Research conclusions: In actual construction practice, value m is less than both theoretical value and experimental value. Whether the selected value m is reasonable or not will seriously affect the calculation results of the endogenous stress and the deformation of the bracing structure of foundation pit. Furthermore, it can become the key factor of influencing the selection of bracing project and bracing structure design. In addition, value m, must be calculated by different methods in the same state. Otherwise, the results would deviate greatly, resulting in losing the significance of counter-analysis.

Research conclusions: At present, there is no consistent suggestion about revised SPT, use measured SPT' make field work more .operable. According to measured results, it can be named residual soil that N is ranging from 15 to 30, and N is ranging from 30 to 50 can be named completely rotten soil. The optimum probability distribution of measured SPT of granite residual soil and completely rotten soil in Shenzhen district is normal distribution by statistical analysis.

Research results: The explorations are made on the temporary limiting speed design schemes of CTCS-2 and CTCS-3 from the areas of the ways, contents and setting means of temporary limiting speed. The scheme is feasible in theory, but it needs to be verified in real operation for further improvement.

Research conclusions: Rational choice of design standard and calculated result is feasible in technology with definite limit. Base on the method mentioned in this paper, alignment design will be more flexible and design can be optimized reasonably for providing favorable conditions for construction and maintenance, reducing construction cost and reflecting the design concepts of putting man first and servicing traffic.

Research conclusions: From the line functional, investment and economic points of view, the speed target "value of 200-250 km/h should be adopted for the Fourth Line of Haerbin-Qiqihaer Railway, and the speed target value of 300 km/h is the worst in investment profits. Therefore, it is proposed the speed target value of 200 km/h will be adopted in the early opening period of the line, but construction of infrastructure is conducted in accordance with 200-250 km/h because it only needs a little more investment in construction of 200-250 km/h line and the line is already in high plane standard.

Research results: Through doing researches, the mechanical and physics characteristics of red rock are obtained, such as the maximum dry density, optimum moisture content, shear strength characteristics under saturated and non-saturated conditions, CBR, expansive characteristic and so on. In combination with the experimental research and construction conducted in Dazhou-Chengdu Railway, the analysis of deformation characteristics of high embankment under saturated and non-saturated conditions are made and also the proposals are made to application of red rock as filling materials in filling subgrade.

Research conclusions: The displacement controlling value is obtained, and the maximum internal force under this value is precondition for substitution structure and dynamic monitoring during constructing.

Research conclusions: The DM pile with more length of lc plays a little role in controlling subsidence and improving bearing capacity, which will be damaged in shallow place because of the material strength. So the proper length of pile should be determined according to actual construction conditions in order to avoid unnecessary waste.

Research results: The thickness and characteristics of the slight segregated or serious segregated concretes can be decided with the mass integrity of pile body made by reflection seismology. It can be seen from static test for single pile that the bearing capacity of the slight segregated or serious segregated concrete on the end of column pile is more than 2000 kN.

Research Conclusions: In principle the integral span simply supported box girder, prefabrication in girder yard, integral span transportation, bridge position erecting shall be adopted on the whole line, if impossible. It is necessary to perform some special treatment; the steel-box tied arch bridge with a span of 128 m and a rise-span ratio of 1/5.333 is mainly composed of steel box section and steel deck structure. After installed on the bracket, it will be positioned by dragging method. It is shown from static and dynamic analysis as well as fatigue test that such structure design is safe and reasonable; that the structural type of prestressed concrete continuous beam with spans of (80+3*144+80) m is reasonable for navigation; the continuous beam structure, bearing support for earthquake-isolation and reduction, and beam-fixed equipment are adopted for insuring the safety and rationality of the structural design; the measures for the partial flange plate off integral span box girder to be transported by way of tunnel, casting-in situ integral span box girder by overhead launching gantry are effective on settling the issues of integral span box girder transporting and erecting in the dense bridge-tunnel connection section.

Research results: Through making analyses of large-span variable width continuous beam with finite element method, all indexes meet the standards for bridge and track, so Hanjiang Major Bridge satisfies the demands of station layout, navigation and flood protection. This is the first time for China to install the high-speed gapless turnout on the large-span PC continuous beam bridge, which is a new key breakthrough and innovation in technology for passenger dedicated line in China.

Research conclusions: When designing continuous welded rail on bridge in the small radius curve section, these factors should be especially considered; increasing lateral ballast resistance, reducing additional forces of the continuous welded rail on bridge, and properly increasing the design stress-free temperature of rail.

Research results: Based on the site surveyed data of Wushaoling Tunnel, the research is done on defining the initial ground-stress of surrounding rocks in F4 Fault and materials properties with encounter-analysis of displacements and finite element method. Meanwhile, the initial support and bolts and the stress of second lining of tunnel are defined and the stable status of the support structure is evaluated with characteristic curve method.

Research conclusions: The sloughing of the tunnel portal is not only related to the geological reason, but also to the unfaithful reconnaissance and unchanging the design scheme timely. Nowadays the main causes for the sloughing of tunnel portal are that the construction is not conducted according to the design, the construction scheme is not changed timely, the construction method is not suitable and the monitoring is not done on time. For the sloughing of tunnel portal, the following measures should be taken; the anchor bolt and steel gridding and spurt concrete are used if the thickness of the soft rock is less than and equal to Sm, the steel-pipe pile and grouting are adopted if the thickness of the soft rock is 5-10m, and the anti-slide pile should be adopted if the thickness of the soft rock is greater than 10m. At the same time, it is necessary to lay the secondary lining to the tunnel outside and tunnel portal.

Research conclusions: The data show that although the signal-to-noise ratio of TEMS response is very low in late time, but the correct decay curve can be produced by adopting time-dependent filter method. Therefore, time-de-pendent filter technique can be used to compress dense TEMS data without losing of decay information.

Research results: According to the pole of demand load and the compensated capacity required in the running process, the dynamic reactive power device can control the capacitor equipments individually and integrally for realizing comprehensively automatic adjustment of voltage and reactive power to improve the power supply quality and balance the reactive power in place.

Research conclusions: The main things for design of railway digital video monitoring system are to choose camera model and storage capacity, calculate focus and communication bandwidth and realize linkage function. It requires that the designer has higher technical capability and overall idea of system for knowing the technical development of system and the requirement of users and actual conditions to present the proper design program of system for the customers.

Research results: A suitable integrated scheme is proposed through comparison of system range and depth. The schemes of coordinating all subsystems are presented for the different operation conditions, such as normal condition, blocking condition, equipment failure condition, equipment maintenance, platform firing condition, station hall firing condition, section firing condition and so on.

Research results: Based on the general study and the checking computations of the bearing capacity of relative structure of canopy, it is recommended the through large-span soft cross bracing scheme should be adopted for catenary suspension installed on the platform canopy without post in Jinan railway station.

Research conclusions: The release line should be located at terminal or reentry stations following by the principle of convenience, reducing the running time of empty train and operating costs. That is to say the rational choice of track joining scheme should be conducted after making the analysis of depot, line conditions, vehicle conditions and the joining condition from economical and technical points of view.

Research results: Through predication of the passenger flow, control of terminal scale, orientation of geography and function, organization of interchange and traffic, arrangement of construction procedure and plan of other areas, the functions of Tianjin terminal are more integral for the convenience, high efficiency, economy and socialization.

Research conclusions: The scheme of 23‰ grade is feasible in technology and reasonable in economy, so it is suitable for Tianjin underground Zhijing line to adopt 23‰ maximum grade.

Research conclusions: In the design of inspection and repair technics of monorail depot, we should know the structure of staple of monorail, such as rolling stock, track beam, turnout and so on. When designing the workshop structure and collect equipment for inspection and repairing the rolling stock, we should be under the prerequisite on meeting the maintenance requirement of monorail rolling stock.

Research conclusions: The grade of maximum speed of vehicles for urban mass transit is generally determined as the mean distance between stations. It is recommend adopting the highest train running speed of 120 km/h for the distance of approximate 3.4 km between stations, the highest train cunning speed of 100 km/h for the distance of approximate 2.3 km between stations and the highest train running speed of 80 km/h for the distance of approximate 1.5 km between stations.

Research conclusions: Our design level of urban mass transit can be reached at the advanced level through establishing the technical platform of urban mass transit as soon as possible, improving the design criterion and technical standard, paying more attention to designing standardization, strengthening the investment in the development of new product and technique and improving the design quality and efficiency.