Research conclusions：By means of establishing models of the vehicle—track—roadbed—ground coupling system and the ground—barrier coupling system．the studies have been done on the vibration isolation effects of five barriers，i．e．， open trench，in—filled trench，stiff trench，piles and three—rOWS of honeycomb WIB，with the universal finite— element software ANSYS．The results show that 1 5 dB vibration can be reduced by using three—rOWS of the honeycomb WIB，reducing6—8dB vibration by open trench and reducing 5 dB vibration by in—filled trench，stiff trench and three—rOWS of the piles respectively．

Research conclusions：The present single item control mode for the nuisance in concrete admixture，namely only control of the content of the nuisance in concrete admixture，can not meet the needs，SO it is suggested that the double items control modes，namely control of both the content of the nuisance in concrete admixture and the content of nuisance brought into soil，should be adopted for the nuisance in concrete admixture，which can satisfy the requirements of using the Polycarboxylate high performance water reducer and guaranteeing the concrete durability for construction of passenger dedicated line

Research conclusions:The study results show thatboth the overturning risk degree ofhigh-speed train and the angle between railway line and wind direction have made remarkable impacts on the safety of train running on passenger dedicated line. Based on the maximum instantaneous wind velocity occurring for one time in two years, the train is forbidden to run asV2_max> 30. 0 m/s, the train speed is limited as 30. 0 m/s[V2_max[20 m/s, and the train speed can be returned to normal asV2_max[15. 0 m/s. W ithmaximum instantaneouswind velocitymentioned above, a direct estimation index of safety and risk degree for train running on passenger dedicated line can be obtained.

Research conclusions:(1) The perfect results of lithologic identification and lineament features interpretation can be obtained by adopting SAR composite images for some geologic surveying andmapping. (2) It is proposed thatSAR data should bewidely applied in the railway engineering geological survey along with optical sensing images because of its unique advantages.

Research conclusions:The slope deformation is positively correlatedwith rainfal,l and the largestdisplacementhappens in front edge of the slope, themedium one inmiddle partand the smallone in the rear edge. In the course ofone short and strong rain, the deformation ofslope increased graduallywith the rain. But the deformation still continued to enlarge within 72 hours after the rain stopped, and then it slowly became small afterbecoming the biggest.

Research conclusions:The anchorage engineering is a concealed work, possibly occurring the problems in anchorage head, anchor rod, outside anchorage structure, prevention of corrosion and prestress loss. For instances, the problems in anchorage head, anchor rod and outside anchorage structure are caused by poor engineering quality. The problem in prevention ofcorrosion isnotonlyby the poorengineering quality, butalso by poordesign. The problem in prestress loss is notonly caused by the normal loss from the anchorage body and tension system, butalso by the abnormal lossbecause ofpoor engineering quality. In aword, the problemsmentioned above are caused by both personal sector and technical sector, and the problems in anchorage head, anchor rod and outside anchorage structure can certainlymake the effects on the anchorage engineering for side slope and the effect of prestess loss on the anchorage engineering for side slope should be defined regarding the concrete circumstance.

Research conclusions:Focusing on the seriously default sections of K 1 115 and K 1 128 judged as the artificial permafrost table, the analyses of the stability of the cutting slope is made in combination with the investigated hydrogeology information made in Apri,l 2008 and the special environment in permafrost region, the reasons for the subgrade problems are pointed outand the protectionmeasures are presented based on the lab tests and testequations for frozen soi.l

Research conclusions:Vibration equations for track structure should be transformed with Fourier for obtaining the vibration displacements inFourier transform domain. Then, the vibration responsesof the track structure can be obtained by performing inverse fast Fourier transform. The random irregularity of track vertical profile can be generated on computerbased on the measured power spectral density of track vertical profile. Thismethod is simple and effective compared with other complicated vehicle and track coupling dynamicsmodels. It is easy to codewithMatlab software to reflect the fundamental rules and characteristics of the track vibration, especially suitable for reflecting the track vibrationwhile train passing. Thismethod had been used to analyze the track vibration with resiliently supported block ties forhigh-speed railway, including the influences ofdifferent random irregularities of track verticalprofile, railpad and fastening rigidities, track foundation rigidities and the train speeds on track vibration. The result shows the reasonable values fordesign of rail pad and fastening rigidity and track foundation rigidity are 60~90MN/m and 120~ 150MN/m respectively.

Research conclusions:Based on the research and analyses, themeasuring step, working conten,t allocations ofperson and equipment andworking efficiency ofCPómeasurement for flat-track are presented and the engineering economic ndex is given in thispaper. Through the preliminary calculations, the related expenditure ofnetCPómeasurement for flat-track is 13, 300 Yuan RMB per km on main line and the expenditure of repetition measurements is 9, 300 Yuan RMB.

Research conclusions:By calculating the positional accuracy required forCPócontrolnetwork based on the parameter adjustmentof side-angle measurement network, the result shows the improved CPIII net form is better in integration intensity, but it isworse in positional accuracy, especially in lateral accuracy, compared with the CPónetwork. For the CPónetwork, the repeatablemeasurement accuracy should be less than?1. 5 mm and the coordinate difference tolerance should be less than?3. 0 mm in the direction coordinate ofxandy. For the improved CPónet form, the corresponding repeatablemeasurement accuracy and permissible difference should be less than?2.0 mm and?4.0 mm respectively.

Research conclusions:The research shows the three-dimensional survey system based on total station just apples to measuring the primary or long-term parameters, because lots of factors affect themeasuring efficiency. In order tomeet the needs ofdaily inspection ofexisting track, the high-precise digital3D track boundmeasure system based on can be developed togetherwith themaintenance benchmark along the railway, for instance the simple tools like offsetscale can be used formanualmeasuremen.t The research provides theoretical basis and thoughts on developing a complete high efficient andmoney-saving 3D track boundmeasurement system with high efficiency andmoney saving.

Research conclusions:The results of the calculation and test indicate the ballastmats can improve low-frequency wheel-rail force, vertical displacements of rail and tie, vibration acceleration of rail and tie a little. Moreover, it can improve vertical displacement and vibration acceleration of ballast obviously. Vertical displacement of ballast can be increasedmore than 50% and vibration acceleration can be decreasedmore than 45%. The influence ofballastmats on the dynamic response is independentof train speed and thewavelength andwave depth of track irregularity. The ballast elasticity improvementby the ballastmatswith 30mm thickness is the better than the others. The totaldynamic stiffness ofballast track applying to the ballastmatswith 30 mm thickness is close to that ofballastless track. So the 30 mm- thicknesses ballastmats is helpful for transiting the track stiffness between ballastless track and ballasted track.

Research conclusions:The key points of realizing the continuous turning the large tonnage bridge are as the follows: (1) Design of the turning system shall be reasonable and effective, which is the precondition for the successful construction. (2) Process and installation precision of the turning ball hinge is the basis for successful construction.(3) Bob-weight and weight test are the safeguards for successful turning. (4) Careful and perfect organization for turning construction is the key point for successful construction.

Research conclusions:Using draining sinkage can guarantee the grouting quality for concrete joint height and can effectively control the deviation of sinkage, with the features of large sinking coefficien,t good precipitation effects of deepwel,l perfectpumping efficiency of the excavator, removing largemud and high sinking speed. And the subsidence of the surrounding buildings andYangtzeRiver dam is controlled effectively by fillingwater.

Research conclusions:Using full-face curtain grouting technology to dealwith the deep weathered and weak stratum can obtain a good resul,t but the technique and technicalparameters forgrouting should be controlledwel.l The grouting technique should be the segmental grouting in advance along with afterward grouting. The vertical grouting length for submarineweathered troughs does not exceed 25 m.The area of the grouting in portraitshould be 4m outof the contour line of the service tunnel and the area of the grouting in the travelling tunnel is5m. The groutingmaterial isGM cemen.t

Research conclusions:(1) The curve shape ofground subsidence induced by excavation ofadjacentand crossingmetro tunnelwith shallow-depth and subsurface excavation method is identical to the Logstic curve shape. (2) Repeated intrusion in the excavation progress of crossing structure and system conversion between structures are themain reasons for the ground subsidence. (3) The appropriate excavation space, temporary invert arch and grouting reinforcement in the progress ofconstruction play a comparatively notable role in controlofground deformation. The research resultshave some practical reference to construction ofshallow tunnel in excavation, optimization ofconstruction procedures, rational usage and control of superimposed deformation caused by construction of crossing tunne.l

Research conclusions:The study result shows that the angle between the anchor cable and the bottom of the ocean has little effecton the dynamic response, and the response law of the tension legs' axis stiff is the same as initial tension.

Research conclusions:The tunnel construction and natural environment can be considered as a contradicting and affecting each other. When the tunnel construction affects the karst development and the groundwater seriously, the coupling effectof the stress field and seepage fieldwill cause the large plastic deformation ofwall rock, resulting in the waterbursting andmud bursting. After completion of tunnel construction, the long-term drainage of groundwaterwill change the originalbalance between the stress field and the seepage field, resulting in the surfacewaterdrying up, the surface subsiding andworsening the ecological environmen.t

Research results:Based on the hydrodynamic simulation tes,t much high-pressured groundwater isplugged effectively by taking themeasures of selective plugging, curtain grouting in advance, vertical grouting-plugging and grouting- pluggingwith gunny bags and string bags. Based on numerical simulation testwith discrete elementmethod, rock blasting disaster is prevented by talking the measures of relaxing stress in advance, controlling blas,t and using expansion anchorbol,t mesh and steelarch rib and spraying the concretewith thin zeolite powderadditive. Based on the aerodynamic simulation tes,t large powerful jet fan and jetgallery ventilation technology are developed, which settled the technical problem of the ventilation for the construction of blind heading with long distance trackless transport and created the world record of blind heading with trackless transport of 9 800 m. After doing the research on integrated geological forecast in advance and the technologies of shot-concrete in rock blast and water- rich section, fast construction and supervision of long tunne,l the geological forecastaccuracy is increased to above 85% and construction efficiency is improved much. The successful construction of Jinping Tunnel brings out a set of comprehensive construction technology for deep-buried long tunnels in high-pressure and water-rich stratum and promotes the developmentof tunnel construction technology in China.

Research conclusions:A new type of fast algorithm forGSM-R switching for high-speed railway is present through research, and the analyses of the feasibility and feature of this algorithm aremade in theory. In addition, comparedwith the normal switching algorithm, the new algorithm is better in shortening switching delay time, especially the switching delay time can be reduced by 64% during transferringMSC section. This fast algorithm is very appropriate for high- speed railway.

Research conclusions:The analyses of theoretical essence and representation format for the transportation equity are made from the aspects of different transportation modes, different social groups, different regions, and different generations. The various models are offered for the equity, including the equity model for differentmodes based on minimum of external costs, the equitymodel for different groups based onW ilson entropy assumption, the model forregional equitywith parametersofeconomical leveland price leve,l and the generationalequitymodel forconsidering the change of life quality and preference. These fourmodels from different aspects fully analyze the equity in details, and make itpossible tomodel the equity formathematical evaluation.

Research conclusions:The predication of the comprehensive costofBeijing-ShanghaiHigh- speed Railway of2015 shows the external cost possesses a big proportion of total comprehensive cost of the high-speed railway so it is necessary to do the study on calculation of the cost of traffic infrastructure, especially the calculation of external cos.t This paper offers the calculationmethod of the comprehensive costofhigh-speed railway including the cost items.

Research conclusions:From macroscopic and microscopic angles, this paper analyzes the intensions and reasons for producing the financial risk toChinese state-owned enterprise and presents fivemeasures forprevention of financial risk to Chinese state-owned enterprise: (1) The property right relation of state-owned assets should bemade clearly and the enterprise should be governed legally. (2) The industry adjustmentwith policy should be strengthened and the investmentdomain by the enterprise should be standardized. (3) Themonitoring system for investors' finance should be established. (4) The risk management culture should be integrated into the enterprise culture. (5) The inner managementof enterprise should be strengthened to improve the level of scientific decision-making.