Research conclusions:According to the economic development and economic composition of the every province in China，the whole country， except Hong Kong，Macao and Taiwan，is divided into nine regions based on the space relation. The analysis result shows the current comprehensive transportation system in China is in the unbalanced state， the transportation infrastructure is not obviously positive correlated with the transportation economy and the construction of transportation infrastructure is not coordinated with its service. By making the quantitative analysis，the advantages and disadvantages in construction of the regional comprehensive transportation system can be seen and it can help the regions to choose their key construction projects and development directions.

Research conclusions :(1) Based on the analysis of the various types of traction，it is recommended to use the electric locomotive. (2) Based on the analysis of the railway function orientation and the features of the traffic volume， it is recommended to adopt the balanced gradient scheme. Namely，the 6 ‰ limited gradient will be used for the heavy - haul direction and the 22‰ limited gradient will be used for light - haul direction. (3) In order to meet the demands of the tractive tonnage and the traffic capacity of this railway，it is recommended to use SS7 locomotive with the tractive tonnage of 3000t on consideration of the coordination with the adjacent railway network and making full use of the maintenance devices. (4) The demonstrations of the traffic security and the adaptability of the traffic organization show the main technical standards used for this railway are good in the operation and saving the construction investment. (5 ) The research result can be as the basis for the selection of the main technical standards for the mountain railway with the complex topographical conditions.

Research conclusions :(1) The 97 slope diseases of six categories were found in the investigated area. Among these diseases，the slide was the serious disease，followed by the landslide and the collapse while there was a little dehris and seldom scattered. The rockfall was common， but its scale was small. (2) The medium loose and broken slope at the high gratitude was generally the potential disease- prone slope. (3) With earthquake effect，the damage degree of slope gradually weakened from the epicenter to the perimeter，it meaned the epicenter was the heavy disaster area，and the slope disease damage gradually decreased with increase of the distance to epicenter. (4 ) The research results can be used in preventing secondary slope disaster in earthquake disaster areas.

Research conclusions:From the studies and analyses, it is concluded ： (1) In a natural disaster that causes large fatalities, there is usually an interaction between the natural incident and human error. (2) Some designers have the wrong perception about the objectives of the code on resistant disaster to building. They think that the code is only available for the high - rise structure or large permanent infrastructures. (3) Human error can also trigger the serious disaster and cause many fatalities. (4) The research results can be used in forecasting, early warning and preventing for natural disasters.

Research conclusions: The angle of internal friction and soil severe are the key influence factors on the stability of retaining wall. (2) These two influence factors will change if the drainage system is poor，so the design and construction of drainage system are very important for the retaining wall. (3)The earth pressure of retaining wall can be reduced by increasing the width of the platform and reducing the ratio of slope to a certain extent. But these two measures will not work if the extent is exceeded，so they should be used reasonably in the design. (4) The research results can be used in subgrade supporting and retaining of railway and highway.

Research conclusions: On consideration of the influences of the sectional length，train type，operation model and limiting speed on the calculation result，we can draw the following condusions ： (1) In the 1 000 m long section，the value selection range for the optimal energy - saving acceleration or deceleration slope was from - 18‰ to - 30‰. (2) In the 1 200 m long section，the value selection range for the optimal energy - saving acceleration or deceleration slope was From -12‰ to -30‰. (3) In the 1 500 m long section，the value selection range for the optimal energy - saving acceleration or deceleration slope was from - 12‰ to - 20‰. (4 ) Shortening the length of the energy - saving acceleration or deceleration slope and increasing the length of the follow – up slope， the energy consumption decreased progressively.

Research conclusions: The calculation and test results show that The various members of the separated passive protective screen can bear the load more evenly and reasonably because the screen is separated with the steel column due to the special design of the supporting ropes connection with the steel column. When holding up the falling rocks, the steel ropes can move freely. In this way, the stress concentration can be reduced, the impact force on the steel column can be cut, the transmission property of the impact force can be enhanced, the protective property can be improved, the cost can be saved and the maintenance works can be reduced. This method can be widely used in protective works for the railway slope.

Research conclusions: The analysis of the EMU with LMA type tread straightly passing the Turnout 18 At the speed of 350km/h was made with the design method for the dynamic parameters for the turnout and the computation program for the geometric relation of static contact between the wheel and rail in the turnout zone presented in this paper. The analysis result showed the reduction of the top surface value of the initial bearing section of the switch rail was beneficial to increasing of the transverse acceleration of the train body. The more back the transfer point of the wheel load stayed at，the more obviously the transverse and lateral regularities of the turnout increased. Although the longitudinal gradient of the top surface of the switch rail decreased，but it was harmful to the transverse stability of the train body. The optimal design scheme was presented for the relation between the wheel and rail when the train passing the Turnout 18 at the speed of 350 km/h. The application showed this scheme was reasonable and feasible in the design of dynamic parameters.

Research conclusions :(1) It is necessary to make the seismic design for the long multi - span rigid frame - continuous girder bridge in a high seismic intensity area because the seismic response to the rigid frame pier is rather big. (2) The analysis results show that the four seismic isolation measures of using the fluid viscous damper, lock – up device double spherical seismic isolation bearing and shock absorber have their own advantages and disadvantages. The first two measures are only available for the bridge in longitudinal direction. The latter two measures are available for the bridge in both longitudinal direction and in transverse direction. (3) Reasonably selecting seismic isolation measure and its main parameters is very important to the seismic design of long multi - span rigid frame - continuous girder bridges in a high seismic intensity area. (4) The research results can be used in guiding for seismic design of bridge.

Research conclusions: Many rapid constriction technologies were used for the foundation construction and erection of the superstructure. The applicable results show ： (1) Application of the standardized constriction for the trestle bridge and application of the rapid and safe member can make the turnover rate of the member more rapid and the manufacture and erection costs lower. (2 ) Application of suspension box - cofferdam which is sub - sealed with funnel instead of concrete for the cushion cap of the main pier, can effectively reduce the concrete quantity for sealing The bottom，lighten the design weight of Coffer dam and shorten the construction period of cushion cap and cut the cost by 50% . ( 3 ) For construction of the superstructure，application of the one - end - cantilever - assemble way along with the temporary stay cables fixed between stiffening beams of medium span can overcame the problem of strength deficiency of the main beams when the utmost cantilever is assembled，much reduce the crane amount， have no assisting cable tower and temporary piers within the span and cut the cost by 80% . (4) For construction of the main beam, application of the erection method that the beam is not jacked up on the main piles while the beam is jacked up or laid down on the side piers can reduce the large jack quantity and ensure the construction safety, getting the notable economical effect . (5) This rapid construction method for the bridge can provide the reference to construction of cushion cap and erection of the upper stiffened continuous steel truss bridge affected by tide.

Research conclusions :(1) The design load should be appropriately increased According to the actual road conditions and the highest grade SS of the anti - collision should be adopted. (3 ) The anti - throwing network of full - closed form or semi - closed form can be determined according to the position of the highway bridge. (3) The anti - collision and anti - throwing network can be rebuilt according to the real engineering requirement, or the scheme of the more safe, reliable and operable strong rigid frame bridge can be used for the existing highway bridge.

Research conclusions :(1) The rule of the ground surface settlement for the loess subway shield across the existing Lianyungang - Lanzhou railway was forecasted by the FLAC3D numerical simulation analysis; when shield construction without control measures，the settlement of roadbed upward the right tunnel axial line is 20. 48 mm， the settlement of roadbed upward the left tunnel axial line is 12. 85 mm，they are both beyond the allowable value; when shield construction with control measures for reducing the construction risk of the subway shield across the existing line，such as control earth pressure strictly，shield impelling in uniform speed，control the injected amount strictly，reduce the change of the shield impelling direction， etc. The settlement of roadbed upward the right tunnel axial line is 5. 44 mm，the settlement of roadbed upward the left tunnel axial line is 4. 95 mm，they are within the allowable value. (2) The result of the site monitoring indicates that the deformation rule forecasted by the FLAC accounting match with the true value basically，the deformation of the surface and the railway roadbed is allowed. The measures for reducing the construction risk of the subway shield across the existing line proposed is reasonable and effective. (3) The research results can be used in construction control of deformation for the loess subway shield across the railway.

Research conclusions :(1) The macro expression of the concrete failure can be unified with the micro changes and the representative volume element can be used as the study objective of the fluid - solid coupling of the tunnel lining. (2) The fluid - solid coupling model for the seepage field， stress field and failure field of the tunnel lining with high water pressure and the iterative method can be used to enhance the model feasibility. (3) In the calculation of the real consumption，the calculation and simulations can be made to express the lining failure on consideration of the situation with the coupling or with no coupling for more objectively reflecting the actual situation by using fluid - solid coupling model. (4) The fluid - solid model is available for the healthy monitoring and maintenance of the tunnel.

Research conclusions :(1) The study showed that there are lots of enxo souces in tunnel deformation monitoring used 3D laser scanner and the ee'ors caused by ranger, scanner goniometer, environmental impact, and data processing can be be weakened or controlled with appropriate measures. (2 ) Though changes in the diameter of the tunnel, the tunnel profile disturbance frequency and tilt do not affect the deformation monitoring error , but system noise and random noise affect deformation monitoring error greatly. ( 3 ) As long as the shielding rate is less than 60% , the deformation monitoring analysis and error analysis methods are effective for large number of obscured data sets. (4) The research results can be used in tunnel safety monitoring.

Research conclusions :(1) The water - binder ratio of the air –tightness concrete should be less than 0.4， no bigger than 0. 45. (2) The silt content of the fine aggregate should be not more than 2.5%. The silt content of the coarse aggregate should not be more than 40 mm，with maximum grain size of no more than 40 mm. (3) The elongated flaky particle content of the coarse aggregate should be strictly controlled，and the ratio of the sand and the aggregate should be more than 36%，and the ratio of the sand and the aggregate should be big as much as possible if allowable. (4)The binder content of the air - tightness concrete should be more than 380 kg for 1 m3 concrete. (5) The silica fume and fly ash are good for improving the air tightness of the concrete. (6) The water reducer and compacting agent are able to improve the air tightness of concrete. When many additives have to be used， their adaptabilities should be tested to make them adaptable each other for obtaining the best air tightness. (7) The C-S-H alkalinity of the cement hydration product can be decreased and compactness can be increased by using silica fume and fly ash. In this way，the directional arrangement of Ca ( OH) 2 at the aggregate interface can be improved, the production of ettringite can be reduced and the air tightness of concrete can be enhanced. (8) The research results can be used in preparation and constmction of air tightness of concrete for the gas tunnel.

Research conclusions: The quota subitems of the static fine adjustment and dynamic fine adjustment of the catenary of high - speed railway should be set up separately，and the subitems of the dynamic fine adjustment should include the those for the speeds of 250 km/h， 300 km/h and 350 km/h respectively. Under the condition of the reasonable construction organization，the consumptions of the labor s and materials for the static fine adjustment and dynamic fine adjustment should be determined and the comprehensive production should be estimated. The final base price of the static fine adjustment is 3 350. 58 yuan for one catenary per kilometer and the base prices of the dynamic fine adjustments are 4 427. 13 yuan，5 060.29 yuan and 6 481. 25 yuan respectively for one catenary per kilometer for the speeds of 250 km/h，300 km/h and 350 km/h.

Research conclusions: (1) The design of transfer system in Wuhan Urban Transit is relatively practical and has its own advantages compared with transfer system in Beijing and Guangzhou. (2) The lack of consideration among transfer design and Line - one’s affect the efficiency and the level of customers’ experience. (3) The designers should consider the development of the city and regional planning to leave enough space for the future development. (4) Proper solutions should be used while in operation to make up the disadvantages from designing.

Research conclusions :(1) Moving the first support position up was conducive not only to control the pile deformation， but also to control strength of the pile body. (2) It was effective to reduce deformation of the retaining structure by in- creasing the support stiffness when the support stiffness was smaller. (3) It was not economical to control the deformation of the retaining structure by increasing the support stiffness when the support stiffness was larger. When it was the same reinforcement thickness in passive area，it could better control the deformation of the retaining structure and im- prove the stress of the retaining structure selecting the reinforcement below the bottom excavation surface than selecting the reinforcement above the bottom excavation surface. (4) As the excavation depth increased，the maximum displacement of the pile body gradually moved downward， And the producing maximum displacement position would change by the difference of the support stiffness and the support prestressing.

Research conclusions :(1) The test results show that the fatigue strength of lightweight aggregate concrete stud connectors guaranteed rate of 50% and 97. 72% is respectively 126. 7，105. 5 MPa. The difference between the results and other related research results on ordinary concrete stud connectors is little， and is higher than the corresponding standard value of the Eurocode 4. (2 ) The fatigue curve and fatigue failure mode with ordinary concrete headed stud connectors are similar，indicating that the lightweight aggregate concrete used in the shear stud connectors is feasible. (3) The research results can be popularized in similar engineering，such as composite beam bridge and so on.

Research conclusions :(1) By using analytic hierarchy process method and expert scoring method, the weight and ordering of risk factors can be get from the qualitative analysis and quantitative comparison. (2) By using sensitivity analysis method, the main controlling factors of the risk events and the influence law of the risk factors can be found out. (3) Paste comprehensive evaluation method can be used to assess and evaluate the risk of roadbed of mountain railway. (4) The main path and possible path to ultimate risk can be found out from the risk mutual relationship diagram. (5) The ideas of risk identification and management for railway subgrade construction that formed from this paper’s research, has a guiding significance for design, construction and operation.

Research conclusions :(1) Safety monitoring and forewarning management in metro construction consisted of three aspects， including safety risk identification， safety monitoring， and safety forewarning management. (2) During the safety risk identification process， potential risks related to construction schemes should be defined in the pre - construction stage， as well as the critical risk factors and their specific control solutions. Meanwhile， safety risk forewarning system should be established in the construction stage，attempting to track and monitor the safety risks in the real time. (3) With regard to the safety monitoring process，the safety monitoring scheme should be worked out in the pre - construction stage， and the key of the scheme was to determine the monitoring items. (4) For the safety forewarning management，the forewarning alert was divided into three levels，data - level，site - level and field - level， and then the warning standards and response strategies of four grades，red - grade，orange - grade，yellow - grade and green-grade，were proposed in accordance with the risk gradation. (5) The management capacity among project participants involved in safety monitoring and forewarning management in metro construction was divided into two levels， qualified and unqualified level. Once qualified， the project participant should be ordered to carry out corresponding improvement and adjustment.

Research conclusions :(1) The entries should have a stable tendering team composed of the management persons， technical persons and businessmen. (2) According to the bidding documents，the tendering team should do a comprehensive study on the project feasibility and know the detailed information about the owner and the other tenders so as to make the suitable tendering decision. (3) The segment control should be strengthened to avoid making the small mistakes. (4) The development of the overseas market should be strengthened to seek the chance to cooperate with the overseas famous consulting enterprise for building the survey and design team which is good at the management and technology and familiar with the operational mode and rule of the overseas projects. (5) The study on the tendering strategy and organization for the railway survey and design presented in this paper can also provide the reference to the other in dustiest.

Research conclusions :(1) The management of the comprehensive project budget， as an internal management and control means，has been widely used in the areas of the industrial and commercial enterrises. But it has not been used comprehensively and deeply in the construction industry because of the industrial limitations. (2)The management of the comprehensive project budge is the whole process and all levels' budget management of allocating the various resources that needs all persons to take part in the management. In the construction industry， the management of the comprehensive project budget can be regarded as the forecast means in the integrated system of the construction progress， construction security，construction cost and construction fund. (3) The comprehensive management was used in the Yangtse River project in Wuhan. The business targets was achieved before the project completed and the project management level was improved much to make the project management being in line with the international standard. (4)The management of the comprehensive project budget can be used in the construction industry.