Research conclusions: In this paper．the introduction iS given to the main revised contents and the issues for caution on implement of the revised”Code for Rock and Soil Chemical Analyses for Railway Engineering”

Research conclusions: In order to enhance the accuracy of analyzing and determining the corrosion of environment water，first of all，the analysis should be made in time to guarantee the reality and representation of the sampling because some water qualities are changeable．Secondly，the corrosion of environment water mainly relates to the pH value，so42-，CI-，corrosive C02，Mg2+density and total dissolved salts(dissolved salts)，SO the corresponding analysis method，the instruments and configuration solution should be adopted and some special measures should be taken for the different water quality component and concentration range．Selecting the technical parameters for analysis of water quality and grasping the key points of the chemical reaction can guarantee the accuracy of analysis result．The standards for determining the corrosion of environment water for general railway engineering follow the”TemporaryProvision for Railway Concrete Durability Structure Design”．For the special engineering，some additional state standards should be followed except the standard mentioned above to fully and correctly determine the corrosive type and degree．

Research conclusions: According to the survey principle of”integrating three control network into one net”for new railway engineering，this paper describes thecontrol network system newly added in the revised code for new railway engineering survey and gives the introductions to applications of GPS RTK center line survey，terrain survey and aerial surveying methods in surveying and mapping the cross—section of subgrade and application of optoelectronie ranging and trigonometric leveling method in tri—vertical control survey in mountainous area for railway construction．

Research conclusions: To correctly do the vertical compression load test to single pile attention should be paid to the in situ operational detailed rules and regulations，the slow maintained load test method should be adopted，the foundation beating capacity should bear the compressive stress，the used instruments and equipments should be in the period of validity，the maximum effective load capacity of the base beam should be not less than 2 times of the characteristics number of the design bearing capacity of single pile with fixing one end of the base beam and simply supporting the other end，the time of loading every level should not be less than 2 hours with achieving a relatively stable settlement，the characteristics number of vertical bearing capacity of single pile should be a half of the ultimate bearing capacity of single pile in vertical compression，and the whole process should achieve the standardization and the sequencing．With all these，the accurate vertical bearing capacity of single pile can be tested．

Research conclusions: The results of the comparative analysis show that the railway track technical standards of China and Germany are worked out and issued on the basis of the national conditions，railway conditions and engineering practice，although there are some differences．As the Germany railway track technical standards are rather perfect，China can learn from it for perfecting its own standards．

Research conclusions: Based on the studying the technical system of GSM—R digital mobile communication and related industry standards，the technical requirements for the system are proposed，including working frequency，C／I ratio， time delay and field strength coverage，the technical specifications are offered for the main system equipments，such as repeater，trunk line amplifier，leaky coaxial cable，antenna feeder and SO on，and combined with the concrete application of system in railway，the specific requests are proposed for the working condition and reliability of the equipments for guiding the engineering design，product manufacturing，construction and installation，equipment maintenance and quality inspection．

Research conclusions: This paper analyzes the limitations about the noise reduction coefficient and weighted sound reduction index stipulated in the current standard based on the spectrum characteristics and distribution range of railway sound source．ofrers the proposal that the noise reduction coefficient and weighted sound reduction index should be changed into sound absorption coefficient and transmission loss of different frequency based on related standards at home and abroad，discusses the deficiencies about the impact resistance and test method for acoustic elements of sound barrier material based on practicable railway sound barrier material，and gives the suggestions that there should be the different performance requirements and test methods for the different materials．

Research conclusions: Application of the high—density resistivity method can interpret the geologic section of electric property and provide the powerful support to the type classification of surrounding rock of tunnel after the modification and verification of the exploration results．The application shows the WGMD一6 Distributed 3 D High—density Resistivity Imaging System is an effective exploration means for construction of new railway．

Research conclusions: The principle of”Prevention First”should be followed to route selection in mountain area．It is unavailable for”Big Cut and Big Filling”in bedding slope area．because the”Big Cut and Big Filling”will destroy the stability of the mountain．The temporary support should be strengthened when constructing in bedding slope area．The route should avoid or bypass the bedding slope area．

Research conclusions: (1)The numerical simulation and in situ observed data are used to compare and analyze the subsidence law of composite subgrade and it can be seen that the compression of soil between piles appears in 1／4—1／6 ranges of the pile bottom and the entry volume of pile end is up to 20％一30％of the total subsidence volume．(2)It can be seen from the subsidence—depth distribution curve that the compression depth of the soil body under the pile end is one tine of plane distribution width of pile．(3)The max．subsidence volume and construction—post subsidence calculated with finite element method ale very close to the observed data and the difference of construction—post Subsidence predicted with finite element method is smaller than that with experience formula．So the finite element method is worth using widely in calculation of subsidence．

Research conclusions: In this paper，the flow field of wind and snow in embankment construction is simulated with the ANSYS software of FEM and the analyses of influences of subgrade height，side slope ratio and change of background wind velocity on the wind velocity of embankment are made to section of embankment．The results show the simulated values When the embankment height arrives at the certain level，the velocity can effectively reduce the road surface snow drifting．embankment design

Research conclusions: ：(1)The engineering geological conditions in permafrost area along Qinghai—Tibet Railway are divided into four grades，namely good，general，poor and very poor．The corresponding measures for them are to adopt ordinary embankment，take a single active cooling measure，take two active cooling measures and build bridge．The safe running of train with 1 00 km／h on the Qinghai—Tibet Line in permafrost zone since open to traffic on July，2006 shows that the classification of engineering geological condition is feasible and the respective engineering structures are stable and reliable．(2)The cost of building bridge in very poor section Was 40 millions per kilometer，that was 4．4～15．4 times than the other section in the permafrost area．Therefore，railway route bypasses some very poor areas or passes it with the shortest distance．

Research conclusions: The particularity of calculating carrying capacity of Datong—Qinhuangdao Railway mainly reflects in the following three aspects：(1)There are two kinds of comprehensive window arrangement，namely V—mode and vertical skylight and they occupy the different time of train diagrams．(2)The quantity of arrival and departure track in intermediate station will directly influence the loss window time outside maintenance．(3)The number of V—mode and vertical skylight will influence the daily carrying capacity of the railway．

Research conclusions: The ballastless track structure was adopted in Harbin—Qiqihaer Passenger Dedicated Line，with the following merits：(1)It can prevent the subgrade frost heave effectively to satisfy the requirement of track regularity for running high—speed train；(2)It can solve the problem of difficult maintenance of track in winter with high maintenance cost；(3)It is easy to install and use the snow thawing equipment to guarantee the traffic safety．

Research conclusions: The Pandrol fastening is largely different from the other fastenings in matching rail with sleeper，anchor mode，isolation system，fixing systems for fastening and base plate，SO during the design of bi—block sleeper，the factors such as the moulds manufacture，the stripping technique，size accuracy，storage of finished products， conveying，connection with track bed and the durability of ballastless track structure should be considered together．

Research conclusions: Through analyses and researches on the design parameters，design conditions and evaluation indexes for the rail deflection，elastic breaking—up space of widened rail when the rail broken at beam gap and shearing stress at end of concrete slab．and analyses of the stressed situation of track structure on the node space of fastening at end of beam，this paper proposes a feasible design scheme that the node space of fastening at the end of beam can be up to 725 mm．This breaks through the stipulation of the relative code，but solves the problem that the node space of fastening at the end of the beam influences the implement of track design scheme when ballastless track is used Oil bridge．

Research conclusions: (1)The full cross—section splice is adopted between web member and gusset，obtaining the uniform stress in the web member，strong joint stiffness and perfect anti—fatigue performance of member bar．(2)The major arc transition and penetration weld are adopted between the joints plate of cross beam flange and chord with the 1 weld quality，and the weld edge must be hammered to satisfy the requirement of anti—fatigue performance of weld．At the intersection of chord and cross beam，the chord riser extrudes 30 mm with Q370qE—Z25 rolled steel to get rid of the tearing failure of chord riser．(3)In the design of integral joints and detailed structures of other steel structures，the measures for crack and rupture controls should be taken such as major arc，gentle slope，grinding and hammering，to improve the anti—fatigue performances of integral joints and other detailed structures and satisfy the requirement of anti—fatigue performance of structures．

Research conclusions: As a reference，the formula of additional resistance in tunnel，stipulated in explanation of code for Design of Railway：Electric Traction (TB 1 407—82)，is available for design of tunnel section for mixed passenger and freight railway，but its simplified formula is seldom use．The gradient design for tunnel section only in accordance with Article 2 of Clause 3．2．5 in co如加r Design of Railway Line(GB 50090—2006)can not fully meet requirements of railway construction．Especially for the tunnels located in the section with severe topographical and geological conditions，the factors such as performance of locomotive，running speed of train and additional air resistance in tunnel should be considered to make full use of the mobile equipments，and the computer simulation technology should be adopted to determine the maximum profile gradient of tunnel section with formula of additional resistance in tunnel．

Research conclusions: The basic mechanical parameters of fiberglass reinforcement and the basic structure features of fiberglass reinforced concrete are obtained through the indoor test．The basic design formula of fiberglass reinforced concrete has been deduced with referring to the design method for reinforced concrete and assumption of the bearing capacity of cross—section．The measured data of the first hand about application of fiberglass reinforcement exterior— protected pile in the construction of foundation pit are gained through the in situ test．All of these provide the theoretical，technical and in situ basis for application of fiberglass reinforcement in exterior—protected structure of shield end shaft．

Research conclusions: The research shows that the Cu—Mg alloy contact wire with the 1 20 mm2 cross—section should be used in priority and its tensile force should never be less than 27 kN．The copper alloy with the 120 mm2 cross—section should be used for the messenger wire and its tensile force should be around 23 kN．The span length should be between 55 m and 60 m．The system height can be 1．4 m to 1．6 m．The tensile force of stitch wire should be less than 3．5 kN．The length of stitch wire varies from 1 6 m to 1 8 m．The distance between the suspension point and the 1 st dropper should be around 4．5 m．There should be no gradient on the contact wire．The catenary irregularity of the wave length equal to 2～6 times of dropper spacing should not appear as much as possible.

Research conclusions: Through analyses of the principle and characteristics of low resistance grounding system and the single—phase grounding failure，this paper offers the calculation methods for selection of equipment parameters and protection setting of low resistance grounding system for entire cable power line for high—speed railway，analyzes the reasons for general potential bonding in buildings when low resistance grounding system is adopted and gives the design method for it．

Research conclusions: According to the icing situation，the alarm induction device can give out the deicing message in time for timely deicing，avoiding or reducing the ice disaster．The short circuit method for the catenay deicing is simple and feasible．The catenary icing can be effectively avoided，the unsafe train running due to the catenary icing can be reduced，the weals of pantograph and catenary due to the catenary icing can be reduced and the passenger comfort can be improved by coating the materials for deicing on catenary，SO the perfect economic benefits can be obtained by deicing and anti—icing for the catenary．

Research conclusions: This paper gives the advices that the scale of intercity rail transit network for Pearl River Delta Region should be estimated with demand analysis method，the optional plans should be worked out according to the city and town arrangements and the space structure of Pearl River Delta Region，the evaluation system should be established，the index weight should be determined with step analysis method，and the comprehensive evaluation model for planning the intercity rail transit network in Pearl River Delta Region should be established with fuzzy comprehensive evaluation method．The research result shows the methods mentioned above are available for planning intercity rail transit network．