Research conclusions: Research conclusions are as follows:(1)Lianyungang-Zhenjiang Railway can adopt two schemes of directly leading into Lianyungang station and leading integration to the Lianyungang-Yancheng Railway Dongji station into Lianyungang station.(2)After comprehensive comparison，the scheme of leading integration to Lianyungang-Yancheng Railway Dongji station into Lianyungang station is recommended，and the solution can be taken to start additional reverse line to compensate for the lack of the long-term Lianyungang-Lianyungang East transport capacity，which makes the program more economic and reasonable.(3)This research result can be applied to general plan regional planning research.

Research conclusions:(1)According to the assignment of network and optimization of railway car flow routing，this paper builds a multi-objective optimization model to calculate the new railway's network benefits.(2 ) By dividing the network OD trips structure with importance of OD nodes，it gives out the model's algorithms and calculating steps. And an example is given to verify the efficiency of the model and the algorithms.(3)This method can be used in new railway network effectiveness's calculation and railway construction project economic benefits evaluating.

Research conclusions: (1)Eield experiment shows that: the amount of eolian-sand reduces on step of subgrade support layer and increases on rail board of uplink after opening windbreak. Existing route eolian-sand merely is secondly transported and redistributed by wind power. The opening of windbreak has not obvious effect for clearing route eolian- sand.(2)Numerical simulation analysis shows that: the lee side of windbreak lies in airflow low speed region before opening. Airflow near step of subgrade support layer lies in airflow acceleration region，but other areas still lie in airflow low speed region. Most particles can again drop near uplink and aggravate amount of eolian-sand on uplink.(3)The experimental results have guiding significance for sand prevention project on ballastless track of high-speed railway.

Research conclusions: (1)For improving slope ultimate bearing capacity and controlling settlement at slope top and horizontal displacement at slope surface，the 3-dimension reinforcing form is more advanced than the horizontal reinforcing one.(2)With the increasing of height of vertical reinforcement，the slope ultimate bearing capacity increases， and the settlement at slope top and the horizontal displacement at slope surface decrease.(3)With the same reinforcement layers and reinforcing location，the rules of tension distribution in the two reinforced slopes arc similar，but the tension in the 3-dimension reinforced slope is greater than that in the horizontal reinforced one, that means the bearing capacity of the former one can be used more completely.(4)The fracture surface forms of reinforced slope different from that of the unreinforced one. The fracture surface in reinforced slope is separated into several discontinuous are bands by reinforcement band. The curvatures of the separated are bands increase and their places approach the central part of embankment more and more.(5)The research conclusions can provide the reference and technical support for the design and construction of reinforced embankment slope.

Research conclusions: The calculation shows a significant effect on the roadbed temperature by the infiltration flow in the roadbed with culverts. The infiltration increase the melting depth of the roadbed seasonal change. In the seepage area，the frozen size and level increase as well which would affect the safety of the roadbed. This paper has an important guiding significance for knowing the roadbed temperature field characteristics and seepage effect，and provides a certain theoretical basis for the engineering construction at the high and cold area.

Research conclusions: (1)The mechanical property of CA mortar is affected obviously by strain rates and cyclic loading histories. (2)The compressive strength，elastic modulus and peak strain of CA mortar are increase with the strain rate. (3)The compressive strength of CA mortar decreased with the increase of cyclic loading number and cyclic loading amplitude under the same strain rates，the largest reduction of average compressive strength is 8.34%.(4)The elastic modulus of CA mortar increased with the cyclic loading number when the cyclic loading amplitude is small，the largest increase of average elasticity modulus is 59. 17%.(5)The peak strain of CA mortar decreased with the increase of cyclic loading number and cyclic loading amplitude under the same strain rates，and the influence of the strain rate on the peak strain of CA mortar is lower than that of the load history.(6)The research results could provide the necessary experimental basis to learn more about the mechanical properties of slab track after different cyclic loading histories，and be applied to the optimal design of CA mortar.

Research conclusions:(1)The DR of Egg system track structure was higher in the frequency range(f>400 Hz)than which on DTVI2 track structure.(2)The DR on Egg system track structure was less than 0. 1 dB/m in the frequency range of 160-250Hz，implying that the pronounced train/track resonance was not able to be damped in this frequency range，which was identified closely related to a track form specific rail corrugation occurred on the section of Egg system on Beijing metro.(3)Adjusting the rail frequency response behavior to avoid the resonance peak，together with improving the system dynamic damping to suppress the rail vibration，were effective measures to control the abnormal corrugation development. ( 4)The results of the paper can provide references to control the rail corrugation.

Research conclusions:(1)In the producing process of the steel rails that slenderness ratio is 2168，the deformation is controlled，which plays a crucial role in successful trial-production of turnout.(2)The processing quality of the steel rails directly affects the turnout assembly，trial laying and the running state，which is the key of turnout manufacture. (3)The processing technology of the turnout mainly includes processing of steel rails such as switch rails，point rails， wing rails，as well as the plate processing and sulfidizing.(4)The key technology of turnout assembling and laying includes transformation of rail laying assembly platform，determining rail laying assembly benchmark，the initial assembly of rail，rail laying fine adjustment，and so on.(5)The current operation of Harbin-Dalian High Speed Railway shows that the technology of this kind of turnout is advanced enough to achieve the design and high speed running requirements，and is able to be widely used in the high speed railway which the side running speed is 220 km/h.

Research conclusions:(1)The track constraint system enhances longitudinal connection between adjacent bridges，two separate vibration unit obtained by traditional model analysis get into a whole vibration unit. With the decrease in number of simply-supported girder，longitudinal natural vibration period of the continuous girder bridge decreases.(2)For the continuous girder bridge，seismic response analyzed by the rail-bridge model is greater than that of the traditional model. With the increase in the number of simply-supported girder，seismic response increases significantly. No considering longitudinal stiffness of track constraint system，seismic response of the continuous girder bridge will is apt to be unsafe.(3)With the decrease of axial stiffness of track system，calculation results by using the rail-bridge model is more and more close to that of the traditional model.(4)With the increase of axial stiffness of end spine，seismic response of the continuous girder bridge gradually reduces. But when the end spine stiffness is greater than a certain value，seismic response of continuous girder bridge is almost no change.(5)The research result may provide a basis for revision of computational models of the high-speed railway bridge under frequent earthquake.

Research conclusions:(1)The structure state of existing 900 t bridge erecting machine is not optimistic，the corrosion and defect，structural deformation and dynamic stiffness fail to meet the requirement of national standard，which need to be reinforced by adopting the technique measures.(2)The phenomena of surface corrosion are widespread on the box- beam structure bridge erecting machine，and even the corrosion penetration is larger than the national standard in some areas.(3)The phenomena of structural deformation and bolt fracture occur in the truss structure bridge erecting machine. ( 4)Based on test results，by using the fuzzy comprehensive evaluation method，the evaluation factor may be applied to the structure safety condition assessment of the bridge erecting machine.(5)This research result is helpful for structure inspection test and condition assessment of existing bridge erecting machine.

Research conclusions:(1) Railway tunnel surrounding rock monitoring CFC information system consists of the three modules of the acquisition and transmission， analysis and release and treatment of closed loop. By the eight steps of 11 code entry ~> measuring point embedding~> data acquisition~^data transmission~> analysis and release~> information read ~^ site disposal ~^ closed loop"， the information management is implemented. (2) Railway tunnel surrounding rock monitoring CFC information system has the characteristics of 11 reliable data， transmission efficiency，simple management， reasonable fees". The system basically realizes the railway tunnel surrounding rock monitoring management，and has a good application effect. (3) The research results can be used in tunnel surrounding rock deformation monitoring and safety management.

Research conclusions: ( 1 ) Carbon pantograph slide abnormal abrasion is closely related to these factors， such as uneven distribution of catenary stagger value， the structure of the pantograph， weight of pantograph， carbon plate material quality，pantograph take larger current and serious vibration ； insulating the anchor segment joints arc is related to that pantograph slide carbon board can't keep parallel to the rail surface and pantograph - catenary interface is unbuffered rigid contact; the way that central anchor knot setting in between the two anchor point worsens pantograph - catenary relation. (2) Overhead rigid catenary system layout uses double broken line scheme to improve the pantograph -catenary abnormal abrasion problem， uses new type of rigid suspension elastic device increase system flexibility ； central anchor knot is installed in the middle of the anchor segment suspension point positioning to improve busbar height anomaly. (3) The research results can be applied to the design， construction， renovation and operation practice of urban and regional rail transit engineering，with strong reference and guiding significance.

Research conclusions ： (1) For Jinan rail transit line R1 , the DC 1 500 V overhead contact system is better than the contact rail in security, stable current - collecting, line network resource sharing, whole life cycle economy and environmental aspects, and the contact rail has a little advantage in landscape. (2) The overhead contact system is generally superior to the contact rail and is selected as an optimal scheme for R1 through quantitative analysis and weight distribution. (3) The difference of the vehicle and other aspects caused by traction network difference should also as an important factor in the evaluation. (4) The research results have been applied on the design of Jinan rail transit R1 , and can provide a reference for the similar projects.

Research conclusions ： (1) The results reveal that the impedance relationship between the return network and the earth is the main factor influencing the earth current. To decrease the earth current, we can decrease the impedance of the return circuit, increase the grounding resistance, and reduce the leakage loop. (2) For the T - R feeding system without the return conductor, adding the overhead return conductor is an effective method. (3) To resolve the excessive large earth current problem, we should ensure the traction current return to substation freely and there should be no break or tortuous loop in the return circuit. (4 ) The research conclusions can be the references to the analysis of traction substation earth return current and resolving the excessive large earth current problem.

Research conclusions ： ( 1 ) The result of the tests shows that types and dose of additive are determined through compaction test，unconfined compression test and engineering characteristics ； grain composition，strength and stability of old road mixture are compared with cement - stabilized recycled mixture. And optimum water content on 5% cement - stabilized sandy soil mixture was respectively 12. 1 % which shows that intensity and stability of cement - stabilized recycled mixture is better， and can meet the requirement on pavement base. (2) Engineering evaluation projects is established in detail. It mainly includes present situation， structural bearing capacity and the performance of old mixture，etc. (3) Through engineering practice， it points out the method of equipment matching on cold in - place recycling units and adding method of cement and water, and integrative operation method of milling - planing and compacting in cold in - place recycling technology is proposed. (4) Detection results of cold - recycled base show that various indexes of base can meet pavement operating requirements, and regeneration effect is good, which is provided for references to the design and construction of similar cold regenerative base.

Research conclusions ： ( 1 ) The medium and low speed maglev transit due to its own characteristics and technical advantages，is the best type of low ground traffic city track traffic， has a broad application prospect in our country. This paper put forward seven core technologies of the medium and low speed maglev transit engineering construction which need to be intensified ： coupling relationship research among the vehicle，rail，bridge，equipment and building， lines and rail technology research， transmission technology research， signal technology research， operation and maintenance and fault rescue research，harmonious relationship research between the ground transportation and city，the research of influence of the urban maglev on the special environment. (3)The research results can provide guidance for the medium and low speed maglev transit survey design，construction and operation and maintenance.

Research conclusions: The results show that ： (1) The V - shaped lateral surface subsidence is large above the shield， and it decreases on two sides. (2) The vertical surface subsidence is S - shaped，that is the ground heaves in the front of excavation face，it sinks in the back of excavation face，and it is stable in the certain distance. (3) The research results of this paper can monitor metro shield tunnel in the construction.

Research conclusions ： ( 1 ) The surface settlement of composite rock bolting and shotcreting section is smaller than suspending pile supporting， the surface subsidence of initial excavation increases fast， and tends to be stable with excavation to floor position. The maximum settlement of the open excavation section is smaller than the subsurface excavation section. (2) In the same depth position，the anchor force of composite rock bolting and shotcrete section is smaller than suspending pile supporting section. Deep horizontal displacement of suspending pile was 11 inverted trapezoidal" distribution. (3) In the subsurface tunnel，vault settlement and convergence mainly occur in three stages， namely the excavation stage of the upper bench and on the left and right of the middle bench，and begin to slow and steady with excavation of lower bench. (4) The research results can be applied to the construction field of hard rock and large span metro station.

Research conclusions ： ( 1 ) This paper presents improved method for solving multi - step rolling particle swarm optimization clustering algorithm，the improved algorithm can adaptively determine cluster number. (2) The application of the improved particle swarm optimization algorithm， automatic solving different rail transit network in emergency rescue station for a minimum number is better than the existing related research. (3 ) Adaptive particle swarm optimizationproposed in this paper，can also be used to solve the same condition clustering，clustering boundaries clear of similar problems. (4) The impact of this article additional weights in the fitness function solve the selection process of the multi - objective constraint problem.

Research conclusions: (1) Virtual reality technology and dynamic optimization of management theory is integrally applied for the first time. Virtualization technology is used to show a three - dimensional, real and dynamic process of metro construction management, and the full dynamic optimization methods for safety and environmental management is applied for dynamic visualization of optimal control, which is the basis for managers timely decision support and decision -making and achieves safety and environmental management from the 11 invisible" to 11 visible" . (2) The significance of FS theory and safety and environmental factors analysis is used to define the key control process of the safety and environmental protection, which not only reduces the computational workload and allows managers to focus on key control procedures of daily management and avoid the phenomenon of micromanaging and blind management. (3) With the establishment of issues library and cause and countermeasure library for a dynamic safety and environmental protection of the construction, managers can timely make decisions in dynamic management process based on above. The research results of this paper are applied in the civil engineering construction management.

Research conclusions ： (1) Significant cost theory can greatly simplify the workload by finding out cost - significant items when estimating high - speed railway construction environmental cost. (2) BP neural network has applicability in high - speed railway construction environment cost estimation. (3) High - speed railway construction environment cost database need to be supplemented further for more accurate estimation. (4) The construction environmental cost evaluation method，put forward in this paper，can be applied in construction environmental cost estimation and control.