Research conclusions：The differential settlement of embankment soil had the obvious unevenness in the lateral direction. Before opening to traffic, the degree of differential settlement of embankment increased with increase of the compression volume. One year later after opening to traffic, the settlement of the embankment became slow and the lateral uneven deformation of embankment soil decreased, but the embankment settlement hardly changed. The post-construction settlement caused by the horizontal displacement of soil was less than 9% of the total settlement. The change law of the magnetic cells elevation showed that the subgrade was in stable status about in 6 to 8 months after implement of construction.

Research conclusions：The tests and researches showed the saturation-line rates of 8 soaking test fields under fully soaking were between 1.3~6.0. The horizontal distance between the area where the collapsible deformation happened and the side of soaking test pit increased gradually to 6-15 m from east to west out of the test pit of 15 mm. The horizontal distance between the area where the water proof measures were taken and the shoulder was 0.2~0.5 times of the loess layers' thickness. The design depths were 0.32H -1.60a, 1.53H-3.40a and 0.88H-1.75a separately for the areas of DK 233-DK 250, DK 250 -DK 321 and DK 321-DK 356.

Research conclusions：The temperature stress of the base plate can't be considered when doing checking calculation to the pierbody in straight section, but the stiffness reduction of base plate must be considered, and the temperature stress should be calculated as main force and the braking force should be calculated as additional force. At the same time, the working condition of larger stiffness of base plate must be considered. The temperature stress of the track becomes an internal force on short subgrade between two bridges, and the load on the friction plate is smaller than that with fixation point. The modal analysis shows the opposed-phase vibration of the bridges and track structure becomes one of important reasons for the track flapping the beam.

Research conclusions：Through analyzing the turnout technologies used for the high-speed railways at home and abroad, and combining with the applicable situation of speed-raising turnout in the past ten years and the successful experience of applying the simple turnout with movable-point frog of 60 kg/m rail steel in 200 km/h railways, this paper theoretically analyzes the current main speed-raising turnouts used in China and makes the proposals of making the optimum design of the speed-raising turnouts from the line type to the structures of the main components of the turnout to completely eliminate the potential hazards in safety of the current speed-raising turnouts, improve the overall technical level of the speed-raising turnout, better meet the needs of railway construction, development and operation.

Research conclusions：From the analysis and research, it is concluded the double ended bolt substitutes for single ended bolt and after the waterproof treatment of the double ended bolt, water can not penetrate into the bushing, so the bolt floating caused by thawing the frozen water can be prevented effectively. It is necessary to change the shape and position of the hole of the bolt with elastic rubber cushion and one nut is added to each fastening for waterproof. After these remedies, the spatial position characteristics of the track, such as plain curve, vertical curve and spatial coordinate, are more stable.

Research conclusions：The analysis of the dynamic characteristics indicated that the first order vibration mode of the Hemaxi Bridge was of vertically symmetrical bend, so the bridge had much response to the vertical earthquake. The second vibration mode was of move in longitudinal direction, so larger bend and shear forces could appear in the joint of the bridge pier and main girder under longitudinal earthquake. The response spectrum results showed that the important components of bridge still remained the elasticity that could satisfy the requirements of seismic design.

Research conclusions：From the analysis of the static strength and stiffness of the 900t wheel type rail carrier, it can be seen the static strength and stiffness of this carrier could meet the design requirements, and the static strengths of some structures were much bigger than that of design, so the strength could be appropriately reduced for saving cost. The first order frequency of full load was 2.264 Hz, bigger than 2Hz and it fully met the design requirement of the dynamic stiffness stipulated by GB/T14406-93. In a word, the design of 900t wheel type rail carrier is rather reasonable.

Research conclusions：The successful application of the synchronous jack-in method in jacking in the steel girder on many spots shows the technical difficult problem of building the large-span bridge on river has been overcome, another mutual technology for building bridge has been formed and the control of the construction quality and safety is the essential to successful application of new technology and technique. For the quality control, only when the member bar manufacture and assembly, power resource and random error correction are well controlled can guarantee the entire construction quality of the steel truss girder. For safety control, the monitoring and control works should be done for the stability and reliability of the assembly platform, the measures to be taken for guaranteeing the safety of hoisting and erecting the member bars, and conduction system for jacking force.

Research conclusions：(1) During the grouting, more attention should be paid to the grouting pressure and adjusting the pressure if necessary to avoid the damage to the structure. (2) The attention should be paid to inspection of stringing and leaking the slurry. (3) To avoid the stringing slurry by grouting hole, the skipping boring method should be adopted and the intermittent grouting method should be adopted with multiple times of grouting from high pressure to low pressure. (4) Lowering the tube for boring should not damage the internal main reinforcement the tunnel to avoid the appearance of damage arisen by the stress concentration, resulting in lowering the safety coefficient.

Research conclusions：Based on the researching the gas tunnels in China from the areas of the geological sectors, gas sectors and man-made sectors of influencing the danger of gas disaster in tunnel during construction, a relatively perfect gas disaster danger assessment system for tunnel is presented. This system can do the assessments at three levels, namely, gas tunnel classification assessments, danger assessment of gas tunnel construction and danger assessment of tunnel working face, to make a prompt and accurate assessment of gas disaster in the phases of route selection, design and construction, and take appropriate engineering control measures.

Research conclusions：(1) The final environment control standard is determined and the protection measures for peripheral environment are worked out. (2) The surface deformation can be divided into four stages: micro deformation stage, aggravating deformation stage, slow deformation stage and basically stable stage. (3) The assessments of the safety of the surrounding buildings on the ground and the underground pipelines show that the buildings and underground pipelines are all in safe states. (4) The impact of construction of a shallow large-span tunnel with surface excavation method on surrounding environment is controllable.

Research conclusions：The standard of surface settlement for shallow tunnel is stricter than deep buried tunnel. The harder the rock is, the smaller the tunnel span is, the lower the side wall is and the smaller the allowable surface settlement is. Otherwise they are bigger and higher. The main influence factor is rock's property, and the secondary influence factor is tunnel span. Both three-bench method and two-side-wall pilot method can meet the requirements of the settlement safety. Considering the construction schedule, three-bench method is adopted. The data values of in-site monitoring are smaller than numerical simulation.

Research conclusions：When a tunnel passes through the water-rich stratum, the geological forecast should be conducted well for the tunnel construction. In the course of tunneling, for the centralized strand -shaped water-in rushing, the water should be diverted both at the working face and place behind the working face, the heading-and-bench method should be adopted for tunnel excavation and supporting with core soil reserved and the small-diameter pilot tubes in three rows should be used for supporting in advance. And for platy-shaped water-in rushing, the water should be diverted at the working face in advance, the three-bench method shall be used for excavation and supporting with the core soil reserved at the upper bench when tuff is encountered at working face, and the small-diameter pilot tubes in two rows should be used for supporting in advance. The heading-and bench method should be used with the core soil reserved at the upper bench, and the small-diameter pilot tubes in three rows should be uses for supporting in advance if there is no tuff.

Research conclusions：Reasonable adoption of tunnel grouting method should depend on the surrounding rock conditions revealed by excavation along with the predicted results. For construction of the tunnel in high-pressure water-rich fault fracture zone, the advanced grouting should be used to reduce the penetration coefficient of the surrounding rocks and losing the underground water. After grouting, the inspection assessment should be made to the grouting effect by inspection hole.

Research conclusions：The coordination of OCS with site environment should be considered and the design of the support structure style and plain arrangement should be optimized and compared when making design of OCS landscape. After optimization of the landscape design for Beijing South Railway Station, the steel tube mast, steel tube hard cross portal, spring compensator with constant tension and anchor mast without back stay were used to the OCS in Beijing South Railway Station, obtaining perfect landscape effect. It can be as the reference to the similar landscape design in future.

Research conclusions：The hardened air content of C30 concrete increases gradually with the increase of age, while there are not obvious rules between pore structure and age ofC50 concrete. The air-entraining ggent of poor quality will introduce the large amount of large-diameter bubbles to decrease the compressive strength of concrete. As the C50 Concrete is of much viscosity, the more AEA is needed, generating smaller bubbles than C30 Concrete. The test sample preparation is an important step in the process of bubble structure test. The strength of the sample will affect the measured results. To ensure accurate test results, the test age of C30 concrete is not be earlier than 28 days, while the steam curing of C50 concrete is notbe earlier than 7days. In the premise of ensuring the frost resistance of concrete, the bubble spacing coefficient of different concrete is quite different, and the bubble spacing coefficient of C30 concrete is larger than C50 concrete.

Research conclusions：Through the analysis and study, it is thought the failed vehicle should be moved away within 13 minutes to restore the normal traffic. At the same time, the vehicle and guard rail should be specially designed along with the relative designs of the facilities for the traffic safety according to the characteristics of the BRT vehicle to safeguard the traffic safety.

Research conclusions：Affected by the under-passing of the pipelines, the roadbed of the existing track experienced the process of apparent settlement during construction, apparent post-construction settlement, settlement becoming slow and settlement becoming stable. As the roadbed settlement was large and the rail settlement increased relatively, the rail was uplifted necessarily. The track geometric deformation and rail displacement were small and didn't exceed the control values. Affected by soil disturbances and the seasonal change of the groundwater level, the structure of Shangdi Bridge near the engineering site floated and the differential settlement between the Bridge and the roadbed increased. The attention would be paid to the influence of the back fill soil and ground water on the bridge.

Research conclusions：Through analyzing the harmful degree of harmful gas on the underground construction and environment, the security assessment contents necessarily done to the harmful gas contained in soil is are worked out. For construction of Hangzhou subway, the study is done on the solution to emission of the marsh gas. By doing the indoor simulation experiment and field full-scale experiment, the critical influence values of the marsh gas on the construction and operation of tunnel are obtained. In addition, it is necessary to drill some holes into ground to emit the marsh gas contained in shallow soil for reducing or eliminating the hidden safety danger so as to ensure the safety of the tunnel construction and operation.

Research conclusions：(1) The links of design and implement of inquiry paper on the factor weight in job evaluation should be controlled well. First, the inquiry paper should be clear, simple, easily understood and written. Next, the inquired person should be chosen properly. Finally, the inquired person should be trained before writing down the inquiry paper. (2) The scientific and reasonable data analysis method should be used. The arithmetic mean method should be used for weight when collecting data and the determination matrix different from subjective method should be used to enhance the data quality and give full play to AHP.

Research conclusions：The merits of general design and construction contract for subway construction are as follows: to reduce changes in the design and the construction, save the construction cost, shorten the construction time, be easy to link the design with construction and be helpful for optimizing the design. But there is still room for improvement. For examples, the relative laws and regulations should be revised and improved. The management risk and preventive measures should be studied. How does the government control match its management? How are the relative regulations adaptive to the Bidding Law? And the sample contractor should be studied and worked out.

Research conclusions：To solve this problem involves the MOR and the construction enterprise, so it is difficult to solve it in short time. For resolving this problem, on one hand, the user of the machine should strengthen the equipment management and maintenance management, on the other hand, the MOR should improve the technical management, the approval process and management system along with the user to solve this problem on fully consideration to the true application situation of the machine.

Research conclusions：(1) Enterprise annuity is not only the "private product" provided by enterprise, but it also has the nature of "public product", so it is the quasi public product. The enterprise annuity plays big role in the labor resource management of the enterprise, so the enterprise in China should speed up the establishment of enterprise annuity system to promote the enterprise development. (2) Speeding up development of enterprise annuity cab be hardly done without working out the national policy. The national adjustments by means of finance, tax, economy and administration can speed up the establishment of enterprise annuity to promote the enterprise development and form the situation of multiple wins.