Research conclusions：In view of the role and effect to be played and made by this railway, the Baotou-Liuzhou Railway will become double-line railway at last with large traffic capacity. In order to give full play to the whole traffic capacity of this railway corridor, when upgrading this railway, the double-line from Baotou to Dabaodang in the north section should be built with the target speeds of 160 km/h and 200 km/h in future, the second line from Dabaodang to Yan'an in the middle section should be built with the target speed of at160 km/h, and the new double-line from Yan'an toXi'an in the south section should be built with target speeds of 160 km/h and 200 km/h in future. The existing line remain its original to form the three-line pattern. The early built-up double-line from Baotou to Xi'an will not only solve the problem of insufficient traffic capacity for outwardly transporting coal, but also solve the problem of the insufficient through traffic capacity. So this pattern accords with the general planning of Baotou-Liuzhou double-line with large traffic.

Research conclusions：With construction of Hefei South Railway Station, the Hefei railway terminal will form the pattern of two passenger stations. Base on the this pattern, the study is done on the four schemes: central leading into Hefei South station, leading Shangqiu-Fuyang-Hangzhou PDL into Hefei Station, leading Shangqiu-Fuyang-Hangzhou PDL into Hefei South Station, and building new passenger station for Shangqiu-Fuyang-Hangzhou PDL. Through study and com parison, it is concluded the scheme o f central leading into Hefei South station has obvious advantages in transport organization, passenger travel and coordination in capacities of the line and station. As the construction of Hefei South Station already starts , there are some uncertainties in modifying the Hefei South Station. So it is proposed to make further comparison between the scheme of central leading into Hefei South Station and the scheme of leading Shangqiu-Fuyang-Hang zhou PDL into Hefei South Station in the next stage according the possibility of modifying the Hefei South Station.

Research conclusions：From the calculation and analysis, it is concluded ranking construction projects can ease the impact degree of the construction projects on the traffic and environment, and ranking the construction projects by determining their impact degrees from big to small on the road and road crossing can avoid the maximum congestion caused by conducting many constructions at the same time and the impact of the traffic attraction generated by the completed projects on the urban traffic system.

Research conclusions：After the passenger dedicated line network is formed, the passenger traffic service of the existing lines will reduced much, and plenty of passenger stations and mixed passenger and freight service stations will be changed into freight stations. In that case, the freight traffic capacity of the existing line will enhance, the train type on the line will reduce, the speed difference between trains will lower, the travel speed of train will enhance, and the coefficient of removal for scheduling one passenger train will reduce, so based on this situation, the existing line should explore its traffic capacity to meet the increasing traffic demand. At the same time, the existing line should well coordinate the relation between it and the passenger dedicated line, adjust its traffic organization principle, upgrade its infrastructure, pay more attention to the quality of freight traffic, grasp the development chance, full give play to its advantages, accurately aim at the market target, and develop its characteristic passenger and freight traffic products to enhance its competition capacity for meeting the increasing traffic demand.

Research conclusions：The structure of continuous reinforcement concrete pavement has no expansion joints in lateral or longitudinal direction. But because of temperature load, about 3 to 5 centimeters displacement may occur within 75 m regions of the free end. So the anchor device is installed in the end part or expansion joints are usually laid in many places to spread and eliminate the displacement in end part. The crack width of continuous reinforcement concrete pavement should be less than 0.6 mm without severely seepage, and it should be less than 1.0 mm under condition of low temperature. The reinforcement ratio is about 0.5% to 0.8% and reinforcement is of single-layer. The pavement slab should be laid on bitumen-treated basis layer or leveling course to better control the lateral crack width. For the German double-block slab ballastless track, the reinforcement ratio is 0.8% -0.9%, the crack width of designed control is 0.5 mm, the gap between cracks is about 2 m, and the reinforcement is laid on the middle or low layer with single-layer. For Chinese CRTSⅠ double-block slab ballastless track, the design slab thickness is 260 mm and the reinforcement is of double-layer in order that the slab can bear bigger bending deformation.

Research conclusions：The minimum midways between tracks of the main line in the Pearl River Delta Zone Intercity Rail Line can be as follows: In the straight sections, the midway between tracks is 3.8 m when the design speed is 140 km/h and below, the midway between tracks is 4.0m when the design speed is 160 km/h and the midway between tracks is 4.2m when the design speed is 200 km/h. In curve sections, the midway between tracks should be broadened if the midway between tracks in straight section on both ends of the curve is 3.8 m, and the midway between tracks is unnecessary to be broadened if the midway between tracks in straight section on both ends of curve is 4 m and above.

Research conclusions：The data collection must be conducted during sea slack tide. The non-regulation observation system of reflection seismic exploration must be transferred to regulation observation system, and quality of data processing can be improved by density of the velocity analysis points. In the data interpretation, the characteristics corresponding to the different geological conditions in the time reflection profiles are summed up. Namely, the reflection line-ups of nicer continuity, higher frequency and lower amplitude correspond to the seabed with thicker silt, the indication of three continuous reflection line-ups correspond to the stratum covered by soil, indication of two continuous reflection line-ups correspond to the stratum with no cover of soil, and when the reflection line-ups occurs twist or disconnection, it corresponds to the cranny or the rock-vein.

Research conclusions：(1) The applicable test of drilling showed the Single-acting Double-tube diamond bit could prevent the wash of the fluid, reduce the vibration of the drilling bit and remain the original core structure, therefore to avoid the pollution and burnt damage to the rock core. (2) Application of the Single-acting Double-tube diamond bit could enhance the core-drilling ratio to 91% maximally and the core-drilling ratio could meet the the railway prospecting criterion. (3) There were some problems in using the Single-acting Double-tube diamond bit, so the method of using Single-acting Double-tube diamond bit still could be improved in further tests and applications.

Research conclusions：The upper soft soil layer at depth of 6~12 m and above in the area was in consolidation state, and its over-consolidation ratio was 1.1~1.89, but the value of OCR had rather big discreteness. The soft soil below the depth of 6~12 m in the area was in the less consolidation state, and its OCR was 0.45~0.94 and their calculated results were more reliable. In addition, in the depth range of the study, the OCR was reduced with the depth change. The experimental results showed using vane shear test to determine the consolidation history of soft soil could avoid the disturbance to the soil caused by soil sampling during consolidation for the indoor soil mechanic test and the result could reflect the actual consolidation state of the soil.

Research conclusions：The theory of adaptive-network-based fuzzy inference systems (ANFIS) was introduced and subtractive cluster method was applied to deciding fuzzy inference rules. After that, an ANFIS was used to predict the bearing capacity of CFG pile composite foundation. The predicted results show that the adaptive fuzzy neural network has higher accuracy and adaptability than the BP network and least squares support vector machines LS-SVM model, and it provides a new approach to predict the bearing capacity of CFG pile composite foundation.

Research conclusions：It is proposed the ultimate bearing capacity of single crushed stone pile should be calculated with the formula of Sheng Chongwen. With this formula, not only are the effects of pile group considered, but also is the collection of various physical and mechanical parameters for the foundation soil avoided. The bearing capacity of composite foundation should be calculated according to the ultimate bearing capacity, and then divided by safety factor from 1.3 to 1.5, with. clear concept and money saving.

Research conclusions：This bearing capacity of granular material pile depends on the strength of soil between the piles and they are variable. So the bearing capacity of crushed stone pile composite foundation can be expressed as the function of soil's shear strength. The bearing capacity of crushed stone composite foundation is a dynamic variable, increasing with the increase of the soil strength between the piles. The calculation formula for the dynamic bearing capacity of composite foundation is presented for construction with it.

Research conclusions：Because of the enforcement effect of arch rib on V-shaped pier continuous rigid-frame, the maximum bending moment and deflection of the middle span of rigid-frame and arch structure combined bridge under effect of the active load decrease by 50%, the deflection of the middle span caused by the concrete creeping and shrinkage in the later stage is 12% of V-shaped pier rigid-frame bridge and the vertical stiffness of V-shaped rigid-frame and arch structure combined bridge is 2.56 trimes of V-shaped rigid-frame bridge, so the combination effect of the beam-arch of V-shaped rigid-frame and arch structure combined bridge is very obvious.

Research conclusions：Based on learning the experiences in the design, research and construction of Xining-Golmud Railway, some systematic solutions to design and construction of bridges and culverts in the salt-lake area are presented. The solutions include selecting the structural type and foundation style with clear load condition, convenient construction and good durability, conducting appropriate structure treatment, using durable concrete, determining the reasonable thickness of the protecting cover for reinforcement, and taking additional measures for improving the concrete structure durability, such as reasonable using epoxy-coated steel bars, rust inhibitor, fiber concrete, silane soakage technique, anti-corrosion coating and permeable concrete for mworks.

Research conclusions：(1) To take some measures, such as refilling soil-cement, building concrete ditch, driving biting piles, can prevent the penetration and corruption of ground water, eliminate the impact of ground water on collapsible loess and enhance the stability of gulch and side slope. (2) To consolidate sand strata with sodium silicate grouting can reduce the surface subsidence caused by tunneling and guarantee the tunneling stability. (3) To enhance the strength and rigidity of the primary support for tunnel lining can control the support deformation caused by tunneling and effectively control the influences of the tunnel bias (4) To optimize CRD construction method can shorten the distance and time of working procedure and make the primary lining forming a circle as soon as possible to well control the tunnel deformation and surface subsidence.

Research conclusions：(1) Curtain pre-grouting to the krast cave can improve the soil, block the water, much reduce the water content of filling materials, improve the physical and mechanical performances, create the favorable conditions for excavation, and achieve the good effect of reinforcing the karst cave, so it is an effective to treat the karst cave. (2) Application of the primary support of the double-layer shotcrete support structure to the karst cave can effectively control the deformation of the surrounding rock, bear the most pressure of the surrounding rock and much reduce the loading on the secondary lining. (3) In consideration of the high seasonality of karstwater, the water level in the karst cave will much raise rapidly due to heavy water fall in the rain season, so the secondary lining of the tunnel should have excellent capacity of resisting the hig -pressure water to guarantee the safe service of the tunnel.

Research conclusions：Through the comparison, it is proposed to use the 6-span and 13-span electric section insulator for Datong-Xi'an Passenger Dedicated Line. The 6-span section insulator has characteristics of short time of the power cut with less influence on the running speed of EMU and less construction investment. The 13-span electric section insulator can adapt to the different pantograph spaces with less adjustment during the installation and less maintenance during the operation because there are no 3-cantilever suspension in overhead contact system.

Research conclusions：The transition from rigid to flexible suspension is the key techniques of the suspended contact wire in the metro project. On the basis of comprehensive consideration to the requirements of the smooth transition and the accuracy installation of the pantograph and the train speed, the run-through transition scheme was used to this track. By accurately computation and in-site debugging, the rapid transition fro rigid to flexible suspension was achieved in the curve section to reduce the complexity of transition.

Research conclusions：Under condition that the voltage of 10kV all-cable power transmission line is regulated by voltage regulator, it is appropriate to use the low -resistance earthing mode whereas the capacity of voltage regulator is lower than 250kVA, the neutral point can be grounded directly. The value of low resistance should be determined by the earthing fault instantaneous tripping mode when single phase earthing current is less than 400A. The value of the earthing grid of substation and power distribution substation should be no more than 1Ω.

Research conclusions：The power supply chiefly depends on national power supply network, the 10kV power distribution station and substation were installed in the station area for meeting the requirement of power supply to Beijing-Jianjin Intercity Railway and Beijing-Shanghai High-speed Railway, and the 10kV power distribution station was installed for the station building. The diesel generator sets were installed as the emergency power supply along with the EPS. All these were composes of the power supply and distribution system for Beijing South Railway Station. In addition, the triple power supply and solar photo voltaic generating system were installed and they could supply power for some customers when the outside power failed.

Research conclusions：The purposes of establishment of the Integrated Supervision and Control System(ISCS) for the urban rail transit are to realize the resource sharing among the systems, guarantee that the correlation for business and the coordination for event can be conducted automatically among the relevant systems and deal with the events that happen suddenly. The deep integration mode under condition of sorting and scale can be used to the Integrated Supervision and Control System(ISCS) under establishment for the urban rail transit. With this mode, the subsystems that are easily integrated and the hardware parts that are consistent should be integrated. The big subsystems with high cost and high risk in integration should be interconnected.

Research conclusions：The operation convenience and engineering savings are of a contrariety in certain sense. The design concept of railway station yard should take the maximums of the operating conditions and traffic capacity as the first element for adjustment and integration of productivity. The allocation of passenger and freight traffic equipments shall take serving the local development as the goal. In the designs of terminal and regional station yard, the design concepts of "separating passenger and freight traffic into different stations or tracks" and "passenger train running on inside line and freight train running on outside line" should be followed. In any instance, the more attention should be paid to the safety of operations. In the specific engineering design, the design should be optimized according to the local circumstances to achieve the optimal project and operating effect.

Research conclusions：The design of the integrated traffic terminal of intercity rail transit should follow the following five concepts: the optimizations of collaborative efficiency and overall shape, the adaptation of the terminal individual condition, compact arrangement and seamless transfer, comprehensive utilization of space and resource, and combining qualitative analysis with quantitative analysis. Generally, there is transfer station between the intercity rail transit and urban rail transit, and when the intercity rail transit connects with the urban rail transit at start station or terminal station, the track joining mode should be used to connect it with the rapid line of the urban rail transit. Within the intercity rail transit network, the rapid lines should connect each other directly or via the common-speed line, and the common-speed lines should be interoperable via track joining at the start station or terminal station. The transfer station should be built in the intersection of intercity rail transit.

Research conclusions：According to the characteristics of intercity railways' traffic organization modes of train stopping at major station, train stopping at every station and train overtaking, the analysis and calculation of the influence of the different layout forms of intermediate station on train interval. From the study, it is concluded that the intermediate station of the intercity railway where train overtaking doesn't exist and mainly serves for the passenger flow from the train stopping at major station, is appropriate to adopt the form of no arrival and department tracks, the intermediate station of the intercity railway where mainly serves for the passenger flow from the train stopping at major station and there is basically no every-station-stopping train, is appropriate to adopt the form of side-platform with two arrival and department tracks, the intermediate station of intercity railway where mainly serves for the passenger flow from the train stopping at every station, is appropriate to adopt island -platform with 2 arrival and department tracks, and the intermediate station of the intercity railway where mainly serves for the passenger flow from the train stopping at every station and joints with other intercity railway, is appropriate to adopt the island-platform with 4 arrival and department tracks.

Research conclusions：(1) In the design, the old conventions should not be fettered and all elements should be analyzed reasonably. The design should be of safety, money saving, science, reasonableness and full meeting the demands of the operation. (2) The through vehicle washing track is installed on right side or left side of the arrival and departure track in accordance with the topographic conditions and plane layout of the throat area. (3) If the vehicle test track suffers from the limitations of the topographic conditions and occupation of land, the curve can be laid out in any area, but the radius of curve, the length and super-elevation of the transition curve should meet the speed requirement of vehicle test track, and the large radius of curve should be used as much as possible.