Research conclusions: ( 1) When the research is done on leading the new railway into the existing railway，the railway alignment and the station where the railway will be led into should be chosen appropriately according to the arrangement of the existing railway terminal，the arrangement of the existing stations，the passenger and freight flows and the arrangement of large enterprises in order to make full use of the existing passages as much as possible for reducing the movement and disturbance to the large enterprise and residential area． ( 2) From the verification and economic choice of the schemes in the aspects of the arrangement pattern，engineering technical condition and construction difficulty of the Qingdao Terminal and its coordination with the city planning it is concluded the scheme of leading Qindao － Liangyungang Railway into the Qingdao Terminal is adopted．

Research conclusions: The scheme that Beijing － Kowloon PDL will be led into the existing Shangqiu Station and Zhengzhou － Xuzhou PDL will be led into the existing Shangqiu Station in parallel have evident advantage on station setting，engineering factors，passenger organization，use of the existing infrastructure and setting of contact line． So it is recommended in this paper．

Research conclusions: ( 1 ) The modified layer － wise summation method applicable to calculation of the red clay foundation settlement was offered by modifying the calculation formula of the layer － wise summation method on consideration of the influencing factors of the settlement correction coefficient，excavation disturbance and settlement completion rate． ( 2) This methods was approved reliable by comparing the settlement calculated value obtained by this method with the settlement monitoring data． ( 3) It showed this method was suitable for calculation of the foundation settlement of Wuhan － Guangzhou Passenger Dedicated Line and may provide a useful reference to the similar engineering．

Research conclusions: Based on the on － site investigation and the composition of subgrade filling of the existing railway，it is necessary to evaluate the subgrade of the existing railway section by section to reduces the negative influence caused by discrete data and improve the accuracy of the valuation results． The defect locations of existing Baicheng － Aershan Railway in bearing capacity and strength mainly concentrate in the range of 0． 0 ～ 0． 6 m of the road base＇s surface and 0． 6 ～ 1． 2 m range of the bottom． The deep filling should be conducted to them in a big range for more test and evaluation． The dynamic penetration test has features of simple operation and wide applicability，but itstest data is of big discreteness and how to reduce the error is the problem to be resolved in future． Compared with the Evd ，the K30 requires a lot of human and material resources and much time ． The comparative experiment can be done to the existing railways of different grade with these two methods to explores the relation between Evd and K30，and substituting Evd for K30 partially in the test points can improve the work efficiency． The defect position and scope of railway road base in the bearing capacity and strength can be accurately revealled by using the spectral analysis of surface waves along with the dynamic penetration test to evaluate the condition of the existing road base．

Research conclusions: During the the initial running of the train，the ground differential deformation along axial direction is big and the deformation change is variable． The settlements on the bottom and top of the tunnel lining trends to consistent． With the decrease of the buried depth of the tunnel，the foundation deformation increases． During loading of some times，the deformation on the middle part is big and decreases gradually along the longitudinal direction to the two ends． After long time running of the train，the deformation on the middle part increases，but its long － term effect should not ignored． Application of the plastic constitutive model can reasonably present the accumulation of foundation deformation under the effect of long － term load of the train．

Research conclusions: In general，when a new or additional railway under － passes the existing road bridge，the scheme should be reasonably selected on consideration of economic，technical，security and other factors． Minimizing the impact of construction of a new or aditional railway on the existing road bridge is crucial to construction of a new or additional railway under － passing the existing road bridge ． The pile － board structure was used for construction of Chongqing －Fuling Railway under － passing the Wutong road bridge to transfer the top load to the bed rock by the pile． In this case，the safety of existing bridge and the stability of the existing subgrade can be ensured ． This scheme is the best one because of minimizing the impact of railway construction on the existing road bridge．

Research conclusions: The construction technology for laying slab ballastless slab track in switch area on frame type bridge includes technologies of laying the extruded board and sliding layer with high stremgth，pouring the concrete of base layer，laying the switch slab，pouring the emulsified asphalt slurry，nailing the switch slab and producing lateral chock block． The construction technology for laying ballastless slab track in switch area on frame type bridge is very complex with many work procedures． It must ensure and strictly control the construction quality and precision in order to meet the requests of less maintenance and high regurality of slab ballastless track in switch area on frame type bridge．

Research conclusions: ( 1) The data obtained by CSAMT method: The subsurface section is divided into five regions: fault，anomaly gradation Ⅴ，anomaly gradation IV，anomaly gradation Ⅲ and gradationⅡ． The existence of Huangcaoba Fault is confirmed by the data obtained by CSAMT method and it provides the basis for the validity of the Gaoligongshan Tunnel project． ( 2) The data obtained by MT method: The MT method is the first time to use for the geothermic survey for railway tunne． For improving the transverse resolving of the MT data，a prospecting point is installed separately every 200 m while the prospecting point is generally installed every 1 000 － 10 000 m for surveying the regional structure for oil field survey． In order to enhance restriction faculty of the inversion model and the reliability of inversion result，1D OCCAM inversion plus 2D NLCG inversion are made through synthetizing the data of the TE mode and TM mode． There are six bigger and deeper faults( F7 － 1 ～ F7 － 6) in the site of the Gaoligongshan Tunnel and they may be the channel of the geothermic water． In addition，there is one suture zone in deep area at DK 214 + 400 and it is approximately upright and is extended downwards at least by 30 km．

Research conclusions: From the railway alignment，the locations of the geothermic tunnels in the section between Semai － Renbu of the Lhasa － Rikaze Railway are in the plateau and mountain areas with valley． The railway alignment should be away from the places of landslide，mudflow，talus，rock falling and fault as much as possible． Especially the alignment should be away from the geothermic development area． The track should cross the geothermic zone with big angle and passes through the zone by the shortest distance． A safe，reliable，reasonable and economic alignment is determined．

Research conclusions: For the soft rock deformation of the Tianpingshan Tunnel，the comprehensive survey was conducted and the analysis of the deformation range and deformation level caused by the excavation was made from the lithology characters， structure and ground stress． It can be seen from the current excavation that the prediction of the deformation of the the incline shaft 2 and the main tunnel that under － passes the Chaotang Fault Zone is rather reasonable and whether the prediction of the deformation of carbonaceous shale area is correct or not，it needs waiting for comparing it with the excavation result．

Research conclusions: ( 1) Compared with the composite lining structure，the contact pressure of single － layer lining structure is obviously bigger，and the maximum pressure is easy to occur at arch foot while the minimum prssure is easy to occur on inverted arch． The internal force of the secondary single － layer lining is obviously smaller than the composite lining． ( 2) The inner force in single － layer lining is firstly distributed following the supporting time and then distributed following the rigidity． ( 3) The YAI values of the surrounding rocks on the left and right arch web sides and arch foot are relatively small，and where is easy to destabilize，so the relative measure should be taken．

Research conclusions: The design concept and construction requirements of large cavity in tunnel are largely different from the tunnel in other places． The crossing rationality，the stability of fundament，the safety of structure and the feasibility of construction must be considered specially． There must be no any hidden trouble． The morphological features of cavity and the fillings must be checked out and meanwhile，the related karst geological condition and hydrogeological condition must be explored gradually． And after，the success can be achieved by taking the relative measures．

Research conclusions: The study results show that by using fireproof coating，the segment structure and its internal steel bar can safely withstand 250 degrees temperatures within two hours when firing． This study is significant to reducing engineering cost by application of reasonable fire － resisting material，minimizing the structural damage by fire，prolonging the service life of shield tunnel after fire and post － disaster repairing tunnel．

Research conclusions: According to the situation that there are many restraints factors on the project of the power supply of the substation for high － speed railway，this paper puts forward the safe，reliable，economic and applicable design principle for the power supply project，describes the short － term and long － term relations between the power supply capacity and the power demand and the relation between the power supply project and the investment for the pipes and digging ditches by the city，and introduces the key points and mattes for caution in the design． Especially this paper offers four design schemes of using traction power for the power supply to the large railway station building and railway terminal and it can provide the reference to ensuring the construction completion and strengthening the control of project cost．

Research conclusions: The steady arm grade in initial state depends on the design parameter of track，the contact wire＇s rated tension，stagger，span length and the structure parameter of the steady arm． The rational determination of the design parameters，such as the contact wire＇s rated tension，stagger，span length is crucial to the safety and reliability of the steady arm grade． The cantilever should be designed and installed according to the calculated steady arm grade．Otherwise，the accuracy of the pre － configure calculation shall be affected，and even the adjustment of the pre －configure components in the site will be done． Taking the measures like the registration arm support and the wind － proof wire，can preferably ensure that the contact wire＇s geometrical structure still is in the allowed range under the compact of the running wind load and the operation safety of the pantograph，and make the registration safer and more reliable．

Research conclusions: Based on the feature of the project characteristics and the optimization of general layout of the repair base，the combined repair based is design for repairing the EMU，locomotive and rolling stock as well as large －sized permanent way machines． In this way，the project cost can be reduced and the information resources can be shared．

Research conclusions: Reserved engineering in architectural design should be demonstrated sufficiently in the preliminary design stage，and the design depth must meet corresponding requirement． On this basis，we put forward requirements as definite land control etc． ，providing place and space for reserved engineering． Design details should consider the influence of the second construction on the line operation，reducing assignments near the rail，lowering interference in operation．

Research conclusions: Based on deeply analyzing the evaluation characteristics thoroughly，and aiming at the shortages of the existing evaluation methods in the processing evaluation indexes，the expert weights and the qualitative and quantitative depictions，in this paper，a comprehensive evaluation model is offered on the base of the AHP method，FHW method and principal component analysis method and the model solution is simplified with the software SPSS to provide a more perfect evaluating index system． This comprehensive evaluation model has been used in the urban rail transit construction project and the evaluation result shows this model is of practicability，can optimize the construction project and is helpful to the decision － making．

Research conclusions: In this paper，the analysis and explanation are made and given to the problems that are ignored easily and needed for caution in subway design and construction from the aspects of the ventilation systems for subway tunnel，the ventilation and air conditioning systems for public areas and the ventilation and air － conditioning systems and air － conditioning water system for equipment control rooms．

Research conclusions: Through the engineering example，the calculation，analysis，comparison and summary were made for the IG 541 ( Inergen) and heptafluoropropane ( FM 200) systems． Compared with the FM 200，the IG 541 system has the features of small area occupied by the gas cylinder，the flexible combination and distribution，long gas transmission distance，high safety，less impact on environment by extinguishing agent，and low operation cost． As the filling pressure of the IG 541 system is big，the system＇s spray equipment that can prevent the mistaken spray is very important． In addition，the concentration of extinguishing agent used for the electric equipment room where man often stays should be appropriate; Both systems are suitable for the underground project，but they also have the shortcomings that the the big area is needed for the cylinders and the systems are decentralized． These should be improved．

Research conclusions: The electric efficiency parameter of metro station lighting system is extracted，the set of parameters’hierarchical framework and relationship are clearly defined． Combination of Delphi method and BP neural network method，the index of evaluation system are twice － confirmed in the parameter set． With the analytical hierarchy process and the qusai － entropy method as an analysis tools，the index which affected electric efficiency in subway station lighting system are empowered weights in an integrated way． The electric efficiency evaluation system of whole subway station lighting system which is reflected the expert opinion tendency about energy － saving，which is a scientific management of energy and a comprehensive analysis of energy saving，which is provided the scientific basis for technological transformation of implementation energy － saving and enhancement of energy efficiency．

Research conclusions: ( 1) The needful number of the passenger train stock is an important index of passenger train plan，and it will influence the operation cost and efficiency of railway passenger transportation to a great extent． The passenger train departure time range is an important factor to determining the needful number of passenger train stock．( 2) The optimized passenger train departure range with least number of train stocks can be got by establishing optimization model taking the minimal overall time of staying in departure station and turn － back station as objective． It has a certain real significance to optimize passenger train plan．

Research conclusions: Existing experience of related projects should be drew on while designing automated warehouse system of maintenance base． A rational proof should be given in aspect of requirements of base manufacturing procedures． The layout of system equipment should be compact and reasonable with proper flow direction so as to reduce mutual interference between maintenance and manufacturing． Meanwhile，according to features of equipments in maintenance base，automated storage and logistics information system should be analysed and intelligent computer technology should be developed so as to shorten the logistics cycle and accelerate speed of logistics so as to make good use of of resources and accumulate experience of similar design in the future．

Research conclusions: The construction method of " concrete wrapping drill" should be adopted when pouring the concrete of cement － flyash － gravel pile． That is，when the concrete is poured，the pouring surface of concrete should always wrap the drill by 0． 5 － 1 metre and synchronously rise with the drill． The concrete slump constant should be controlled to 16 － 20 cm，In the anhydrous stratum，the pouring velocity of the concrete should be controlled to 2 －3 m/min． In the water stratum，the pouring velocity of the concrete should be controlled to 1 m/min． In water － rich stratum，the 80 type high － power should be used． In the soft plastic clay stratum ( including water layer) ，the slow pressure construction method should be used for pouring concrete． The pouring of concrete of cement － flyash － gravel pile should be continuous and can not be interrupted． If interrupted，the pile should continue to downward whirl to the depth of 0． 5 － 1． 0 m to drill away the mortar and severe maceration concrete for integrating the new concrete with the concrete at the bottom．