Conclusions: The IPF of HSR should be classified as Short-term Induced Economic Passenger Flow from various potential trip demand (SIPF) and Long-term Induced Passenger Flow from growth (LIPF).The depends mainly on old and new potential trip demand, and the LIPF on the induced ecomic-growth of various SIPF cities along the corridor. The growing process of IPF of HSR includes the beginning term with rapid growth, medium term with stable growth, and final term with converging growth. It can be descriped as a S-shape logistic curve and should be forcasted by means of respective methods and models for SIPF and LIPF. In this paper, the prediction framework which combines tranditional prediction methods and MD models is put forward for SIPF, and another one based on economic accessibility models and the stable value-traffic ratio models is put forward for LIPF. (4) The research results can be used in the development of prediction software for IPF of HSR.

Research conclusions :(1)The regional geological structure，new tectonic movement control basin and development and distribution of soft soil. These fault zones of forming basin edge or contour play important role in controlling the development and distribution of soft soil. On the side near the main fault zone of the basin，thickness of soft soil is large, characters of soft soil are bad, and all these factors effect line selection and result of line selection.(2)These route schemes, which comprehensive research recommended, selected the east coast of Erhai, east line of Heqing basin, east of Lijiang basin near mountains and through small depressions short distance, soft soil geological conditions are relatively good, soft soil length greater than 76. 162 km is avoided, the construction resources saving, environmental friendly railway requirements are met. (3)This research provides reference value for engineering site selection and line selection in mountain regions of soft soil development and complex environment.

Research conclusions:(1)Seismic imaging method and seismic tomography method both have advantages and disadvantages: seismic imaging method could fix the goaf plane position efficiently and swiftly，but the depth range error is larger; seismic tomography holds the features of high resolution，great reliability, and visual pictures, but it need the help of drilling to carry out.(2)Giving full play to the merits of the two geophysical methods can reduce the drilling holes number and improve the exploration accuracy.(3)Comprehensive application of the two geophysical methods in exploration of goaf is reasonable and feasible, it has guiding significance for similar geophysical work.

Research conclusions: (1) Black cotton soil has engineering properties like medium-strong expansion, medium-high compression, etc. (2) It proposes the following subgrade treatment measures: strengthening the subgrade drainage system; when cut slope height , 3 m，using shrub and grass for slope protection; when cut slope height>3m, using skeletons protective slope to protect side slope; if the slope is high, set retaining walls; cutting subgrade bottom layer with weak-medium expansive soil shall have replacement no less than 0.5m，cutting subgrade bottom layer with medium-strong expansive soil shall have replacement no less than 1m.(3)It provides guidance and reference for survey and design work of railways, highways, light rail transit construction in Ethiopia.

Research conclusions: It is suggested to enhance the work of personnel engaged in overseas projects in the following aspects:(1)Improve the ability and skills in pre-phase negotiation through training and learning; (2)Strengthen the training and learning of technical professionals in foreign languages and commercial practises; (3)Deepen the study on financing solutions，risk avoidance and corruption prevention and control in overseas projects;(4) Enhance the research on technical management mechanism in overseas projects, combining the universality and particularity together; (5)Attach importance to the inventory and cultivation of special talents for overseas projects, especially project managers in charge of EPC projects;(6)This paper provides a certain reference value for other domestic design institutes to “go global".

Research conclusions: (1) A successful research of banded wide range of engineering design of 3DRSM has opened up a new railway engineering design and application of BIM technology. (2)3DRSM can be generated by computer using aviation remote sensing image data and topography data; A BIM collaborative design of railway engineering can be realized through 3DRSM which connected with mileage coordinates continuously. (3)The solution of railway engineering design of BIM technology development and application has a certain reference significance to the railway engineering design units.

Research conclusions:(1)The various means of determining the bearing capacity have their own characteristics, there are certain connections and differences among means, using any single approach to determine the bearing capacity of foundation soil is unscientific and unreliable. (2) To determine rail foundation bearing capacity, the means of integrated exploration must be used which is based on the load test and compare exploration sampling, static cone penetration test and other in-suit test method. (3)This paper can provide some reference to determine the bearing capacity of foundation for railway engineering.

Research conclusions:(1)Slope stability evaluation method based on reliability theory, can comprehensively reflect the influence of the geotechnical parameters of spatial discreteness and time variability，the analysis result more accord with the engineering practice. (2) The reliability slope stability method established in this paper can overcome the shortcomings of traditional safety factor method and can show a better interpretation for the slope stability analysis with the variation of geotechnique parameter. (3)By using the new reliability slope stability method established in this paper, the analysis process is simple and the calculation results is consistent with the Monte-Carlo method, so it is reliable method and has a good promotional value. It can provide a good reference for the similar engineering.

Research conclusions: After analyzing causes of errors in the test, attention should be paid to the following points during the test :(1)A proper test method should be chosen aiming at the condition of soil samples; (2) Periodic metrological verification should be done for all the instruments and apparatus;(3)Test operators should be trained for updating of specifications and equipment，and they should operate strictly according to test specifications so as to minimize errors; (4) Precautions of grain analysis test proposed in this article have certain reference significance for reducing errors in grain analysis of soil tests.

Research conclusions: (1) The additional differential settlement and track irregularity meets the code requirements. The subgrade and frame bridge will rebound induced by pit excavation, and the rebound deformation will decrease after u-shape groove pouring. (2)During the whole construction process，the pit excavation is the key risk stage，the residual u-shape groove segment construction will have no effect when the pit work 72m away from high-speed railway has finished. (3)In order to reduce the influence to the existed railway and ensure the safety and comfort of railway, the railway foundation deformation influenced by pit excavation should be fully considered and limited to a small range, decrease each step excavation volume. According to reasonable procedure, independent sequential pit excavation and pouring are performed. (4) This paper provides the theoretical evidence for the construction of the adjacent high-speed railway project and also provides the valuable reference to the study on the foundation pit excavation on adjacent high-speed railway in soft soi1 area.

Research conclusions: The result indicates that:(1)The settlement of CFG pile-raft structure meets standard requirements. (2)The substratum settlement is the main part of total settlement, which accounts for 74% of total settlement. (3)The foundation settlement control effect of CFG pile-raft structure is better than that of CFG pile-cap-net. Under current test conditions, the ratio of the former's total settlement to the latter's is 73.5-75%. (4)The analysis showed that, CFG pile-raft structure can be used in preference in unballasted track on soft soil subgrade.

Research conclusions: According to theoretical research and the practice, the paper put forward the establishment of unequal precision railway leveling network for one time, and studied the layout and observation method of unequal precision control network. The paper deduced the comprehensive weighting method using different levels of precision and length of leveling line, and carried out adjustment calculation and contrast analysis with project cases. The results show that the weights-making and adjustment method of unequal precision railway leveling network is correct. Elevation achievement after adjustment satisfies the needs of different section, different levels of elevation control surveying accuracy in the railway engineering. Through the establishment of the unequal precision railway leveling network, it optimizes the organization of production and decreases the investment. It deserves to be applied and generalized in the field of railway elevation control survey and helpful for improvement of the leveling content in the code for railway engineering survey.

Research conclusions: (1)This software system has realized automatic output the design drawing of pier structural, pier cap, pier shaft, pier cap reinforcement and foundation. (2)This software system realized railway bridge pier's parametric design. So this software system can effectively improve design efficiency and reduce man-made error in the design and improve the work efficiency. (3)Taking the side pier design in the continuous girder bridge as the example, it is verified with regards to the reliability of the software. The results show that the parametric platform system is reliable.

Research conclusions: (1)For nonlinear elastoplastic seismic response analysis of the portal pier, which is a kind of time-varying structure of axial force, adopting the fiber plastic hinge model is feasible; (2)The calculation results show that, in accordance with the provisions regulating the stirrup case, portal pier potential plastic hinge region in varying degrees enters the plastic state, in 7(0.1g) and 8(0.2g) level, the average value of ductility ratio were 1.60 and 3.02, in 9(0.4g) level, the reinforcement ratio increase to 1%, the average value of the ductility ratio was 4.51 can meet the requirements of specification; (3)For the nonlinear time history response analysis, designers not only need to care about the ductility ratio whether meet the requirements of specification, but also need to pay attention to the state of the plastic hinge region section, to ensure that the structure does not collapse; (4) The theory and software of nonlinear time-history analysis is more and more mature, the various parameters needed for analysis should be clearly defined in the specification, which is convenient for technical staff to carry out accurate application; (5)Research results can be used for seismic design of railway bridge.

Research conclusions: By bimulating the whole construction process of the beam-arch composite bridge with span arrangement (76+160+76)m on Guangzhou-Shenzhen-Hongkong passenger dedicated railway over liugangyong watercourse, conclude that:(1)The laying time of track have more influence on the creep deformation, when extend the laying time, the creep deformation of girder become smaller. (2)The more of suspender forces, the more of the sagging on side span and hogging on main span. The smaller of suspender forces, the smaller of the sagging on side span and hogging on main span. (3)Dynamical analysis is made for the bridge by considering initial deformation result from creep and temperature, the results show that the dynamical performance meets the requirement. (4) The research results can be used in control for post deformation of large span bridges.

Research conclusions: In this paper, research and analysis on 3# contact channel with pump room are made, with the following main conclusions: (1)Practice has proved that the use of the river bottom sand freezing method is safe and reliable. But it should be possible to optimize the effective volume of the pump, reduce the sump volume, reduce the risk of freezing construction. (2)The conventional rectangular cross-section sump design is difficult to satisfy dual requirements of the freezing construction and structure of the high-pressure shear. (3)The contact channel taking the structure of the wall of variable thickness design and sump using nearly oval cross-section design, made an unexpected result which not only overcomes the problem of high pressure shear, the new structure type but also greatly improves force structure, improves structural safety affluence. (4)Currently this kind of contact channel structure type can provide the reference for the similar tunnel design.

Research conclusions: The paper introduces the main principles and contents of the design of the emergency rescue station of Qingyunshan tunnel, It is concluded that:(1) It should consider circumstances of each tunnel, including its structural type, construction methods and auxiliary tunnel arrangements, etc to design individual emergency station; (2) The emergency rescue station design should be rational allocation of personnel safety evacuation and temporary shelter construction facilities, reasonable tunnel ventilation and smoke exhaust scheme, scientific layout of disaster prevention and rescue system，related to disaster prevention and rescue measures are reasonable and effective; (3) It should regard prevention and rescue of disasters in railway tunnels as a systematic engineering, which implies systematic maintenance, management and commanding is the key of the system; (4) The research results has a certain reference value for similar engineering design and revision of the “norm”.

Research conclusions: On the basis of the generation mechanism of lining concrete cracks, the following article gives an analysis of the crack stress condition and quantifies the disease rating, according to which different measures are adopted. These measures include crack repairing, lining anchor, sleeve lining and so on. The research findings show that the prevention of concrete cracks can be realized by the enhancement of geological survey and construction process, besides, the structure and operation safety can be guaranteed by appropriate treatments which are decided by the analysis of cracks condition and disease rating. The findings on one hand can be used to cure the tunnel lining cracks of existing railways and highways and on the other hand to prevent, control and treat the tunnel lining cracks of new railways and highways.

Research conclusions: (1) HXD electric locomotive has obvious improvement in tractive characteristics; (2) If using adhesion coefficient calculation formula in the current “Calculation Regulations on Railway Train Traction", calculating adhesion traction force of HXD freight electric locomotive is less than calculation traction force when calculating the speed; (3) The tractive tonnage calculated according to calculating adhesion traction force is less than that calculated according to calculating traction force, and the difference between different types of electric locomotives is not same and the difference of same type of electric locomotive decreases with the increase of limited slope; (4) The above study may provide some references for revision of ”Calculation Regulations on Railway Train Traction” and reasonable determination of tractive tonnage of HXD electric locomotive.

Research Conclusions: From the study of Comprehensive Transportation Hub in Tianjin Station，it is concluded: (1) Three-dimensional design softwar's functionality need to be increased, before the two-dimensional design software systems can be substituted. (2) Collaborative workflow has more advantages than traditional workflow only in a guaranteed operating system. (3) It can provide an implementation experience for the application of 3D design and BIM (building information model ) in future design, construction and operation.

Research conclusions:(1)The Station-building uses the structure of ”separation of bridge and building". The structure in the transmission of vibration and noise valid can weaken their station indoor acoustic environment. (2) The vibration and noise are based on the low-frequency in station. The feature selection should be based on its frequency appropriate materials and construction practices. (3)Decoration materials both inside and outside in the station should use lightweight materials and elastic structure. (4) Improving the indoor environment can enhance the applicability of this station type.(5)This research results can provide reference to the similar projects.

Research conclusions:(1)Seismic liquefaction is very destructive for metro tunnel structural engineering. It should be solved carefully. (2) There are three main factors which affect the saturated sandy soil liquefaction which are dynamic load condition, embedding condition and soil texture condition.(3)The specific project should choose suitable methods which are based on buried depth of liquefaction formation, project settings and project type, to deal with seismic liquefaction. Seismic liquefaction can be solved by controlling burial depth, using underground continuous wall-enclosure, strengthening anti-floating ability of structure, and considering additional internal force which is caused by earthquake.(4)The result can be used for the technical and economic comparison in urban rail transit station and tunnel project.

Research conclusions: ”The Calculation Unified Regulations of Railway Engineering Quantity” should include the "instructions" and ”engineering quantity calculation uniform provisions list of railway engineering”. A uniform provisions list should include the project name, unit of measurement, engineering quantity, engineering quantity calculation rules, formula, calculation parameters, calculation basis, note. The ”uniform provisions list” is formulated to prevent the engineering quantity problem, based on the number of the current budget quota and the engineering calculation rules, the construction technology, construction process and the typical guide site construction organization design, and the project quantum is set. Scientific and reasonable preparation" The Calculation Unified Regulations of Railway Engineering Quantity" to improve the railway construction project cost accuracy is important.