Research conclusions: (1) When the railway is built in the big unfavorable geological area which has the large impacts on alignment and engineering investment，it can not be simple to keep the railway away from the talus area,but the decision should be made after geological investigation and comprehensive comparison of the technical and economic sectors for the alignment. If necessary，a special study shall be done on the complicated and special geological problems.( 2)Talus is a kind of special unfavorable geological phenomena. For alignment in talus area，the talus distribution range，formation causes and engineering characteristics should be studied by conducting the regional geological investigation and mapping with the integrated survey methods. Based on the above principles and on consideration of the alignment design standards，function orientation and refining the partial scheme in technology and economics，the final alignment plan and engineering measures are determined. (3) The general alignment and survey methods for the railway crossing talus area stated in this paper can be used for the survey and design of transport infrastructure.

Research conclusions: From the study on the existing railway pattern in Zibo area，it is concluded:(1)Based on the analysis of traffic organization，the operations of Zibo and Dongfengzhen station are redivided. The Zibo Station undertakes the operations of the trains from Jinan to the Zhangdong Line and Zhangbo Line via the Zibo Station and the Dongfeng Station undertakes the operations of the train from the Qingdao-Jinan Railway to the Zhangdong Line and Zhangbo Line. The train running mode is also adjusted. The operations of trains from Jinan to the Zhangdong Line is undertaken by the Jinan Xi Station and Duke Station to release the pressure on the Zibo and Dongfeng stations and avoid the angle transportation.(2)In order to adapt to the traffic organization optimization，the small modification was conducted to the Zibo Railway Station. Two shunting tracks were changed as arrival and departure tracks and the Qingdao throat zone was adjusted，so that all the arrival and departure tracks could be used for hump shuting and the effective length of the arrival and departure track became longer. By making such a small range transformation，the capacity of existing station was enhanced. ( 3)Based on the research，the tension situation of regional carrying capacity was released by making full use of the existing facilities and doing partial reconstruction of existing railway to reduce the interference on railway traffic. This research experience can provide the reference to the upgrading and reconstruction of the existing station.

Research conclusions: This paper analyzs the the main geological problem for Yunnan-Guizhou area on Shanghai- Kunming PDL, puts forward the corresponding countermeasures for geological location research :( 1) For major adverse geological problems，should be mainly around the avoidance.(2)For the geological problems unable to avoid，should take the principle of avoid the important and dwell on the trivial to reduce engineering risk.(3)For the concealed engineering geological problems hard to find out，should take the form of project risk control to ensure project safety. (4)This paper provided reference to the geological location with similar geological conditions.

Research conclusions: This article get the following conclusions according to the research and analysis of karst development regularities and control factors of Dabaoliang tunnel:(1)Confirming the position of four more large-scale karst conduit and fracture flow system in the area，which provide the reference for tunnel design work;(2)It should adopt the comprehensive engineering geological exploration methods，combining the interpretation of aerial photoes， ground survey，hole survey，geophysical exploration and other methods，to further reveal the karst development regularities and achieve investigation purpose;(3)This article provide the certain reference value for the future geological survey in karst area.

Research conclusions: Jinsha River Bridge site is determined in the Reshuitang-Hutiaoshi stretches of river. This paper key studies three bridge sites，including the bridge site No. 7，the bridge site No. 8，and the bridge site No. 27， then，based on the integrated exploration，some conclusions can be drawn as follows:(1)The bridge site No. 7 is failed because of the unstable ground，the low-intensity foundation and the instability slope.(2)The study shows that the bridge site No. 8 and No. 27 have good engineering geological conditions，but the former clashes with the dam site of LongPan Dam，thus adopts the latter.(3)This paper can be used as a reference for the siting of the bridge in alpine gorges.

Research conclusions:(1)The stress and strain of supporting structures change with pit excavation，nearby the pit plane，the value reach to maximum. (2) The result shows that there is the great difference between the stress and strain of supporting structures on two sides. So it’s necessary to calculate and analyse supporting structures on two sides separately while design the unbalanced excavation.(3)This paper provides valuable reference to design the unbalanced excavation.

Research conclusions: (1)In seasonal frozen soil regions，the subgrade’s maximum frost depth appears ahead of time， it will decrease when the negative temperature period becomes shorter. The subgrade deformation is less than 15 mm under the effect of the temperature and force fields. It meets the settlement control standard requirement. (2)The fillings have no frost heave or slight frost heave，which meets the negative temperature requirement in seasonal frozen soil regions. (3)Under the effect of temperature，there is no frost heave disaster in the subgrade during the 20 years’ service time. (4) The paper provides the valuable reference to the study on subgrade thermo-mechanical coupling in the freeze-thaw cycles，has great significance in the development of subgrade anti-frost techniques in seasonal frozen soil regions，and also provides the theoretical evidengce for the construction of China's railway passenger line in seasonal frozen soil areas.

Research conclusions: (1) Most of the huge rock piles have been formed for a long time and they are in steady state because they have obtained their stability or equilibrium. (2)The evaluation of the rock pile is crucial to the reasonable railway alignment and the reasonable selection of the engineering measures.(3)If the rock pile is in steady state，the railway can cross the rock pile area in appropriate position by taking the reliable engineering measures. (4)When the rock pile is still in stable state，it is unnecessary to do the overall reinforcement to the rock pile.(5)The deep study on the rock pile presented in this paper is good for saving the engineering investment and has a certain reference significance to railway alignment.

Research conclusions : Based on the calculation of the track stress of the symmetrical continuous beams in different temperature spans，this paper summarizes the maximum temperature span in the Qiqihar, Xi an and Chengdu regions where it is unnecessary to install the rail overlapping device.(1)For installing the regular resistance fastening，the maximum temperature span in straight line section is less than 120 m and in curve section it is less than 120 min Qiqihar, the maximum temperature span in straight line section is less than 130 m and in curve section it is less than 120 m in Xian and in Chengdu，the maximum temperature span in straight line section is less than 180 m and in curve section it is less than 150 m.(2)For installing the low resistance fastening，in Qiqihar, the maximum temperature span in straight line section is less than 160 m and in curve section it is less than 130 m，in Xi an，the maximum temperature span in straight line section is less than 220 m and in curve section it is less than 170 m and in Chengdu，the maximum temperature span in straight line section it is more than 220m and in curve section it is more than 220 m. (3) The conclusion obtained in this paper is available for the symmetrical continuous beam and the bridge pier with the longitudinal stiffness of about 3 000 kN/cm in the straight and curve sections.

Research conclusions: Interval spacing between main lines from Bangkok to Chiang Mai of Thailand may carry on the standard as follows: (1)The main line distance for the region of 300 km/h as the intended speed should be adopted 4. 8 m，the belt line region should not be broadened.(2)The main line distance for the region of 160 km/h as the limited speed should be 4. 2 m，the belt line region should be broadened.(3)Stack-up frame pier bridge scheme is adopted in Bangkok regional railway hub. Planning high-speed railway is located in the second floor, making use of four line bridge scheme with adjacent airport express，and 5 m is taken as the minimum interval spacing between main lines. ( 4 ) In this paper , the arrangement of railway line ”stack-up” , have some reference value for the area of land resource constraints and difficulties in land acquisition.

Research conclusions:(1)The seamless turnout scissors crossing ballastless track on bridge structure is complex， and should be combined with turnout details of bridge location relationship to calculate. ( 2 ) With the turnout to match I and III type elastic fastener system selection is reasonable.(3)Rubber gasket stiffness desirable to 250 kN/mm between shear cam and base plate. (4)Preference will be decorated on the symmetric structure of continuous beam，As arranged on asymmetric continuous beam，Should be combined with the specific circumstances choose reasonable type beam and bearing arrangement, Conducive to control the overall structure of the stress and deformation.(5)This paper studies for national railway，regional railway and urban rail transit construction provide a theoretical basis and has certain reference significance.

Research conclusions:(1)With the novelty , beauty，economy and rationality，Continuous Rigid Frame partially cable-stayed bridge style will be applied in railway for the first time. It is the best scheme for this bridge for its capacity of optimizing the forces of the beam and largely reducing the Creep deflection of the midspan. ( 2) Wulongjiang Bridge will take the (144+288+144 )m continuous rigid frame partially cable-stayed bridge style，which can ensure the force of the structure and the creep deflection，and meanwhile meet the static and dynamic requirement with some economy and beauty. (3)As a reasonable construction scheme，this bridge can provide some instructive experience to the subsequent bridges in the same style.

Research conclusions: (1) With the cable inclination smaller, the effect on the frequency of cable is greater. So the parametric oscillation must consider the effect of the cable-stayed dead weight sag.(2)The parametric oscillation will be very likely to happen when the frequencies of the cables is proportional to the global frequencies，which can do harm to the security and durability of the bridges.(3)Parametric resonance mechanism is mainly influenced by the non-linear relationship of the system rather than damping，so adjust the frequency relationship between the local structure than increase the damping, which is more effective and reasonable for the inhibition of the cable parametric oscillation. ( 4 ) Excitation amplitude has evident influence on the parameters of vibration amplitude，should strictly control the pylon and girder periodic vibration in wind resistance design(such as vortex induced vibration).(5)The dissertation provided certain specified significance for cable suppression device.

Research conclusions : (1)The comparison result of numerical simulation by using FENAP with the experiment test of a RC bridge column under bi-directional shaking table test with FENAP and test shows that the FENAP platform can simulate the complicated coupled bi-axial bending moment behaviors of bridge column and predict the amplitude and appearance time of peak displacement on the top of bridge column effectively to get the comparatively accurate numerical results. ( 2 ) Furthermore，the comparison of the time history response of bridge column under unidirectional seismic excitation with bi-directional results shows that the analyzed response displacement of the bridge column subjected to bi-directional excitation is larger than that subjected to unidirectional excitation，while the response acceleration is smaller.(3)The bi-directional coupled effect of RC bridge pier can not be ignored，and the stiffness of column will be overestimated and the response displacement will be underestimated if only one directional seismic response is considered. (4)This research result is available for the seismic design of large span continuous bridge of highway , rail railway and transit.

Research conclusions: According to the research，it can be drawn:(1)When the new tunnel under wear both tunnel， can through the adoption of forepole controlled blasting and ensure the safety of the tunnel construction safety and existing lines.(2)New super small clear distance tunnel across both the tunnel，in the case of clearance limit llowed， can through the tunnel reinforcement and grouting behind the lining，by improving the existing tunnel structure to ensure the safety of the existing tunnel. ( 3) For the proposed subway down through the tunnel under construction，the proposed subway can be applied through the tunnel under construction for auxiliary measures can be applied in advance for interchange effect，reduce the influence of the planned tunnel on existing tunnel，ensure safety. ( 4)For two proposed tunnel，when the first a lower tunnel construction，should be considered in the late on across the tunnel construction load and operating load，the influence of the primary support and secondary lining consider appropriate to strengthen. (5)When across the tunnel on the early construction，priority and tunnel construction during this period，reduce the wear on the tunnel construction on across the influence of the tunnel. (6)This research result can be applied in tunnel near the design of the tunnel section.

Research conclusions:(1)During excavation of strong expansive soil tunnel，the expansive pressure is dissymmetrical to cause the large deformation in the early stage of tunnel excavation. Therefore，the allowable deformation volume should be increased properly，the initial support with higher stiffness should be used and closed into loop as soon as possible. ( 2)The construction method of three-bench and reservation of core soil is available for construction of strong expansive soil tunnel. If the structure of oval reinforced concrete tunnel lining is reasonable，it can withstand the larger expansive pressure to make the lining structure safe.(3)This research result can be applied widely in tunnel design and construction of the strong expansive soil tunnel in Ankang and other similar areas.

Research conclusions:(1)The cracking and deformation easily happen on the surface above the tunnel roof and tunnel body of the shallow bias section and large section loess tunnel. Based on the dynamic monitoring，the analysis of the causes for the cracking and deformation and their dangers is made to take the reasonable treatment measures timely and reduce the risk to a minimum level in the tunnel construction and operation. ( 2)The soil loose，the increase of the soil water content and saturation when meeting water, the shallow and bias and the mechanical vibrations are the main cause for cracking and deformation of the Liangyi Tunnel.(3)Taking measures of the clear load reduction，pile reinforcement and slope back pressure can effectively control the cracking and deformation，and it can provide the reference to research and treatment of the deformation of large section loess tunnel of high-speed railway

Research conclusions: From the research on the haul railway station design，it is concluded:(1)The route scheme of railway terminal should be determined with the function of project，the main technical standards and the influence of city planning.(2)The concentrated transportation system is consisted of the relevant line of railway net，special line and collection station. The station design should be considered with programming of concentrated transportation system，and set sufficient space for development.(3)The combinational station should be determined by the traffic organization principles，if necessary，it should choose appropriate layout according to the mainline traffic characteristic.(4)The paper analyzes the characteristics of heavy haul railway station design, the method of study on route scheme of railway terminal and the layout of combinational station in this paper can provide the reference to the other heavy haul railway project.

Research conclusions: (1) Construction or expansion depot is necessary at the right time. The depot should be Centralized to network marshalling station ; And some depots are preserved at regional marshalling station. (2)In order to improve the quality of maintenance and utilization , the depot should adopt to the most advanced technology equipment， Wagon Technical Management Information System (HMIS)and so on.(3)This paper proposes the measure of optimizing the production organizational management , which can enhance wagon repair ability. (4)As an example as the coal railway from Mengxi to Central China, the paper put forward a proposal for strengthening repair ability，which has a much realistic meaning.

Research conclusions:(1)The track design has three features of generalization，complexity and periodicity.(2)The summary is made on the main contents of the track design，such as the track plan，track longitudinal section，track cross section，auxiliary track and adjustments of gradient and track. The technical route and method are presented. Namely， first the influence factors should be analyzed，then the track route should be selected and the track laying mode should be compared to work out the scheme for the track and station position.(3)When the research is done on selection of the track route and station site，the influence factors of the master plan，attraction of passenger flow，construction and removing works should be studied. ( 4 ) The research presented in this paper is available for the track design of urban rail transit and provides a clear thought on the determination of a scientific and reasonable，feasible，economic and environmental scheme for the track design.

Research conclusions : From the research it is concluded:(1)It is easy to control the construction precision of open cut structure. If any part of it invades the boundary，the treatment can be conducted to the structure to make it meeting the requirements. (2)During shield construction，if the shield invades the boundary due to no effective control of gesture， the slow correction should be made and after it the conditions for the adjustments of track and gradient can be realized. (3)The section measurement should be conducted tensely to the sharp change areas of the station or the interval structure to avoid missing the boundary control point.(4)The attention should be paid to the relation between the track structure and the drainage pipe in the lowest area.(5)The track design should comprehensively consider the EIA requirements.

Research conclusions :(1)With the shift operation process，the calculation principle of flowing rhythm is suitable for calculation of the repair capacity of metro depot, and the amount of annual repair and conversion of table should be regarded as the indexes of the scale design.(2)The conversion of tables should include all the repair tables for the shift operation process in principle and the matching conditions between the repair time and repair table should be met in design. (3)If car overhaul and heavy repair works are carried out on the same flow operation line，the reduction of coefficient of utilization of the table should be considered and it is prosed to reduce by 0. 5 train.

Research conclusions: From the research it is concluded: (1) On full consideration of the acceptance capacity of the municipal drainage，the flood level and river bed elevation of the water-receiving river, the integrated pipeline around the depot and the drainage safety under emergency condition，the rainwater pumping station should be used to pump the depot's rainwater into the river nearby to solve the problem of discharging the rainwater. (2)By increasing the pipeline diameter of the starting area and connecting the pipelines into loop，not only is the capacity of rainwater drainage under emergency condition enhanced，but also the safety of rainwater drainage of the depot is insured.(3)This design can provide a reference to the similar rainwater drainage works.

Research conclusions: This paper gives the following proposals on the tender offer for international railway construction: (1)The tender strategy should be worked out before tender.(2)The analysis means of the enterprise cost should be improved and the tender offer should be calculated step by step.(3)The international measurement rule for civil engineering should be well known to improve the accuracy of the tender offer. (4)The enterprise quota should be worked out rapidly.