girder, prefabrication in girder yard, integral span transportation, bridge position erecting shall be adopted on the whole line, if impossible. It is necessary to perform some special treatment; the steel-box tied arch bridge with a span of 128 m and a rise-span ratio of 1/5.333 is mainly composed of steel box section and steel deck structure. After installed on the bracket, it will be positioned by dragging method. It is shown from static and dynamic analysis as well as fatigue test that such structure design is safe and reasonable; that the structural type of prestressed concrete continuous beam with spans of (80+3*144+80) m is reasonable for navigation; the continuous beam structure, bearing support for earthquake-isolation and reduction, and beam-fixed equipment are adopted for insuring the safety and rationality of the structural design; the measures for the partial flange plate off integral span box girder to be transported by way of tunnel, casting-in situ integral span box girder by overhead launching gantry are effective on settling the issues of integral span box girder transporting and erecting in the dense bridge-tunnel connection section.