Research conclusions:(1)The suburban railway can use state railway mode or the urban rail transit mode.(2)The suburban train can be operated by using or reconstructing existing railway line.(3)The operation management pattern mainly depends on investment subjects.(4)The suburban railway should adopt government-led diversified investment pattern.(5)The government should establish compensation mechanism of suburban railway.(6)The research conclusions can provide references for suburban railway development.

Research conclusions：(1)Serious lag of suburban railways planning and construction in some Chinese cities is one cause of delay of city layout adjustment and optimization and one reason of traffic jams exacerbated.The construction thought of first inner city railways then outside the city should be reversed.(2)In some cities,partial sections of suburban railways are replaced as urban subways which has led amount of suburban railway too little,and single subway too long with longer travailing time and high investment.The whole rail network will tend to be low operational efficiency and poor investment efficiency.(3)Suburban railways should as far as possible pass through or into the downtown.and interchange with ring railway or subway stations located in the downtown.(4)Cherish the existing railway corridor resources in urban areas.(5)Finance in plural investment mode for construction of suburban railway.(6)Set up moderate technical standards and save investment of construction and operation.(7)Research and formulate uniform technical standards early.(8)111e network of city railway should be approved by the national department.(9)Cultivate professional team for design,advisory and construction management.(10)Offer reasonable working hours for suburban railway design,construction and commissioning.

Research conclusions：(1)The selection of network system for urban rail transit should obtain the intention of the 1ine network planning,and integrate with the features of the project.It is also beneficial for the operation and the administration and resources sharing.(2)In order to share resources,it can fulfill the organization of the operation of crossover line trains and the reduction of passengers transference in requires.In general,the same system should be applied in the whole city railway network in one city.(3)The amount of the investment of engineering should not be the determined factors for the system selection.(4)Based on the research,it is analyzed that AC(alternating current)power system best fits the rail transit in such city region network.(5)This article not only provides certain theoretical basis for urban railway related research,but also makes a reference for other cities.

Research conclusions：(1)Use the existing railway and the newly built railway to form a circuit urban railway which includes Tianjin Station-Tianjin North Station-Xiyingmen Station-Chentangzhuang Station-Tianjin Station.(2)Use the surplus transportation capacity of the Tianjin-Shanhaiguan line to run urban trains from downtown to Binhai New Area.(3)Use the abandoned railway and part of newly built railway to form the transit track from downtown to Jinghai and Dagang,and run urban trains.(4)Use the existing railway double line project to form the transit track from downtown to Baodi and Ji county,and run urban trains. (5)This result can provide the reference for other cities.

Research conclusions:(1) The highway traffic efficiency of Changsha － Zhuzhou-Xiangtan is in the normal level at present．(2) The difference of highway traffic efficiency between Changsha -Zhuzhou-Xiangtan and Yangtze River Delta，Pearl River Delta are mainly in aspects of highway network route length，per acre highway network density，unit length highway network output，real GDP per acre，passenger and freight volume etc． The highway traffic efficiency of Changsha-Zhuzhou-Xiangtan has some certain and potential advantages in the aspects of industrial enterprises above designated size comprehensive benefits ( economic index) and unit length highway network output ( highway network index) etc．(3) The main reason which leads to the difference between Changsha-Zhuzhou-Xiangtan and YangtzeRiver Delta，Pearl River Delta has been analyzed by applying the extension theory evaluation model which could calculate and evaluate the highway traffic efficiency objectively． This paper also provides the valuable reference to evaluate the highway traffic efficiency of other urban agglomerations of the country．

Research conclusions:(1)Intercity Railway into airports in large passenger distribution area,a convenient,safe and punctual is an important service requirements.Planning,in the station design,the station building,train routing,transfer and passenger flow must reflect humanized requires. (2)Proposed Intercity Railway North-South direction into T1,T2,T3 terminal and set station,planning and construction scheme and other traffic convenient transfer.(3)Combined with the construction sequence of Intercity Railway network projects,raises the transportation organization staging scheme.(4)This research has reference meaning for overall planning of large-scale integrated airport traffic organization.

Research conclusions：(1)The calculation results is in good agreement with the transition structure dynamic response curve by comparative analysis of test data.(2)The length of high speed railway transition section should be controlled about 40 m,which can effectively reduce or even eliminate the dynamic response of structure layer of the transition section, and can guarantee the high-speed train running safety and comfort.(3)Dynamic response characteristics of dynamic stress,vibration acceleration and dynamic displacement are obviously different between among transition section structure layers,which is mainly marked by the difference on the magnitude of the peak and the peak position.Through the transition section,the dynamic response induced by the train will be significantly reduced to ordinary subgrade dynamic response value. (4)The dynamic response of the transition structure layer affected by vehicle velocity,train axle load size and other factors,is usually increased with the increase of vehicle speed and axle load,among which the train axle load is remarkable influence on dynamic response.(5)The conclusions of this paper can provide reference for design and construction of high speed railway transition section.

Research conclusions:The results show as follows:(1)Under the action of temperature force,as the slab stiffness increases,the longitudinal force of pier,the slab axial force and the displacement of turnout increase.As the friction coefficient between slab and bridge increases,the slab axial force and the displacement of turnout decrease.(2)Under the action of braking force,as the slab stiffness and the friction coefficient increase,the slab axial force increases,but the longitudinal force of pier and the displacement of turnout decrease.(3)The conclusions in the article about the interactions between turnout and bridge provide the valuable reference to the design of ballastless track in the longitudinally coupled turnout area on bridge.

Research conclusions:(1)Both single freedom impedance model and multi—freedom vehicle—track coupling model can effectively evaluate the vibration isolation performance of the mat within 0—200 Hz frequency band,but the former is simpler,clearer of the mechanical concept,and has stronger practicability.(2)The vibration isolation performance of the mat is frequency selective,that it only has a significant role in isolation in a frequency band,and other bands had little effect and even increase vibration.The most significant isolation effect is at the natural frequency of the system before laying ballast mat where the acceleration insertion loss is about 16.3dB.(3)The worst isolation effect which enlarges vibration most apparent frequency is at the first order resonance frequency of the system after laying ballast mat, it should be attached to more attention when design ballast mat SO as to avoid coincidence with the natural frequency of structures which had vibration isolation requirements.(4)Single freedom impedance model presented in this paper can provide the valuable reference to the vibration isolation design of railway ballest bed.

Research conclusions：(1)According the existing long span railway steel truss cable-stayed bridges and current codes，considering the difference of loads，the requirement of vertical stiffness of long span railway steel truss cable-stayed bridges can be reduced to certain degree．The ratio of vertical deflection to span should be in the range of 1/500~1/800 for the design of long span railway steel truss cable-stayed bridges．(2)The ratio of lateral deflection to span at the design wind speed can be up to 1/1 000~1/2 000，the ratio of lateral deflection to span at the wind speed allowing train operation should be less than 1/4 000 according to the current code．(3)The ratio of truss height to span should betaken as 1/25~1/40，the ratio of truss width to span should be 1/25~1/35．(4)In this paper，the research results call provide the valuable reference for the design of long span railway steel truss cable-stayed bridge．

Research conclusions：Results show that：(1)Beam size impacts on the embedded strengthening effect，especially on performance of the concrete beam after reinforcement under sustained load．(2)Deflection ratio is close to geometric similarity coefficient for scale model and prototype beams under the same load．(3)Under sustained loading，the concrete embedded CFRP sheets have good reinforcement effect，bearing capacity is improved less than the strengthened beam without initial load，and the improved value is nonlinear relationship with geometric similarity coefficient．Crack spacing of model beam is relatively larger after reinforcement，and it should be paid attention to in design．(4)The results can be references for the bridge reinforcement study and application．

Research conclusions：(1)The theoretical calculation results of the deformation capacity of the round—ended pier specimens correspond with the test results very well，and the deformation capacity analysis method based on the moment curvature analysis of the bottom cross-section and the plastic hinge models can be applied to the seismic design of the round—ended railway bridge piers．(2)The empirical formula of equivalent plastic hinge length and the ductility safety factor of the maximum permissible angle of the plastic hinge of the round-ended railway bridge piers can be same with the Chinese code JTG／T B02-01 and CJJ 166．(3)The deformation capacity analysis method of round—ended piers presented provides a practical method and basis for seismic ductility design of the round-ended railway bridge piers in China．

Research conclusions：Hainan Donghuan Railway of Meilan Underground Tunnel(including underground station is broadly controlling engineering.(1)The tunnel and underground station can use cut and suitable approach to apply,borehole pile+jet grouting piles as a retaining structure and steel support+prestressed as anchor cable support system.(2)The retaining support system in domestic coastal regions of high groundwater is the first time applied in a wide range.(3)Using the hybrid supporting system,not only can save a large amount of steel,but also can improve the construction conditions,to speed up the construction progress,ensure construction safety.(4)The results of the study can provide technical support for the similar engineering construction in coastal high groundwater level area.

Research conclusions：(1)In the stress deformation by the engineering test,take the anti-supporting measures,adhere to the”strong first and optimization late”principle,support in place at a time,so as to control the deformation.(2)Soft surrounding rock after excavation is timely supported,enclosing to ring as soon as possible,and timely radial grouting to effectively strengthen loose rock,improve the surrounding rock properties,reduce rock pressure effected on the supporting structure,the support and surrounding rock stress system has formed,to restrain the deformation of tunnel.(3)Reduce the times of the excavation,set the inverted arch as early as possible,control the initial support closing time strictly.(4)The control measures of deformation of tunnel carbonaceous slate can provide reference for similar engineering.

Research conclusions：(1)Using R-Trees to create a spatial index can achieve an efficient management of huge amounts of data.(2)The tunnel engineering monitoring 3D real—time interactive visual information platform we studied combines building 3D scene of tunnel quickly interactive roaming and information query into one.You Can browse the scene smoothly,and the information is abundant and complete.(3)The practice proves that using the information platform can improve the visualization and interactivity of the tunnel monitoring for users,which greatly improves the work efficiency.(4)This research result can be applied to 3D visualization management of tunnel,railway,highway, urban rail transit and other engineering fields.

Research conclusions：(1)Based on systematic analysis of the rail transit evaluation index system,the five quantitative evaluation indexes we got are typical.(2)The calculation method of the evaluation index weight which is based on APH values method and entropy weight method we pointed out,both considered the subjective experience of relevant experts and followed the objective information contained in the index itself. (3)This method has been used to specific example.The calculation resuh shows that the greater coefficient of urban rail transit network evaluation is more superior.it is consistent with actual.(4)This method can realize the rail transit network comprehensive evaluation of each national big city,it can provide theoretical basis for reasonable urban rail transit network planning.

Research conclusions：(1)The spatial effect on double—hole excavation is directly related to the hole diameter and the relative position。which the impact will take place when it is around twice diameters far between the face of the latter excavated cavern and the test section of the former one,and without any effect when the distance is excess the range.(2)The surface deformation is divided into three stages,which involves slow change,rapid change and gradual stability with shallow tunneling method.(3)The influence of the construction on stratum is inversely proportional to the embedded depth that with the increasing depth,the effect on the other side of stratum decreases.(4)Similarly,the inverse relation takes place between the settlement rate and the distance of test section that with the face becomes closer to the section.the rate increases.On the contrary,tlle rate constantly decreases when the distance becomes more far,which shown as an infundibulum,and the maximal value of it is at the area 2 to 4 meters after the face.(5)The transverse settlement curve of surface appears an infundibulum with wide bottom,and the settlement curve of stratum shows a standard”W”.(6)The above—mentioned conclusions offer a technical support to the protection of ground&underground key cultural relics and ancient&modern buildings in the construction of Xi’an metro.

Research conclusions：The analytic result shows that energy consumption directly determines the carbon emissions,therefore by introducing the correlation coefficient energy consumption can be convened into carbon emissions.Because a lot of clean energy is used in the railway operation,and in the strict sense,the power itself does not directly generate carbon emissions,the energy consumption of railway is not entirely equivalent to carbon emissions,that need to be clearly stated in the carbon emissions calculation.Technology assessment and management evaluation are the main factors of evaluation system,and by using the AHP and expert scoring method,the weights of all levels can be determined.The method to calculate the carbon emissions and the system of evaluation on low-carbon effect presented in this article can be applied in such fields including emissions statistics,monitoring and evaluation in the railway sector.

Research conclusions：Through the research，the following results are acquired：(1)Project research and development or technical direction screening proceeded by applying the innovative approach are the best ways to promote and apply the innovative approach for engineering consulting enterprises．(2)Pilot study，based on the innovative approach and added to science research process，is in favor of enhancing the results of scientific research projects 88 well as the Success rate of project approval．(3)A new concept”expert sub—group”is developed in team construction and enterprise innovative model．The practice shows that the promotion mode of innovative approach could bring the advantages of approach theorist and engineering technician into full play，and it helps to improve the level of scientific research and development of engineering consulting enterprises．(4)The research results can be generalized to such enterprises．

Research conclusions：(1)The advent of BIM technology provides new drivers for improvement of the production and management efficiency,and can be applied to railway planning,design,construction and operation.It helps to improve project quality and reduce construction costs. (2)Many risks are obvious,such as imperfect policy,indistinctive benefits,inadequate core—technology,shortage of human resources,and uncertain management system,SO that BIM’s application has mainly focused on three—dimensional modeling,and hasn’t yet completed the application of whole life cycle.Relative technology,standards,policy,management,etc.,require further improvement.