Research conclusions：(1)Comparison and selection of route scheme is an important content of design of railway line selection．When we conduct the comparison and selection of route scheme must synthetically considering the influencing factors such as project investment，difficulty of project implementation，project risk and local government opinion and SO on in order to make sure the selected line scheme optimal．(2)The analytic hierarchy process and muhi-objective decision-making model can effectively assist making decision for comparison and selection of route scheme．(3)In this paper，the study on the design of line selection of route scheme basing on Guangzhou Nansha port railway has comprehensively discusses the ideas and methods of comparison and selection of route scheme that has the typical scientific rationality and could provide reference and application for similar program．

Research conclusions：Schemes of Jiufengshan mountain are complex，which Are affected by many factors including passenger and freight transport capacity，the length of super mountain tunnel，the tunnel position，environmental regulations，engineering geological conditions，construction investment and So on．We acquires even schemes of three series through the study of large area of the crossing-mountain and the following conclusions through comparison of the engineering difficulty，the engineering geological conditions，engineering investment and the driving action for local economy development are：(1)First construction of double line can meet demand of passenger and freight transport in long tunnel crossing interval，and investment is low in the forward and operational risk is small．(2)Second length of crossing-mountain tunnel of east station scheme of pingnan baiyu is longest，but its passenger and freight transport conditions are relatively good，auxiliary projects are low，which has the practical significance to promote the local economic development in pingnan．

Research conclusions：(1)The existing Chengdu-Kunming Railway’s technical standard is very low, it's transport capacity can not meet demand，urgent need to capacity expansion．(2) Single expansion plan and construction of the second program have range of issues，such as does not meet the traffic requirements，low speed ,long travel time，low utilization of existing lines，should not be used．(3)As the main channel of communication between northwest, Sichuan and Yunnan，ASEAN，South Asia，as the case of investment is not very different，press New 200 km／h double standard on the Chengdu-Kunming Railway for capacity expansion is appropriate． (4)The research results can be applied to similar existing lines expansion and speed improvement projects.

Research conclusions：Four stages method applies in forecasting passenger flow of the project of Changchun-Baicheng Railway indicates：(1)Four stages method applies in forecasting passenger flow of common railway as well as applies in Passenger-Dedicated Line；(2)Compared with the traditional methods，four stages method applies in forecasting passenger flow of common railway is advanced and more credibility；(3)The result of the passenger flow forecasting is more fit for the design annual，this study is significant and also useful for the similar projects to reference．

Research conclusions：(1)Impact hole single cage pile expanding diameter mainly due to the impact force to impact into the hole，put flow sand in underground water level，gravel，silt，and soft plastic clay layer contact the bedrock，as well as the cavities within the filling fabric impact into the hole，respectively by the mud return hole with a hole，which is larger than the diameter of pile formed around the construction of underground space，underground space concrete large expanding diameter，the corresponding expanding appear above the necking and exposed reinforcement； (2)Impact hole single cage pile can be made in hard plastic silty clay layer that have not groundwater；(3)Percussion hole double cage pouting pile construction should be used in order to prevention of expanding diameter and expose reinforcement of the concrete and ensure the concrete quality of pile body integrity in the sand，gravel，silt flow layer that have groundwater；(4)Percussion hole double cage pouring pile should be applied and generalized in the field of percussion hole pouting pile．

Research conclusions：(1)The paper shows US that the main function of cement soil piles is subjected to bend loads， and the bending rigidity of pile will increase when reinforced bar is used．(2)The test results which used large scale model show that the use of reinforced cement soil pile can increase the whole bending rigidity greatly compared with concrete pile．(3)The cement soil pile reinforced by double T—steel at the lower part of section is proved that it is more excellent for its characteristics and more suitable for strengthening subgrade by using cement soil pile．(4)The integrity and uniformity of soil—cement piles is very important to flexural rigidity，some guaranteed measures should be made in construction stage．(5)Research finding can be used in strengthened design and construction of working railway bed．

Research conclusions：(1)Impact on switch rail is decreasing when the train passing through the turnout on the adverse route and the straightway length of switch rail is increasing with the increasing of disjoint value．Increasing the disjoint value can improve the service life of switch rail．(2)Increasing the half cut surface appropriately will shorten the length of turnout and increase the straightway length of switch rail．(3)The disjoint value is reasonable when the offset of half cut surface is equal to the maximum clearance of wheel-set under the condition of basic parameters of turnout are fixed． (4)The reasonable disjoint values are 16 mm and 23 mm when the basic parameters are consistent with current No． 28．3 m long turnout．which front lengths of basic rail are 2．620 m and 2．020 m．(5)This paper studies has some reference significance to the structure design of the No．9 turnout．

Research conclusions：(1)The track stiffness increases with the increasement of the ballast depth，but the increasement Is small．The ballast depth has little influence on the track elasticity．(2)With the increase of the ballast depth，the stress on the subgrade surface is reducing，when the ballast depth reaches 350 mm，the stress on the subgrade surface is 0．12 MPa，the safety coefficient has already been up to 1．5．(3)With the increase of the ballast depth，the acceleration of ballast is reducing，SO it is the same with the rate of residual track deformation．With other conditions no changing， When the ballast depth rises from 250 mm to 350 mm，the rate of residual track deformation reduces by 66．12％，which will reduce the maintaineance work greatly，and prolong the service life of track bed．(4)It is suggested that the ballast depth adopts 350 mm in the Tinaco—Anaco Railway line．(5)The research method and conclusion can be applied to similar projects．

Research conclusions：Through the long—-unit prestressed concrete continuous beam and multi—-span simply supposed steel truss girder bridge type comparison，concluded that：(1)Steel truss girder meet a simple shape，force clear，light weight，stiffness and mass symmetry，the center of gravity low seismic design principles；(2)Steel truss girder to facilitate repairs，across major rivers，have a more important military significance；(3)Steel truss girder has a smaller temperature span，do not set the track temperature regulator，to avoid the adverse effects of passenger ride comfort； (4)This article can be a highly seismic region large span bridges bridge type choose to provide a theoretical basis，for other railway bridges style selection has a certain reference significance．

Research conclusions：Calculation results show that each cross section stress of the main bridge structure is in the corresponding material allowable stress range and meets the requirements of the code．Adjusting the stiffness of foundation，can change the displacement of arch rib span，arch rib steel pipe stress，concrete stress and rod stress．It needs sufficient strength and rigidity because of the first stress of steel tube arch rib by method of arch first and beam late．This method without support construction meets the navigation requirements and has great social benefits and has great social benefits．The conclusion can be applied to similar projects．

Research conclusions：(1)The ship collision forces has been calculated according to 3 types of the Chinese General Code for Design of Highway Bridges and Culverts，Chinese Fundamental Code for Design on Railway Bridge and Culvert and AASHTO．Furtherly，the models of the whole bridge and the piers are established by the finite element program MIDAS，the corresponding calculation has been repeatedly made and it is obtained from the calculation that the maximum ship collision force of main pier can sustain in the transverse direction of bridge is 1 3．62 MN，larger than the collision design force 9．62 MN calculated by the two types of the domestic codes，all meet the requirements set of codes． (2)The combination collision resistance measure of collision piers and cable protection has been set to protect main piers．the maximum collision force results of pier show that every steel tube concrete collision pier can sustain 55％and50％lateral and longitudinal design collision force．(3)This paper provides the theoretical evidence for super major bridge pier of a passenger dedicated line and also provides the valuable reference meanings to the study on bridge pier anti-collision research．

Research conclusions：This paper proposes the double lining design method of outer lining bearing filling load and inner lining reinforcing structure and bearing later load．By means of finite element structure analysis，the key process is determined which inner lining must be exceed after the completion of outer liner and I—period filling，these design measures can ensure the stress safety and structure stability of open cut tunnel，concrete dam and foundation，and the whole and part stability of filling engineering．The method of shear pile on the bottom of open cut tunnel will prevent filling from pushing tunnel is proposed．Filling construction technology is key to ensuring the stability of open cut tunnel and dam，and the construction of concrete dam should control casting temperature and decline heat of hydration． Research achievements have important reference value and significance on the open excavation construction of railway， highway，subway tunnels，especially involving the open cut structure of thick filling，heavy load and deep foundation．

Research conclusions：(1)With obvious advantages on waterproof ability，mechanics property and investment，the cast—in—situ method i8 recommended．(2)Prefabricated arc slab flue sheet is convenient for quality control and the stress state is good under the scour and silting-up condition in the operation，the flue sheet should be prefabricated． (3)The analysis can provide theoretical evidences and references for the large road-metro shield tunnel in future．

Research conclusions：(1)The Tertiary sandstone has complex water-sensitivity．Under groundwater condition． plastic deformation or flowing deformation occurring in the rock mass caused high difficulty during construction．(2)By conceptualization of the computing cell boundary conditions，we set up the hydrogeological conceptual and mathematical models by using the MODFLOW，and simulated the seepage field of Tertiary water-bearing sandstone and calculated the maximum velocity and water inflow of the tunnel．(3)Compared with the conditional water inflow calculation methods in excavation，the numerical simulation method did more tally with the actual situation of water-inflow． (4)The methods of seepage field simulation and water-inflow calculation in this study has certain reference significa nce for hydrogeological condition analysis in homogeneous water-bearing strata．

Research conclusions：For ease of use，heat damage is graded from survey，design and construction stages，and in the plateau region of more than 3 000 metres， heat damage level should improve one grade．Heat damage fortification should be based on non—artificial refrigeration cooling technology，such as ventilation cooling，cold water cooling，spray sprinkler cooling，isolated hot rock，ice cooling etc．，and in combination with other measures to c001．Conclusions made good use of effects in the construction of Lhasa to Xigaze high temperature rock tunnel，resulting in greater economic and social benefits，which can provide references for other similar projects．

Research conclusions：(1)When adopting SPWM modulation to the inverter and the switching frequency is far higher than the basic frequency，the output harmonic voltage is reflected on mostly in low-order harmonics，especially 3 th， 5th，7th，9th．However the current absorbed from the DC side definitely contains a 2-order harmonic．(2)When adopting SVPWM modulation to the rectifier，the input voltage contains non 3-times frequency of harmonic and the input current is influenced by the filter inductance and the DC voltage，namely，THD of the current rises along with the increasing DC voltage and drops with the decreasing inductance．(3)The proposed theoretical calculation in this paper can be easily achieved with a computer program．(4)The paper can provides the theoretical calculation evidence for the possible harmonic，resonance problems and their suppression that may occur in the further research of the advanced CO-phase traction power supply system，and also for other AC-DC-AC converters．

Research conclusions：(1)Wuyuan station designs two respective interlocking systems for the two yards，and the intersecting cross-over turnout is controlled by the interlocking system of the yard I．The route between two yards is set up by some sectional routes．(2)The signal indication turns on when the train runs from the yard 11 to the yard I，while the signal indication turns off when the train runs from the yard I to the yardⅡ．(3)Due to the automatic transition mode of every home signal，the CTCS-3／2 grade transition point does not need to be set up，when the EMU runs from the Jiujiang-Jingdezhen-Quzhou Railway to the Hefei-Fuzhou Passenger Dedicated Line．The execution point of ZX-3／2 needs to be set up Oil the 6G track．when the train runs from the yard I to the 6G track．The train control grade transition from CTCS-3 to CTCS-2 is realized by expanding the GSM-R coverage scope and setting up the action point of ZX-3／2 on section of Jiujiang direction，When the train departure from the 5G track of the yard I． (4)The temporary speed restriction is achieved by the temporary speed restriction server(TSRS)and the secure data network．(5)This signal scheme is a reference for some similar projects．

Research conclusions：Research of large hub of rail transit is a process that involves many fields，many control factors， engineering complex，also is a macro to micro process．For large rail transport hub should increase research investment in the early planning．to determine the feasibility of its function and its implementation as soon as possible，the later location adjustment is likely to cause the corresponding transformation project，increase the project implementation difficulty and investment，and make the defect on function of use．At the same time，line layout of large hub inner orbit traffic are complex．the spatial relationship between the hub and line and before and after the interval should be dealed with for meeting the needs of the passengers at maximum limit，analysis and study for a variety of possible layout should be carried out，strive to be comprehensive，in order to get the most reasonable layout scheme．

Research conclusions：(1)The emphasis and difficulties of the modern tamcar system development include road traffic organization，traffic integration，the mode selection of power and net-programming，line landscapes．(2)This paper brings forward some countermeasures of aforementioned question：shared road sections and intersections use traffic regulation；reduce flow cross and shorten transfer distance，layered cohesion；the contact network power suppply method is suitable：plan and reserve development conditions．(3)The modern tramcar is a suitable traffic methed for new district．

Research conclusions：(1)Based on the analysis about structure and function of urban rail ISCS，a muhi-Agent model for ISCS has been established．This paper obtain result about the composition structure of ISCS multi-Agent model．The internal components of BAS Agent and central Agent which are the most important parts in the model have been analyzed．The functions of each Agent in the model has been discussed．(2)The communication issue and CO-operation relation between the Agents in the model has been discussed well and guarantee the transmission synchronous between events information inside model．(3)This paper provides the theoretical evidence for the construction of urban rail integrated supervisory control system and the valuable reference to the study on the urban rail information.

Research conclusions：(1)Safety risk control is an important content of supervision work．(2)The supervision company must take part in the practical process of technological innovation actively．(3)Key posts such as the chief supervision engineer and group leader of a section，must have rich experience，and the supervision company must hold regular training for the supervising engineers．(4)The matrix supervision organization is more suited to supervision of the mountainous high speed railway．(5)The domestic installation and work facilities of supervisors must accord with building a clean environment and the feature of mountain area．(6)Control the quMity of transition section strictly． (7)Strengthen the information construction，control the supervising condition and personnel position of every worksite strictly．(8)strengthen the environment supervision，control the sensitive worksites emphatically．(9)Adaptation to local conditions and innovation management is important guarantee to complete the supervision of mountainous high speed railway．

Research conclusions：(1)The provision of environmental protection of FIDIC”Conditions of Contract for EPC／Turnkey Projects”is SO strong depending on contract environmental that we need to comprehensively and deeply study the relevant environmental protection laws and regulations in the area of performance of the contract．(2)Environmental protection needs to be early implemented in the course of project design stage and the design concept of environmental protection aligement should be complied with SO as to build sustainable system for environmental protection of the project．(3)The specific measures for the environmental protection should be implemented in the course of project construction and operation stages．