Research conclusions:(1)Caohai engineering geology condition of Dianchi lake is complex，the main engineering geological problems are peat soil，regional major fault and earthquake，the area with high seismic intensity of sand lIIIuefaction and soft soil subsidence，the shallow natural gas and so on .They have a large influence on engineering. (2)The engineering through Caohai can use tunnel and bridge scheme，the tunnel scheme is better by comprehensive comparison. Tunnel construction can use two process of cut and cover method and shield tunneling method，cut and cover method can use two kind of construction methods of cofferdam cut and build island cut，shield tunneling method has minimum impact to natural ecological environmental. (3)The geological conditions of Caohai and Dianchi lake area are similar, have the same engineering geological problem. The road engineering through the Dianchi lake should use shield tunnel scheme. (4)The research results can provide references for underground engineering of soft soil area.

Research conclusions:From the research on the application of reamer to Deep-CPT，the method installing the reamer in Deep-CPT has been proposed from references to the factor analysis of CPT and the reamer design ideas in exploration drilling and trenchless drilling. Through theoretical analysis，model tests and numerical analysis，the design of installing the reamer at 30cm position above the probe with fusiform structure has been accepted. The project examples prove that the reamer could expand hole to reduce side friction of cone rod and efficiently increase the depth of penetration test and have almost no effect on the results. Through contrast test，the test data after application of reamer matches up with the data of traditional CPT，the influence on test data of verifying the reamer development scheme is very small. In this paper, the application of reamer could give reference and guidance for the expansion of CPT and related equipment development.

Research conclusions:(1)The foundation pit area of reconstruction and expansion project is always complicated，with high risk and difficult to protect, high deformation control requirements and limit construction conditions，etc. ( 2)It is concluded that under the partial load levels each side of the pit deformation has obvious asymmetry. Increasing the stiffness of support system can effectively reduce the horizontal displacement and the maximum ground settlement. Following the time-space effect partitioned excavation is conducive to control the deformation and ground settlement. (3)Strengthen the information construction and process control，close the support system in time，according to the monitoring data adjust construction or grouting reinforcement.(4)This paper provides several measures to control deformation of foundation pit surrounding，has also certain reference significance to foundation pit design and implementation scheme selection for similar projects under complicated environmental conditions.

Research conclusions:(1)Because the complicated material composition and characteristic，systematically experiment should be done in order to evaluate the adaptability of using soft rock as filling materials for subgrade of high speed railway. The experiment research aspect involve strength，water rational，broken resistance，disintegration，mineral composition，particle analysis and particle variations under external force of the soft rock. (2)The type of soft rock can be used as the filling materials for high speed railway subgrade，which can be easily broken，different to soften，not excluding harmful materials like montmorillonite.(3)The non-uniform weathering soft rock cant be used as the filling materials directly. The adaptability of non-uniform weathering soft rock after improved，was dependent on the broken resistance，disintegration，mineral composition and particle analysis of it. The adaptability of the completely weathered soft rock can refer to the soil filling classification standard distinguished by the mineral and particle composition. (4)The group classification standard of the soft rock stone and the evaluation method of filling the subgrade of high speed railway in this paper with soft rock have an important significance of the high-speed railway in soft rock region.

Research conclusions ; Through the numerical analysis of reinforcing heavy haul railway subgrade by cement soil piles，it is shown that:(1)The maximum settlement of subgrade surface distributed in the center of heavy vehicle line. (2)The cement soil piles can control the settlement of subgrade surface and horizontal displacement of slope effectively，with increasing the number of rows of cement-soil piles，the constraints effect on deformation of subgrade are more obvious. (3)The piles can disperse the tensile stress and enhance the entirety of cement soil piles effectively after being reinforced.(4)Using reinforced cement soil piles is an effective method for reinforcement which can be applied to rapid reinforcement for heavy haul railway subgrade under operating conditions.

Research conclusions:(1)It is found that the micro pile-cable system can largely improve the safety factor of the slope and the optimum prestressed force is almost 400 kN. (2)There is a big difference in the thrust among different rows of micro pile of the system. During the failure of the reinforced slope，the rear row of micropile resist the maximum value of load , followed by the middle row of micropile，while the head row of micropile resist the smallest value of load.(3)It is concluded from the limited parametric study that the reinforced slope is more stable when the head of pile is fixed and the inclined angle for micro pile and cable in the system are spectively installed with 250 and 140. (4)The link between the head of micro pile and cable should be welded each other and merged by fine concrete to make the system behave much compatibly.(5)The results provide a useful basis for applications of micropile-cable system in slope and landslide reinforcing in mountainous area.

Research conclusions: (1)It is feasible to use cosine function smoothing method for CP III lapping between adjacent sections，and the performances of cosine function smoothing method are superior to constrained adjustment method in terms of long waves of the track regularity and relative accuracy.(2)The proposed method，which is designed to perform constrained adjustment on the basis of cosine function smoothing for the lapping points，would help to improve the performances of the track regularity of the short waves as well as the railway line regularity of the overall long waves. (3)It is validated that the research results can meet the practical requirements of engineering surveying and can be applied to CP III lapping between adjacent sections over the ballast less track construction stage as well as operating and maintenance stage. The research also provides a reference for the perfection of the specifications for CP III lapping between adjacent sections and related measurement.

Research conclusions: (1)The longitudinal resistance and clamping force of the tested fastening are 11 .3 kN and 20.64 kN. (2)The torsional resistance is no less than 48. 7 kN*m/rad.(3)After 3 million times of fatigue test，the variation values of the mean dynamic stiffness，the mean vertical stiffness，the longitudinal resistance and the clamping force are 16. 62 %，12.5%，11.5% and 9. 2%.(4)The electrical resistance of the tested fastener is 36. 87 kΩ. (5)After 300 hours salt spray test，the tested fasteners can be disassembled with no damage，and then can be reassembled. (6)The experimental embedded casing can withstand a load of at least 60 kN and there are no cracks in the concrete sleeper around the bolt holes.(7)The tested parameters can meet the requirements in WT-1 fastener design and “EN 13481-2:2002 Railway applications-Track-Performance requirements for fastening systems- Part 2:concrete sleeper fastening systems".(8)This paper provides experimental reference for the design of fastening system in the ballasted track.

Research conclusions:(1)The reasonable side-middle span ratio of main cable is 0. 22-0. 33，and that of stiffened girder is 0.05-0.10. (2)The vertical stiffness and lateral stiffness can be improved through increasing the dead load of stiffened girder. ( 3)Increasing the train length can reduce the uneven force on the main cable， which avoid local large deflection of stiffened girder.(4)Reducing the rise-span ratio of main cable can improve the stiffness of the structure , but which led to increase the axis force of the main cable and the construction scale of the anchorage. (5)This paper concludes some rules and conclusions，which have valuable references to the similar super long-span bridge.

Research conclusions: The conclusions can be drawn through the comprehensive analysis of engineering geological conditions of Jiagai River Bridge site.(1)The area from the fourth stress-二lease crack to river cliff is unstable region， which cannot place bridge pier. (2)The north bank slope of Jiagai River is stable and the south has stress-二lease crack，the stability of the slope angle is 650.(3)The bridge main span is determined as 192 m，and the stress- release crack were sealed with grouting.(4)Canyon area line should select the region which has open terrain，slope stability and rock mass integrity. Bank slope stability evaluation should be carried out. The slope angle should be confirmed and the pier foundation should be placed below the bank slope stability line within a certain depth. (5)This paper can be used as a research reference for bridge site selection and bank slope stability evaluation in alpine valley region.

Research conclusions:(1)The theoretical calculation formula about the percentage of the ultimate flexural capacity that the corrugated steel webs contribute to the box girder is obtained，and the theoretical calculation formula about the percentage of the shearing force that the corrugated steel webs bears in the whole section is also obtained. (2)The ratio of the ultimate flexural capacity of the corrugated steel webs to that of the whole section is calculated to be close to 0， which indicates that the contribution of the corrugated steel web to the ultimate flexural capacity of the whole section is very little so that it could be neglected in the calculation.(3)The ratio of the minimum shearing stress to the maximum shearing stress is calculated to be close to 1，which indicates that the shearing stress is generally uniform along the vertical direction of the corrugated steel web. (4)In the calculation of small span test beams and large span box girder bridges，the ratios of the shearing force of the corrugated steel webs to the total shearing force in the whole section are all less than 85 %，which indicates that the top slab and the bottom slab would share significant shearing force. And at the same time，as the beam depth decreased，the corrugated steel webs bear less percentage of shearing force.(5)This paper can provide a considerable theoretical basis to the construction of box girder bridge with corrugated steel webs，and it is valuable to the research of the same type of bridge.

Research conclusions : Through the systematic research on the lithological association characteristics of aquifer stratum， hydrodynamic field of karstic water, hydrochemical field and karstic water, this article reached the following conclusion: (1)Karstic water at the tunnel location can be divided into two first level units and seven secondary units.(2)The normal water inflow prediction for the tunnel shall be expressed by Q=24 542 m3/d，and the large water inflow in the rainy season shall be expressed by QL=73626m3/d. (3)The karst water gushing risk in general is medium-high in the carbonate rock section of tunnel.(4)As to the deeply buried carbonate rock of tunnel north，the development degree of the karst and the enrichment degree for underground water are poorer, while in the south the development degree of the karst and the enrichment of the underground are higher, which affect the tunnel water inflow largely. (5)This article can be a directive and exemplificative case for the tunnel survey and design of railway and highway in carbonate rock regions.

Research conclusions:(1)The segment lining structure stress distribution rules obtained by using modified calculation method of ground resistance coefficient deduced by this paper, Muir Wood Method and Plizzari-Tiberti Method are same as each other, but the magnitude of the inner force are different. (2)The axial force acquired by using the three methods almost the same with the field test results. However, the deviation of segments bending moment calculated by using the method proposed by this paper is much smaller than the other two methods.(3)The research results can be used for reasonable value of the ground resistance coefficient in the design of shield tunnel lining structure.

Research conclusions:(1)When the entrance slope of these high speed railway tunnels is very high，and the nearest distance between the entrance of two tunnels is less than 50 m , we suggest that the two should be connected by open cut tunnel. The open cut tunnel is a good technology which has been used in the place of Sanmenxia loess tunnels group and has achieved good results. (2)The technology that needn’t remove the concrete fiber template using in open cut tunnels' of existing high speed railway has achieved good results. It can ensure the safe operation of the line and we should promote the use of it.(3)The results of the research can be promoted and used when increasing open cut tunnel on operating routes.

Research conclusions:Among the lights used in present high-speed railway tunnel illumination，LED is best one and should be used in projects in priority. To double-tracked-single-hole tunnel for high-speed railway，it is best to choose 25 W LED lights which are staggered arranged along the two sides of the tunnel，and the horizontal spacing is 30 m. To single-tracked-single-hole tunnel for high-speed railway，it is best to choose 25W LED lights which are arranged along one side of the tunnel，and the horizontal spacing is 20 m. The results can provide reference for the lighting design of the tunnel engineering of the high-speed railway.

Research conclusions:(1)Accurate and complete information is an important basis for the geological survey to identify the risk factors. With the continuous improvement of the tunnel geological survey data, the risk factor identification is gradually deepened，to form a comprehensive，sophisticated risk control measures. (2)Risk assessment of construction drawing stage and construction phase is an important stage of the risk assessment.(3)Risk management of tunnel is a system engineering, organization guarantee is the foundation of risk management success，which depends on the organization and management of design，construction，and construction units. ( 4)Effective implementation of the risk management system will make sure the tunnel safety，quality，investment，construction period and other ground targets of construction projects met successfully. ( 5)The research results can provide a good reference for the risk control and management of high speed railway tunnel.

Research conclusions:Research shows that:(1)For the elevated track layer structure of the bridge-building combined railway stations，the envelope design method must be employed in order to meet the codes of building constructions and the codes of railway bridge.(2)For the elevated track layer structure of the bridge-building combined railway stations，the seismic performance analysis under moderate earthquake should be carried out.(3)For the elevated track level structure of the bridge-building combined railway stations，the bond-retarded prestressed technique is applied to improve the stiffness and anti-fatigue performance of the bearing-rail beams.(4)All of the above can provide reference for the design of the similar elevated track layer structure.

Research conclusions:(1)The factors of untwining scheme mainly include:number and location of the introduction line，number of positive lines and carrying capacity，trend and characteristics of passenger and cargo flow, features and configurations of station. ( 2 ) The traditional untwining scheme can be divided into three types which are mainly passing flow, crossing flow and mixing flow. The dividing pathways are flexible，but the untwining is difficult with restricted length of station and topography.(3)The main features of half access type untwining scheme is joining with one of the station throat，it can be divided into four fundamental types in I,II,III,IV quadrant，and the others can be expanded based on the fundamental type.(4)The half access type untwining scheme has the characteristic of fighting favorable conditions for raising or lowering the elevation，lower project costs，lower construction difficulty contrast to the traditional untwining scheme. It can be especially applicable with limited slope，significant traffic and part of the flow having fixed path.

Research conclusions: In this paper specific to the general layout design of stub-end subway depots，a comprehensive analysis is carried out from aspects of shunting duration，shunting frequency，land use conditions，et cetera, and these research conclusions are proposed:(1)First of all，a subway depot layout design bases on the land use condition. (2)In the uncontrolled land use situation，the forward parallel layout design are proposed that the design of subway depots should ensure an unhindered work procedure and improved shunting operation efficiency.(3)The tandem layout benefits a higher compactness of all shunting houses，less land requirement. In the controlled land use situation，a tandem layout could be a better choice. ( 4 ) The forward tandem layout design is better than the opposite tandem layout design. ( 5)The research results can provide reference for the general layout design of other urban subway depots.

Research conclusions:(1)There are two options for urban-suburban railway standard:the national railway standard and the standard for urban railway transportation.(2)The selection of standard can be analyzed from different factors such as the compliance with the layout plan，characteristics of the project，transfer, operational cost，overall investment etc. (3)The national standard for railway is more suitable for Wenzhou urban-suburban railway. (4)It provides valuable references for other cities to select the most appropriate standard for its urban-suburban railway.

Research conclusions; By study the following conclusions are drawn ; ( 1 ) For urban rail transit projects， it is a cost control system engineering，project cost must be full life cycle management system. (2) Specific measures to control the overall cost of urban rail transit include decision - making reasonable estimates， implementation of quota design，construction change control，truthfully reflect the completion of settlement construction cost. (3 ) This system has some guidance and reference for investment estimation，preparation and review of the proposed budget of the project bidding and preliminary design etc.

Research conclusions:(1)Water Qinling tunnel construction waste is inorganic suspended polluting water, the lower the concentration of organic pollutants. (2)Under normal circumstances，No. 6 adit average daily waste water is about 17 867 m3/ d，the maximum amount of water is 35 734 m3/d; under the 7th adit normal average daily wastewater is about 7 826 m3/d，the maximum amount of water 15 730 m3/d. (3)For the Qinling Tunnel of wastewater quality paper proposes a “coagulation+sedimentation+adsorption+filter” as the core of the treatment process，the treated water can meet the “Surface Water Environmental Quality Standard”(GB 3838-2002)in Ⅱwater indicators.(4)Qinling tunnel construction waste to the “coagulation+sedimentation+adsorption+filter” research as the core processing technology，adapted to the highway，railway construction is widely used integrated treatment of wastewater tunnel and promote and protect the ecological environment.

Research conclusions ; The performance of exhaust heat recovery system based on heat pump was tested in winter. The following results by experiments was obtained:(1)The recycled heat by exhaust heat recovery system based on heat pump is greater than by the conventional heat recovery system. (2)The efficiency of exhaust heat recovery system is more than 2. 6，which is effective and energy conservation.(3)It can fully recycle indoor heat，guarantee the supply air temperature in the special environment and improve heat recovery efficiency. (4)It will provide important reference for the applications of exhaust air heat recovery system based on heat pump in practical engineering.