Research conclusions: (1) In dividing the investigation stage，they are almost the same，but the highway engineering geological investigation focuses on the preliminary investigation and detailed investigation, while the railway geological investigation focuses on the preliminary investigation, location investigation and supplemental locational investigation. (2) The qualitative description is used for the surrounding rock classification of the railway tunnel along with the multiple indicator quantitative evaluation，while the quantitative evaluation-based multiple parameters method is used for the highway tunnel. Their results have a little gap. (3) There are gaps in discrimination of the unfavorable geological conditions and special rock soil，such as sand liquefaction and expansive soils. (4) There are gaps in soil classification, such as the classifications of the boundaries gravel soil particle size, the clayey soil plasticity state and the soft soil. (5) There are big gaps in evaluation of the water and soil corrosions.

Research conclusions: The 30 cm thick Rayleigh wave weighted average method retains the feature of testing in-situ original data, and the comparative evaluation to the transition section is easily to be made with this method. The statistics of the tested data indicates that the change regulation of the wave velocity of the subgrade in the transition section along the depth is of first decrease and then increase. The bearing capacity of the 0-1.2 m deep subgrade can not meet the requirements of raising speed, so this subgrade needs to be reinforced severely. The bearing capacity of the half of the 1.2-2.4 m deep subgrade can meet the requirement, so the targeted reinforcement should be conducted. The bearing capacity of 2.5 m below subgrade (embankment) can meet the almost all requirement, so it needs no reinforcement.

Research conclusions: (1) For accurately knowing the regulation of the ground deformation of the Daqing area, the dynamic monitoring system for the ground deformation should be established to monitor the characteristics of the settlement and deformation of the quaternary system and the uplift deformation of the cretaceous system. (2) The mode of displacement of oil by chemistry should be used，the pressure of water-filling should be controlled，the pressure field should be balanced as much as possible，and the oil well and water-filling well near the railway should be removed or modified. (3) Based on the dynamic monitoring system，the coupling model for the groundwater exploitation，oil extraction，water filling and ground deformation should be established to forecast the occurrence and development trend of the ground deformation for providing the forecasting and warning to the railway engineering accurately. From the analysis it is concluded that with the improvement of the oil extraction technology, the reduction of underground water extraction and the establishment of the dynamic monitoring system，the ground deformation will be effectively controlled and relieved and the ground deformation will not produce the large influence on construction of the Harbin-Qiqihaer Passenger Dedicated Line.

Research conclusions: From the analysis it is concluded: (1) The French norm stipulates that the in-situ testing data can be used for calculation of embedded depth of foundation in construction drawing stage, while the laboratory data can be used for the preliminary design. These are clearly different from the domestic practice. The application of the standard penetration, dynamic sounding, static sounding and other techniques has big limitation. So in this project, the pressuremeter test is the only way to get the in-situ data. (2) PMT has a wide applicable range, with the features of easy operation, reliable parameters and mature calculation method.

Research conclusions: The selection of track structure should enhance the load bearing capacity of the whole track structure uniformly. The U71Mn rail，ballastless track and suited rail fastening system should be used in order to increase the utilization ratio of the intercity railway. When the railway passes the large terminal，according to the difficult level，the ballast track can be used to reduce the influence on the engineering in the terminal because there are many tracks and various kinds of turnouts in the terminal. In addition，when the railway passes the area with dense population like downtown area，the measures for reducing vibration and noise should be taken to reduce the influence of train running on environment.

Research conclusions: From the construction of the cement emulsified-asphalt mortar layer of the ballastless track of the Hangzhou-Ningbo Passenger Dedicated line，it was concluded the development organization would begin with strengthening the management to focus on the system building, personnel training, source control and process management to form a full set of the technical management system for the construction quality control of mortar filling layer.

Research conclusions: (1) To determine the reasonable sizes of the turn table and ball joint and analyze the local stress of the special position of the turn table are crucial to design of the rotatianal structure when the weight of the rotating body is heavy. (2) To calculate the unbalanced rotating torque and set the rotating eccentric are the ways to overcome the influence of the plane curve. (3) The theoretical calculation results of the unbalanced rotating torque， rotating eccentric，eccentric and friction coefficient can be verified by doing the weighing test and counter weight test.

Research conclusions: From the research on the reinforcement technology for treating the earthquake disaster of the Bridge 1# in Mianzhu of the Deyang-Aba Highway, it can be seen it is very important to do the following works well: (1) The shelling-out and high pressure grouting should be conducted to the crack. (2) The in-site reinforcement and replacement reinforcement should be conducted. (3) The original pier reinforcement and replacement reinforcement should be conducted to the damaged pier. (4) the reinforcement should be conducted to damaged stuck steel plate of the girder. (5) The replacement reinforcement should be conducted to the damaged bridge deck.

Research conclusions: The tri-piece and double assemble rhombus truss structure was used for the 2X108m T rigid frame as the main frame to bear the load. (1) The member bar met the requirement of the load bearing, the maximum deformation of the suspending system on the bottom die platform was 11.3 mm, the maximum deformations of the internal and external sliding girders and suspension were 7.2mm, the maximum deformations of the front top cross girder and rhombus truss structure were 25.1 mm, the maximum deformation of the rear anchorage system was 1.7mm and the load bearing and deformation of the member bar of the suspended scaffold was in allowable range. All these met the requirements. (2) The suspended scaffold weight was less and it could save the cost. (3) It was easy to operate and it could speeded up the construction process on the premise of ensuring the construction quality. (4) It could provide the reference to the similar works.

Research conclusions: From the analysis it is concluded: (1) The water bursting of the karst tunnel relates closely to the storage volume and water pressure of the static water in the karst cavity and to the connectivity of the underground water system. (2) When the tunnel pass the high-pressure and rich-water karst stratum, the advanced geological forecast work should be well done. It is recommended to use the advanced horizontal drilling method along with the peripheral drilling method for clearly exploring the engineering geology, the features of hydrogeology and the boundary condition of the karst cavity, and the reliable engineering measures should be taken in advance to ensure the construction safety, the structure stability and the operation safety.

Research conclusions: Combining with the real problems in design and construction of the waterproofing and draining facilities for the planned tunnel and the tunnel under construction and the application of the new technologies and new materials, it is proposed that the new type heat insulating material should be used for the heat insulating ditch, central deep buried ditch, cold-proof weepage hole and heat insulating blind ditch to reduce construction process and the construction difficulty for thoroughly solving the freeze injury of the tunnel in cold region.

Research conclusions: The construction methods of the cracked dolomite tunnel in rich-water and high-pressure zone must be chosen scientifically and flexibly. On the premise of ensuring the structure safety, the construction scheme should be optimized as much as possible to cut the construction cost. In general, the full-face curtain grouting technology should not be used because this technology is complex, the construction progress is slow and the construction cost is high. But the construction progress and the construction cost is fairly reasonableby using the bench cut method. Priority should be given to the bench cut method.

Research conclusions: (1) Most of forecasting methods have limitations at present, so it is necessary to correctly understand and analyze the forecasting result. (2) Under the complicated geological condition, the comprehensively advanced geological forecasting should be conducted with many methods to verify and supplement them each other. (3) The forecasting reliability and precision can be enhanced by using the synthesized parameterand and space forecasting theory, method and technology.

Research conclusions:The JGMZY 10 type multi-functional operation vehicle for tunnel has the following features: (1) Its structure is simple, its design is reasonable and its operation is easy. (2) The mechanizations of the installations of the arch and waterproof plate can be achieved by using the JGMZY 10 type multi-functional operation vehicle for tunnel and it meets the mechanized construction requirement by the Ministry of Railways. (3) Its application in construction of the Fajishan Tunnel shows the working efficiency can be much enhanced by using it.

Research conclusions: (1) The slope of registration arm relates to the contact wire tension, the first dropper position, the stagger, the span length, the weights of registration arm and clamp, the curve radius and the superelevation of outer rail. (2) From the research presented in this paper, it is concluded when the other main parameters of the catenary are constant, the slope of registration arm of the catenary of 300 km/h or above high-speed railway is not less than 8 degree in straight line section, and in the curve section the slope is not less than 6 degree and the maximum slope is not bigger than 16 degree. (3) To guarantee a good slope of the registration arm, the catenary stagger is ±200 mm in both sections of straight line and curve with large radius, and the distance from the first dropper to the registration point is 5 meter. It can be as the reference to the similar works.

Research conclusions: From the interpretation of the term of the electromagnetic radiation, the analysis of the standard and test data on the electromagnetic impact of the substation at home and abroad and especially from the analysis of the test data for the existing main substation, it can be seen the main substations electromagnetic impact on the surrounding environment comes from three aspects: One is from the power frequency electric field, the other one is from the power frequency magnetic field and the final one is from the radio interference. Among them, the radio interference can be negligible and, the impacts of the power frequency electric field and magnetic field effect are far below the standard limits at home and abroad and basically equal to the general atmospheric background values, without any impact on the surrounding residents.

Research conclusions: For the high-speed railway's traction substation 220kV lines on the power system side, the double optical fiber current differential protections should be used as the main protection configuration for the whole line, and the distance protection, current quick-breaking protection, over current protection and zero-sequence current protection should be used as the backup protection. The over thermal load protections of the 220 kV traction transformer and feeders should replace the traditional timing and limiting overload protection

Research conclusions: The three lines of defense should be built for the lighting protection for the substation to avoid the hit of the lighting strike to the substation devices, and the three level prevention should be built for avoiding the appearances of the failures of the low-voltage devices of the substation caused by the rising earth potential or the induced voltage and the induced current. Also the measures should be taken for the earthing system to make it in the good working state The lighting protection engineering for the substation should have the means mentioned above.

Research conclusions: As the water reduction engineering is strong in speciality and obvious in territoriality, the similar experience is very important. For the water reduction in loess sand stratum, the reasonable scheme for the water reduction should be chosen after making the comparisons in economics and technology according to the engineering geological features, the shape and the size of the foundation pit and the experience of the similar work. In the course of implementing the scheme, the effect of the water reduction should be monitored to analyze and optimize the scheme timely and take more effective measures. For the small foundation pit in Xi＇an loess area, the deep well and pipe outside of the foundation pit are used for the water reduction when the width of the foundation pit is less than 20 m. When the width of the foundation pit is more than 20 m, the wells and pipes inside and outside of the foundation pit should be used for the water reduction.

Research conclusions: The research showed in order to make the dewatering reasonable and effective, the following works must be done well: (1) The geological and hydrological conditions had to be well known before the dewatering engineering began. (2) The dewatering well had to be laid out reasonably in order to give the full play to the dewatering well. (3) The dewatering checking had to be precise. (4) The engineering organization had to be scientific. (5) The engineering management had to be strict. (6) The dewatering monitoring had to be accurate to avoid the appearance of the unexpected accidents.

Research conclusions: Through this research, the enterprise groups IP Phone system solution, which is based on a built corporate office network extra IP Phone gateway devices, is feasible. The example shows that the IP Phone system solution is more economic than the PSTN phone system. It can save a substantial amount of telecommunications network usage costs for enterprises every year, and reduce the operating costs of enterprises. Therefore, the IP Phone system is direction for the further development.

Research conclusions: The result shows the initial traffic volume composition of the Wuhan-Guangzhou Passenger Dedicated Line possesses the characteristics that the induced traffic volume is bigger than the lost traffic volume in the north areas to Yueyang while the lost traffic volume is bigger than the induced traffic volume in south areas to Yueyang. Though the occupancy rate of train is from 36.37% to 80.01% in the different areas, but the completed local railway passenger traffic volume and the utilization rate are low. It is proposed that in this case, the government should regard the high-speed railway as the public welfare undertaking and give the appropriate subsidy to the railway to assist the operator reducing the price of train ticket for enhancing the occupancy rate and giving the play to the high-speed railway, so that the ordinary people can afford and enjoy the efficient travel services of the high-speed railway.

Research conclusions: The discretization of probability function varying with time and relating to seasonal disaster to the railway is conducted with the probability theory to consider the seasonality in the economic evaluation of the various seasonal disaster prevention engineerings. The result shows that the ratio of the net present value and benefit-cost is more realistic on consideration of the seasonal factor. Therefore, considering the seasonal factor is better than assuming the uniform occurrence of disasters, and its calculation result for evaluating the economic feasibility of railway's seasonal disaster prevention engineering is more scientific.