Research conclusions:The research shows the railwaynetwork in JiangxiProvincewillcover4 535 km in 2020 and form "大" railway network framework composing of Shanghai-Kunming, Beijing-Kowloon and Xiangtang-Putian railways, with the railway network density of0. 95 km / ten thousand people, railway network density/per unit area of 267 km /10, 000 km2, double-track railway rate of76. 6 percen.t At that time, the network qualitywillbe improved much, which can bettermeet the requirements of rapid economic and social developmentof JiangxiProvince.

Research conclusions:In the areaswhere the seismic acceleration ofdynamic peak value is0.1 or0.15 g, the earthquake impacting factors may not be considered in railroad route selection. In the areas where the seismic acceleration of dynamic peak value is 0. 2 or 0. 3 g, the earthquake imparting factor railroad route selection must be considered in railway route selection. In the areaswhere the seismic acceleration ofdynamic peak value is\0. 4 g, the railway route selection is impacted by earthquake factor serously, and the railway track in these area should be easy to repair.

Research conclusions:Base on the technicaland economicalanalysesofallkey influence factorson leading the line into the area, the recommended scheme of leading Passenger Railway leading into Qinshan area is given in this paper,including the necessarymodification of the existing railway lines.

Research conclusions:(1) The railway ferry will develop the trade between China and South Korea and them with MiddleAsia, WesternAsia and Eastern Europe, enhance the traffic volume of the Second ContinentalBridge in China and promote the people exchange between two countries. (2) The railway ferry will provide a new choice for freight between two countries, which can meet the demands of two countries. (3) The railway ferry can promote the coordination between Chinese railway andKorean railway. (4) The railway ferrywill have great potential benefits and possibility to become the access betweenAsia and Europe, which can be as a resource for economic integration ofAsia and Europe.

Research conclusions:Based on the difficulty points and characteristicsofunderground pipelinesdetection, the analyses of the influencing factors on the underground pipelines detection for railway are made, and the countermeasures and resolution to improving the detection quality ofunderground pipeline for railway are offered.

Research conclusions:The investigation shows the main reason for hard relief are the road exitwas singleness, the landform, geology and road standardswere notconsidered together in design of the road, and the protective construction for side slope could not stand the pulling force, shearing force and bending caused by the earthquake. The following points for caution in design are presented: (1) Road network should follow the principle ofmultiple exits; (2) The road standard should consider the local conditions; (3) More attention should be paid to the geology; (4) The side slope should be anchored; (5) The crash pad should be adopted to the bridge.

Research conclusions:Themethod fordetermining the thickness of compressed layer is put forward throughmaking the analyses ofadvantages and disadvantagesof the allmethods in details. Based on the analysisof the load characteristicsof track, train and transporting girder vehicle and subgrade control factor of stabilization and settlemen,t the proposals are made to simplifying the load forms of track, train and transporting girder vehicle. Through the research on the different load transfer characteristics of foundation forms and formation conditions of composite foundation, it is pointed out the subgrade settlement control on passengerdedicated railway line should be conducted according to the cushion form of the embankmentbase and strengthening pile typeswith the composite foundation theory.

Research conclusions:The study shows the natural loess isnotsuitable forbeing the filling ofroadbed directly due to its the big porosity, water sensitivity and collapsibility for the ballastless track requiring less settlemen,t so the natural loess mustbe improved. After improvemen,t its coefficientofcompression is loweredmuch, its strength andwater stability of loess are highly improved, and its collapsibility is removed. The improved loess can be as highly qualified filling materials forhigh-speed ballastless track when the construction quality is guaranteed in mixture ratio, water conten,tlaying thickness and compactness.

Research conclusions:Based on studying the technology for the ground temperature tests forQinghai-TibetRailway, a complete setof investigation technology is summed up, including the drillingmethod forground temperature, fixing test tube and itswaterproo,f recovery time ofground temperature in drilling, fixing components forground temperature tes,t and collection and analysis ofdata.

Research conclusions:The design of the composite structure ofmini-pile shall follow the following points: Firstly, the space between piles can be considered as 2. 5-3. 5 times of the equivalentdiameter of themini-pile. Secondly, the landslide pushing force acting on the pile can be calculatedwith the landslide analysis calculationmethod. Thirdly, the calculationmode can be simplified as to calculate the multi-column frame with rigid top slab under the effects of pushing force or earth-pressure above the sliding surface, and for simplified calculation, the things below the sliding surfacemay be considered as the fixed end. Finally, the total shearing strength of the reinforced sliding-surface by mini-piles is equal to the sliding-surface itselfplus piles'shearing strength.

Research conclusions:The analyses show the total tunnel foundation subsidence is very smal,l most less than 5mm and onlymeasured data from a few of cross sections can offer a reasonable regression curve whilemost of sections can no,t and the tunnel deformation tends to be stable in 60~120 days after finishing the secondary lining.

Research conclusions:Throughmeasuremen,t themaximum temperatures of the upper surface and the lower surface of slabs are respectively 16eand 3ehigher than the localmaximum temperature. The temperature difference in the top-bottom surfaces of slab is between 10eand 13e. The temperature gradientof the slab profile is approximately 0. 5e/cm, approaching the linearvariation. A calculationmodelof thermalwarping stress ofslab is established. Upon calculation, thewarping stresses andwarping deformations ofgeneral-slab are smaller than those of frame-slab, and thewarping deformations of general-slab and frame-slab are 0. 82 mm and 0. 61 mm respectively. The maximum longitudinalwarping stresses of general-slab and frame-slab are respectively 1. 81 MPa and 1. 51 MPa, and the maximum transversewarping stresses ofgeneral-slab and frame-slab are 0. 75MPa and 0. 58MPa respectively.

Research conclusions:Combinedwith bi-block ballastless track ofZhengzhou-Xican PassengerDedicated Line, this paper calculates the additional force of fastenernear the bridge jointwith the finite elementanalysismethod. The result indicates that the additional force of fastenerproduced by bridge deformationwillmake influence on choosing the type of fasteners near the bridge join.t

Research conclusions:China has made the great achievements in the design concepts, construction techniques and carriage and erection technologies for high-speed railway bridge since tackling the key scientific and technological difficulties in the design and construction ofhigh-speed railway bridge by theMinistry ofRailways. Now the 32m span double-line integralbox beam is commonly adopted to the high-speed railway bridge in China, which establishes the uniquemode for construction ofhigh-speed railway bridge with 32 m span 900 tonnage simply-supported box beam and also pushes forward the developmentof a setof technologies forbox beam prefabrication, carriage and erection.

Research conclusions:Because the anchorage zones of cable-beam and cable-tower is affected by complex force, such as cable force, momen,t there are largermain-crush stress and pull stress existing in connected area ofanchorage zone and beam or tower. The anchorage zones should be reinforced by stee.l In addition, because there is largermain- pull stress existing in the areawhere the cable passes through the top face ofbeam and outside of tower, largermain- crush stress exists on the bottom of anchor steel plate.

Research conclusions:The continuous structure of the pre-stressed concrete continuous beam and steel pipe arch has the characteristicsof largerspan, lowerheigh,t the perfectstructure performance and easy construction. Thispapergives an introduction to the design and construction of this bridge.

Research conclusions:Segmental precast assembly beam has the characteristics of high efficiency, high quality, short construction period, systematization and automation. Along with the development of the new technology and new materials in China, the assembly segmentalbeam willbe usedwidelywith "dry joint" method.

Research conclusions:Based on the research on the ground cracks and surrounding rock pressure during the excavation of loess tunne,l the dividing line ofdeep and shallow submersion, computingmethod of surrounding rock pressure and designing principle ofsecondary lining of large sectional loess tunnelon Zhengzhou-Xia' n PassengerDedicated Line are presented. The dividingheightofdeep and shallow submersion of loess tunnelon Zhengzhou-Xia' n PassengerDedicated Line is40~60m, the loess tunnel load under shallow-buried condition can be calculatedwithXie Jiaxiu Formula, the loess tunnel load under deep-buried condition can be calculated with TerzaghiTheory and the thickness of secondary lining of loess tunnels under differentburied depth can be the same.

Research conclusions:The study shows the seismic method along with electromagnetic method is the most effective method for exploration of the karstunder railway tunnelbecause these twomethods canwell compensate each other, the efficiency of artificial seismic source system is the key point for applying single-receiver seismic method, and the ground penetrating radar has the high resolving capability to the big-scale karsts by the data process appropriately, even under condition of the severe electromagnetic interference.

Research conclusions:According to the geological and terrain conditions, the treatment scheme includes the following measures together: highway protection, slope reinforcemen,t optimizing abutment foundation, blasting control and elongating the length of tunnel shed. These measures can ensure the safety of traveling vehicle and passengers on the 210#nationalhighway, and eliminated the threat to the security of the railway operation in the future. So for the similar works, firstof al,l the careful survey should be done to define the relation between the locations ofhighway and the pier and the location of the tunnel porta,l highway grade and falling situation of dangerous rock, distribution of dangerous rock. If the rock above the highway is of reverse suspension, the section of suspending rock should surveyed carefully and the joint development level should be marked on the section. Then, the treatment scheme should guarantee the safety of vehicle and people on the highway. Finally, the impact of the rock falling on the railway traffic should be considered in the treatment scheme.

Research conclusions:For the currentBeijing SouthRailway Station, it is decided to install two 1 800 kW gas turbine generators after calculation of the electric generating set capacity, and for improving the working efficiency of the generator and saving investmen,t the outputvoltage of the generator is 0.4 kV, after transforming to 10 kV, interconnecting with 2 bus bars to two substations for themain building ofstation and railway freezing room separately. 2 generarors can work independly, so they can be as standby one each other if any of them fails.

Research conclusions:The exits and entrances should be in the places where there is enough free room for the passengers to evacuate. The stairs should be closed consideredwhen the platform is far from the ground. Smoke emission and other automatic fire prevention facilities should be equipped in large concourse area, and the fire prevention facility should be also designed for the shopping area.