Research conclusions: ( 1) TSP 203 plus is a long distance geological prediction system，and the distance is in 100 ～ 150 m; ( 2) Application of TSP 203 plus in the advanced geological prediction can rapidly and accurately judge the geological condition of the predicted area and it is crucial to choice of the construction scheme and measures of the tunnel，with the obvious economic benefits． ( 3) The application of the TSP 203 plus in geological prediction of the F1 fault for the Gaozhuding Tunnel guaranteed the construction safety and speeded up the construction process while the some experiences of the advanced geological prediction for tunnel were accumulated．

Research conclusions: ( 1) Based on geology method，the type，location and scale of the karst cavity were predicted mainly by using the advanced geological forecast system TGP206． ( 2) The seismic reflection method was available for forecast of the structure profile of the long － distance unfavorable geological body． ( 3) The GPR was available for the forecast of short － distance unfavorable geological body．

Research conclusions: For the post － evaluation of landslide treatment，the 12 main factors that affect the evaluation results are listed，including the quantitative factors and qualitative factors． On consideration of the factors weights and experts＇ weights，finally the comprehensive landslide evaluation model is established to determine whether the effect of the Landslide treatment is reasonable and appropriate or not for providing the scientific，rational and theoretical basis to the post － evaluation of the landslide treatment．

Research conclusions: ( 1) The piecewise progressive destroy results from the combined effect of force condition and the soften characteristics of charcoal mudstone，with slippery characteristics playing a major impact; thus the charcoal mudstone should be paid special attention to in construction． ( 2) Anti － slide pile is considered as a major remediation towards such landslide，however，because of the landslide＇s deformation displacement and the limited time，it is better to use the AF＆SPP( Anchor Frame and Steel Pipe Piles) methods on landslide management．

Research conclusions: ( 1) the factor of safety and critical sliding surface for soil and rock slopes calculated from the proposed approach are in good agreement with those from 3D rigid limit equilibrium method and 3D shear strength reduction method． ( 2) 3D problem shouldn＇t be modeled as a 2D one owing to obvious spatial effect when the axial length of slope is short，the factor of safety obtained by 2D method is conservative． However，the stability analysis for 3D problem can be approximated by a corresponding 2D problem when the axial length of slope reaches a certain value．

Research conclusions: ( 1 ) The practical strain wave propagates within limited depth and its elastic deformation is generally small under 5m of the subgrade ． The proportion of the elastic dynamic strain is small with less than 0． 06% and it decreases with increase of the depth，so the elastic dynamic strain makes little impact on the post － construction settlement of the soft soil subgrade． ( 2 ) After doing the dynamic tests of 1． 5 million times，the subgrade plastic deformation values are as follows: the plastic deformation of graded crushed stone subgrade is 27． 35mm and the loose soft plastic deformation is 2． 67mm． The impact of the dynamic load on post － construction settlement mainly reflects in bedding，and the post － construction settlement is stable after 1 year．

Research conclusions: Red clay foundation settlement was calculated by E S method，e ～ lg p method，3D stress method， secant modulus method and field test method，by which following conclusions could be drawn: settlement obtained from theoretical methods varied linearly with load increasing，however，significant deviation appeared with heavy load． Calculated settlement by layer － wise summation method was closest to measured value，while 3D stress method and secant modulus lead to a significantly larger settlement． Based on measured settlement，all calculations were modified in which ES method resulted in a closer curve.

Research conclusions: In this new composite foundation，the CFG piles bears the most loads of the soiling filling of subgrade，the MIP pile bears some loads of the soil filling of the subgrade and the soil between piles bears a little load of the soil filling of the subgrade． They bear the load together and it satisfy the bearing capacity of the subgrade and fit to the design concept of the composite foundation． This new composite structure can control the total settlement and uneven settlement while make the rapid completion of the foundation settlement to ensure that the post － construction settlement can meet the code requirement and the track stability of high － speed railway is good during the operation． The research result is of the great significance and reference to the design and construction soft soil foundation．

Research conclusions: The monitored data obtained since 2007 show in the warm permafrost region，only the shadow parts of the rubble convection subgrade and the base of the slope can be cooled by adopting the rubble convection subgrade and convection berm and in the low － temperature stable permafrost region，application of rubble convection not only cools the subgrade base，but also plays a certain role in restraining the back slope and front slope．

Research conclusions: The vertical track irregularities produced the obvious impact on vehicle vertical vibrations． And the track direction irregularities produced the obvious impacts on both vertical vibrations and transverse vibrations． In order to avoid the resonance of the train at the speed of 110 km / h，the track irregularities of 2． 5 m，3． 72 m，20 m and 28 m wavelengths would be controlled．

Research conclusions: The analysis results show that the periodic track irregularities on the bridge may be mainly caused by the concrete ＇s shrinkage and creep or the low stiffness of bridges． In addition，the irregularity of the 32 m －wavelength on the bridges is exactly in the ranges of sensitive wavelength of the trains at the speeds of 160 km / h and 200 km / h． Under the same amplitudes，the maximum vertical acceleration response is got at the speed of 200 km / h and the maximum unloading rate response is acqured at the speed of 160 km / h，and when the amplitude reaches at 7 mm，the vertical acceleration is over 0． 15 g，which exceeds comfortableness index Ⅱ． So it is necessary to treat the track irregularity on the bridge．

Research conclusions: By adopting the technology presented in this paper to widen and splice bridge，the born loads of the widened bridge and primary bridge are specialized with no influence each other． In this way，the construction procedure is simplified，the reinforcing steel bar quantity of primary bridge is reduced，the construction difficulty of bridge splicing is cut，no influence is produced on the original highway traffic，the construction safety is ensured and the construction cost is reduced，obtaining good economic benefits．

Research conclusions: The heat － harm in the studied area was generally distributed in the west area from the north and in east area from the south，obviously controlled by the fault，and concretely speaking the heat － harm was mainly distributed in granite and metamorphosed rock regions． Along the C12K route，there were four sections where the hot water － bursting was easy to happen， featured with the fault concentration， located in the magmatic area and metamorphic areas or catchment basin edge．

Research conclusions: The longitudinal uneven settlement of the tunnel will make opening of the circumferential seam and weaken the property of the water resistance of the elastic gasket，resulting in water leaking between segments． The long coefficient influenced by the circumferential joints produces little impact on circumferential seam while the stiffness ratio of the different circumferential width and different bolts with the concrete will produce a certain impact on the opening of the circumferential seam． The big stiffness ratio of the circumferential width and bolts with the concrete is not good for the waterproofing of the joint segments． This research can provide the reference to the waterproofing design and maintenance of the tunnel．

Research conclusions: At present，the problems in the energy － saving and emission reduction of highway tunnel in China mainly relate to the balance of economic and social benefits，wide application of the of energy － saving products and technology，standardization of the statistical index system for energy － saving，special fund for energy － saving and emission reduction and the supported of the relevant policies and regulations． The factors that affect the energy － saving and emission reduction include civil engineering structures，mechanical and electrical facilities，traffic characteristics， economic capacity and natural conditions． The countermeasures for the energy － saving and emission reduction of highway tunnel include the energy － saving by the structure，the energy － saving by technology and the energy － saving by management．

Research conclusions: By means of the novel safety assessment method based on ETA and improved LEC，The safty quantitative analysis for typical RPSS example is presented，criticality indices of power supply facility and so the risk grade of system are got respected． The validity of the safety assessment method and quantitative indices put by the paper is convinced．

Research conclusions: Through comprehensive analysis and evaluation，we get the changeable regular pattern． Among the law，the horizontal displacement of digging deep retaining wall incremental growth from blew to top; during excavation，support axial force have obvious change，and ultimately to stabilize． Through the comparison of software， the conclusion was found that first line support for Foundation pit using reinforced concrete support is more reasonable，and exerting prestressing force on support is effectively to inhibit lateral displacement of diaphragm wall and soil．

Research conclusions: ( 1) The ground surface settlement during the underground structure being constructed may be larger greatly than that during the foundation pit being excavated when the underground structure is built in the soft site． Accordingly，the deformation of the foundation pit during the underground structure being constructed must be intensified． ( 2) The horizontal deformation of the support wall is very sensitive to the excavation thickness and the properties of soil layers every time． It is obviously that the cumulate horizontal displacement of the support wall becomes increasing faster with the excavated depth of foundation pit increasing． ( 3) When the excavated depth of foundation pit and the thickness of soil layers laying under the bottom of foundation pit change obviously，the differential settlement of upright column must be considered carefully． ( 4) The space － time variation of the foundation deformation is obviously when the soft soil layers existing around the foundation pit． The excavation size of soils must be designed carefully．

Research conclusions: The adaptabilities of the lectotype designs of the main shield system to the construction condition，such as physical structure，cutter head，drilling and excavation of shield machine，should be ensured to reduce the excavation risk except the necessary measures should be taken．

Research conclusions: The attenuation law relied on the blasting type for excavating the working face． With the number of blasting initiation section increasing，the K value of the attenuation formula decreased gradually; and the α value basically remained unchanged． According to the variation law and influence factors of K and α values，the additional measures were taken，such asundermining the central hole，improving the initiation blasting order and reducing the folder effect of blast，to reduce the velocity of blasting vibration to below 1． 5 cm / s．

Research conclusions: For solving these problems，it is necessary to further improve the legal system，normalize the all actions related to bidding，speed up the construction of credit evaluation system，manage the market by the different levels，promoter the EPC project，improve the project cost management system，normalize the payment and return of the guarantee deposit，cut the burden of the enterprise，establish the strict claim system and guarantee the legal benefits of the enterprise so as to ensure the healthy development of the construction industry．

Research conclusions: Based on the traditional management mode of design，bidding and building ( DBB) ，the thoughts on the system － engineering － based closed loop management mode for the railway engineering project includes the following seven management elements: the project approval， index design， bidding， engineering management，engineering supervision management，works acceptance and project evaluation． Based on this mode，the all roles related to in this management mode are sorted． The management of the railway engineering project is a complicated systematic engineering． Only one management mode can not cover and contain everything and the relatives managements are needed． This research result is of the great significance to the management of the railway engineering project．

Research conclusions: For guaranteeing the quality and actual effect of the BT project，the government departments should adopt more flexible and wider competition modes for granting BT project． The government departments should grant the BT project to the high － qualified，perfect overall strength and good reputation enterprises by adopting many ways，especially adopting the bidding way． The state should issue the special law on standardization and regulation of the legal problems in application the BT mode．