Research conclusions：(1)If the line is introduced into the Harbin West Station through the existing railway line，although it needs more investment and has more moving works to be done，but it coordinates with the network planning and the urban construction planning， and the train from the southeast direction via the other lines can enter into the Harbin West Station for convenient Passenger transfer． (2)If the line is introduced into the Harbin West Station from the south．although the line length is shorter and the less investment is needed，but the line cuts the city proper and it can not meet the requirements of the network planning and the urban construction planning.

Research conclusions: Both of the Track Schemes and Direction Schemes have their advantages and disadvantages．When the connecting track is led and existing track is led into the out station，it has less influence on the station throat and the existing railway． But when grade of connecting track is higher，it needs the bigger radius and the unuseful area increases，so the demolishing work will increase when the connecting track crosses the city proper． Both of the Track Schemes and Direction Schemes should consider the factors of the city layout，facilities of the existing station，city planning and the influence on the railway safety to determine optimal scheme．

Research conclusions：By comparing the geological conditions of different schemes and combining with topographic conditions，the scheme of excavation along the broad and gentle trough valley of synclinal shaft was chosen to keep away from the instable expansive soil slop and landslide，reduce the route length of passing through the bedding，karst and soft soil region and cut the proportion of tunnels and bridges．Although the total track length increased by 200 m compared with the initial scheme，but the engineering investment and operation risk decreased significantly and the geological conditions was optimal．

Research conclusions:(1)The karst is the most unfavorable geological object and has huge harm and impact on the railway construction.(2)The major unfavorable geological problems of the mineral deposit and the mined一out area are crucial to the railway construction. The railway should keep away from the small mining areas as much as possible.(3)The major geologic structures of the mining area are the north一south，east一north and north一north structures. The railway also should keep away from the fault zone that stretches along the layer In the meantime，the height of the side slope should be strictly controlled，and the measures of reinforcing the side slope and cutting and preventions of the tunnel's bedding sliding and bias pressure should be taken.(4)The railway line's expansion program should as much as possible avoid changing or demolishing the building which would cause resurrection of geological disease.

Research conclusions: The tertiary system sandstone has unusually complex water － stability characteristics． Affected by the disturbance of surrounding rock and groundwater，its stability becomes worse obviously with time going on． Such situation was rarely seen in construction of underground cavern at home and abroad． The advanced lowering the groundwater for controlling the rate of water content of the surrounding rock below the the rate of water content of the plastic deformation of the sandstone rock and keeping the surrounding rock in basic stable state are the effective ways to solve the stability of the tertiary system sandstone．

Research conclusions:(1)By using the fuzzy comprehensive evaluation method，the regional stability of the Weinan area is divided into four grades:the stable region，the basically stable region，the less stable region and the unstable region.(2)The unstable area includes the delta zone surrounded by the fault zone on the south bank of Weihe River(F3)，the fault zone before the Weinan loess tableland(F4)，the fault zone before Qinlin Mountain(FS)and the Jiaoxie一Weinan fault zone(F8).The newly一built railway and highway should keep away from the unstable region. If the newly一built railway and highway have to pass the less stable area or the hidden active fault zone，they should avoid the active fault zone before the loess tableland or pass the hidden active fault zone with the big angle.(3)When the railway and highway pass the basically stable area，the measures for the seismic resistance should be taken on consideration of the slope stability，the loess collapsibility and the sandy soil liquefaction.(4)the subregions of the regional stability of the Weinan area fill the vacancy for the regional stability evaluation，and have the guidance to the scheme selection of the railway and highway built in this area.

Research conclusions:(1)For the small一sized mined一out region，the survey should be conducted from the big area to small area for knowing the overall condition of the mined一out region in macroscopic view first and then studing the area where has impact on the railway construction.(2)For the survey，first of all，the geological survey should be conducted，then the geophysical prospecting should be conducted and finally the exploration drilling should be conducted for verification， supplement and combination each other.(3)The key points of the survey should be made clear and appropriate method for the stability assessment should be chosen according to the different types of the mined一out region and the engineering features.(4)With the roof collapse blocking up method and the manual method，the checking calculation was made for the stability of the mined一out region. From the calculation result，it was concluded it was unnecessary to treat the mined一out region of Shangzhichang Mine.

Research conclusions:(1)If the soft rock mass meets water, the wedge一shape cracking disintegration will happen to the soft rock mass under the effect of the wedge一shape cracking expansionary force and the strength of soft rock mass decreases obviously.(2)The mechanism of the deformation destruction of the nearly horizontal soft rock mass slope is as fellows:When meeting water, the nearly horizontal soft rock mass engenders vertical wedge shape cracking and the crack develops deeply under the effect of the wedge一shape cracking expansionary force. When meeting the special layer，the nearly horizontal soft rock mass produces the shear fracture destruction along the layer to cause the rock mass unstable and moving along the hollow surface to produce landsliding under the comprehensive effects of wedge一shape cracking expansionary force，hydrostatic一pressure，gravity and uplifting pressure and less strength.(3)The wedge一shape cracking expansionary force plays a key role in the course of deformation and destruction of slope.

Research conclusions:(1)By dynamic Tri一axial test and shaking一terrace test，the gravel一pile consolidation measures are effective reinforcement for the liquefaction foundation of tonghai basins.(2)The liquefaction resistance of silty sand and silty clay foundation has a significantly increase by the compaction and drainage effection of gravel一pile.(3)Under the seismic loading condition，the main liquefaction foundation area is out of embankment slope. The foundation of embankment has not liquefied，pore pressure ratio of which is much less than 0. 8. (4)For the foundation out of embankment slope，pore pressure ratio has increased rapidly when the liquefaction occurred.(5)For the liquefaction foundation，the reinforcement area is still need to be studied.(6)The liquefaction resistance of other reinforcement measures(Such as:cement一soil mixing piles，CFG piles，etc.)are needed to be further studied.(7)Shaking一isolated measures at toe of slope are recommended，and should be conducted a thorough study.

Research conclusions:The applicable examples show that the autodesign of railway profile by making the grade simulation and many consraints processings can quickly find the initially valuable profile scheme and it can provide quick reference to the railway profile design and optimization. On the basis of the achievement of the autodesign，the differential evolution Algorithm一based optimization of the railway profile can improve optimization speed and effect. The efficiency and quality of railway profile design can be much improved by adopting the autodesign，automatic optimization and automatically normal checking.

Research conclusions:The twin一locomotive traction on the whole railway line or in certain sections of the line can not give the superiority of the large ruling gradient，with high operating expenditure and inconvenient transportation organization. By adopting both maximum ruling gradients of 6‰and 9‰ the single locomotive can be used for the whole railway with smooth transportation organization.It is recommended to adopt the maximum ruling gradient of 9‰ because it suits the landform along the line，saves the construction investment and cost and obtains the maximum overall benefits.

Research conclusions:(1)The steel box pile enclosure structure can completely meet the requirements of stiffness and strength of foundation pit.(2)The steel box pile enclosure structure can be widely used in coastal soft soil area and river terrace zones.(3)The piling and pile pulling can be done by using existing equipment(4)When using the steel box pile enclosure structure，it is unnecessary to drill hole or dig trench，so there is no mud pollution.(5)By simplifying the design and construction work，the construction progress can be speeded up.(6)The steel box pile can be used repeatedly，therefore，the resources and the cost can be reduced.(7)It can be widely used，so the good social and economic benefits can be obtained.

Research conclusions;This paper presents the technical guideline for identifying various risk accidents of the railway subgrade in soft soil area and for the relevant risk factors of each risk occurring thereof，application of the expert’s evaluation and analysis as well as analytical hierarchy process(AHP)for quantization and assessment of various risk factors thereof; simultaneously，application of the Lizheng software for sensitivity analysis of the risks in soft soil railway subgrade with vertical drainage consolidation subsoil and grain piles，reinforced soil pile composite subsoil. The results show in the design stage，post一construction settlement and stability are the greater influencing factors on the railway subgrade. Finally the steps and methods of risk prevention and management are put forward to railway subgrade in soft soil area.

Research conclusions:(1)Compared with the continuous beam plan，the frame pier h:}s the characteristics of strong ability of spanning, agile arrangement and good economical efficiency capability，so it is widely used. It solved the problem of the left interconnecting railway of the Beijing一Shijiazhuang Passenger Dedicated Line crossing the Beijing-Guangzhou Passenger Dedicated Line with small angle.(2)The structure of high frame pier system is simple with clear load bearing. After checking，all the indexes meet the demands of the ballastless track for deformation.(3)The dynamic analysis shows that when the speed of the train is at 240 km/h，the high frame pier can meet the traffic safety and stability requirements. (4)The hight of this high frame pier reaches the 38. 5m and it can provide the reference to the similar works.

Research conclusions:By analyzing the stresses of two models，the value and distribution characteristics of the secondary stress were obtained．The results showed that the influences of secondary stress on the lower boom，top boom And diagonal web members increased successively．In the node with supposing seal，the booms on the supporting seal would be strengthened because of the bigger secondary stress of lower boom．The secondary stress existed inevitably in the actual truss rod because of rigid truss nodes．So，in the actual structure design，the calculation with finite element would be made to define the adverse effects of secondary stress on the structure and the cross——section of booms would not be changed generally．

Research conclusions:For reconstruction project of the interchange bridge across the BeijiJing一Guangzhou Railway in Jingliang Road，the modal analysis was made and the calculation was made for the structural strength under E1 earthquake effect and the structure deformation under E2 earthquake effect. It proved that the bridge could meet the requirements of strength under E1 earthquake effect .Under E2 earthquake effect the maximum turning angle of the plastic一hinge region met the standard requirements. The maxium displacement of the pier top was 2. 59 em and it happened on the top of pier #5 under the exitation of artificial wave #3 .This value was smaller than the permissible value. The designed shear forces of the piers were much smaller than the permissible value. Therefore，this bridge structure could meet the designed requirement for safely and reliability and it could be as the reference to the similar works.

Research conclusions:The most advanced electrical technology，drive control technology，computer technology and network information technology are used to the train electrical traction system presented in this paper to achieve the goals of the electrical traction drive，electric braking，control，monitoring，information display and auxiliary power supply for ensuring the normal operation of the train． The train electrical traction system with full self intellectual property rights has worked successfully on the first － phase project of Kunming metro and the various functions and qualifications and the reliability of this train electrical traction system have been verified and checked comprehensively．The application shows this system can meet the technical requirements of the train of the first － phase project of the Kunming metro．

Research conclusions:From studying the optional passenger and freight traffic upgrading schemes for leading the Shenyang － Dandong Railway Passenger Line into the Benxi railway terminal，it is concluded the passenger and freight traffic upgrading scheme should consider the factors of the overall terminal planning，the functions and operation quantitis of the existing stations，the surrounding conditions，the economic factor，environmental protection，topographical and geological conditions and the construction risks． The optimal scheme is recommended through the comprehensive comparison of the optional schemes in technical and economical factors． This upgrading scheme can be as the reference to the similar works．

Research conclusions:The nonlinear stability buckling factor s of the structure was calculated on the basis of considering the geometric nonlinear and material nonlinear and exerting the initial geometric imperfection under the worst condition．The results of the trace analysis of the whole process of the eigenvalue buckling by using the nonlinear finite elements showed that the geometric nonlinearity of the structure was very strong and it was beneficial to the structure．The instability of the structure was the overall instability．In the case of the most unfavorable load combination，the analysis results of overall stability met the specification requirements．The analysis result of the overall stability on consideration of the geometric and material nonlinear truly reflected the overall characteristics of the structure ，and the analysis results could provide reliable theoretical basis for the structure design ．All of these can be as the reference to the similar projects．

Research conclusions:Based on the contrastive analysis，the drainage plan of building a longitudinal level grade to the main structure of the station and a bidirectional herringbone drainage under the station bottom is presented． It not only can meet the demands of the station function and the requirements of the corresponding standards in China，but also can reduce the difficulties of the construction and architectural decoration，enhance the precision of the civil engineering，decrease the process of the equipment installation，avoid the treatment of the elevation difference with other interrelated engineering and lowering the additional investment compared with the conventional longitudinal grade．In consequence，it is suggested to use the level grade widely in urban rail transit．

Research conclusions:In the process of network planning，the decision on the laying mode of the urban rail transit＇s track，especially the track located in the peripheral regions，should be deeply researched according to the plan，the current situation and implementation conditions． The positions of building the transition section of Xi ＇an rail transit should be as follows: In the east city，the transition section should be built near the Chanhe River，in the south city，the transition section should be built in the south area to the Hantian Avenue and the West Avenue，in the west city，the transition section should be built in west area to the Third Ring Road，and in the north city，the transition section should be built in the area to Zhengzhou － Xi＇an High － speed Railway．

Research conclusions:The scheme of installing two sets of frame leakage protection devices is recommended． Namely，one set is for rectifiers and negative pole cabinet and the other one is for DC switch gears． With this scheme，the scale influenced by the fault can be reduced，the power cut time can be shortened，the reliability of the DC power supply system can be enhanced and the best cost performance can be obtained． So this scheme can be widely used in the projects．In addition，it is proposed it will be better to use this scheme along with the scheme of adopting the breaker in the DC incoming switch gear．