Research conclusions:(1)Operating suburban trainon existing railway is one of the main modes of developing suburban railway.(2)Eligible cities should take full account of using existing railway as suburban railway.(3)The research of using existing railway should focus on the analysis of the adaptability of railway capacity，the coordination of railway alignment and urban space layout and the suburban passenger flow direction，the convenience of the passengers，etc. (4)It is feasible to operate suburban train after reconstructing and upgrading existing railway and local railway in Shijiazhuang and it can achieve a“city and railway win-win”situation.(5)The research conclusions can provide references for suburban railway development.

Research conclusions:(1)Data collection:The difference of data collection for geophysical exploration between Lhasa to Linzhi section and general areas is very big，geophysical workers face the great difficulties such as environment of hypoxia，low temperature along the steep terrain，a footraee with heavy armor, instruments and supplies of tunnel ground walking. Therefore in the steep terrain and extremely difficult location where the ground elevation is more than 4 500 m， the existing system of logistics supplies condition cannot ensure the safety of the personnel, it is difficult to collect the geophysical data，so there would be a lot of data blank. ( 2)Data processing and interpretation:There is no difference between Lhasa to Linzhi section and general areas.(3)In the inverted resistivity profile，the positions where low resistivity of strip that goes downward is abnormal or there is gradient high value correspond to the suture zone. ( 4)The research results can be used for other alpine region on engineering geophysical exploration.

Research conclusions:(1)Given the effect of different jacking orders，the final deformation of railway subgrade caused by jacking is expressed as settlement trough form，with horizontal inclination angle around deformation region boundary line for 45 0 . ( 2)The subgrade deformation will occur at different locations in different times caused by different jacking sequences，with little difference between the final deformations.(3)The influence of pipe jacking on the railway is assessed according to the settlement of subgrade and the vector value of track’s short chord，and the simulation calculation results show that the maximum vector value of the track’s short chord does not exceed the requirements. (4)The settlement curve displays that the maximum settlement of subgrade surface has exceeded 10 mm，and thus grouting sleeve valve pipe results have value in safety for reinforcement can meet existing subgrade technology requirements. (5)The research evaluation and design of structures through railway without open excavation.

Research conclusions:(1)The valley of Minjiang River from Wenchuan to Songpan is alpine valley area with high mountains，Steep slopes，deep Valleys，active faults，complex tectonic setting，broken ground and poor slope stability. (2)On both sides of the valley，more than 240 major gravity geological disasters are investigated，the distribution is summarized as:the disasters which have diverse types，huge scale，big density，with distribution groups into the band and derivative(second nature) are longstanding. The disasters are linear distribution along the Minjiang River Valley. If the Valley are Steep Slope，the main geological disasters are rock collapse. If the slope is slow，it is easy to accumulate and form the landslide.(3)This research result has a certain reference value to the research of the geological hazard distribution law in the southwest mountain gorge region，and the linear engineering selection of the alpine gorge area.

Research conclusions:(1)The combined method of grouting first and freezing subsequently can effectively reinforce the silty sands ground.(2)The trends of change in the relationship between shear stress and shear displacement of samples with different water context conditions were obtained by the experiment.(3)Under a certain condition，increasing the water context can improve the shear strength of silty sands ground when applying the combined method.(4)The research results can be applied to the reinforcement of water-bearing silty sands ground and soft ground.

Research conclusions:(1)A new test method，vertical logging，has been presented in this paper. The elastic wave of vertical logging transmitted from the deep pile can be reliably received and the lengths of testing pile can be up to 70 m. (2)This paper has proposed the calculate methods of wave velocity，relative amplitude attenuation and frequency of vertical logging.(3)The new method to judge the integrity of pile has been presented. The signal transmitted from the pile bottom can be detected in the test which includes length more than 50 m of 126 piles and the effect is good. The problem of pile integrity testing to test the long piles，which are longer than 40 m，has been solved to some extent. This method has obtained invention patent. ( 4)The research results have applied in the field of civil engineering.

Research conclusions:(1)In Dian Lake area，the soft soil foundation is based on soft clay，and using the cement soil plle 1S feaSlble.(2)Silty soil foundation mainly should strengthen the process control，the sections where the pile length is longer and engineering quality requirements is higher can use multi mixing cement mortar pile.(3)In soft soil foundation of peat soil，the pile tests must be carried out，especially in the high water content，high content of humus area according to the experiment the design can be strengthened，and using CFG pile，prestressed concrete pipe pile reinforcement measures treatment is more prudent. (4)To the pipe pile reinforcement，the lateral stability is analyzed，so as to avoid the rigid pile structure under lateral pressure and tilt.(5)In deep soft soil area，the settlement is very high， or the construction site is limited. It is necessary to take the measures of the pile-slab structure.(6)The research results are widely used in soft soil foundation treatment in mountainous areas.

Research conclusions:Through researching Nn speed railway in the East China，pile，sleeve valve pipe，drilling we can draw the features of subgrade settlement technology of a part of some high- the following conclusions:(1)This technology which contains jet grouting practical reinforcement method for similar soft subgrade settlement problems. (2)The methods of core-drilling，surface save testing，settlement monitoring can effect of soft subgrade settlement of high-speed railway.(3)The research results effectively test the reinforcement provide references for the regula- tion design and construction of the similar engineering.

Research conclusions:The treatment technique of abnormal deformation is very success. The conclusions are as follows: (1)It is feasible to control the lateral deformation of subgrade with high pressure jet grouting pile. The lateral thrust generated by the construction can be carried out slowly and effectively.(2)The monitoring system，which contains leveling，track monitoring car, deep soil layer displacement monitoring and pore water pressure monitoring，has been adopted to ensure the construction safety.(3)The early warning and forecasting procedure and management system are established，which ensure the implementation of the remediation technique.(4)This research provides a useful reference for the disease treatment of high-speed railway subgrade deformation.

Research conclusions:It creatively adopts truss-arch with three tubes which is composed of external two parallel tubes and interior basket handle inclination of odd tube. External two parallel tubes are used to tension the suspenders and interior basket handle inclination of odd tube is used to strengthen the lateral stability of the structure. The structural components have clear division of labor and reasonable stress. The problem of transverse stability with long-span single line railway bridge is solved. The composite structure is actively to adjust the tension force of the suspenders. The distribution of internal force with dead load is optimised and the stress with beam between the top section and the bottom section is reduced. The problem of later creep with long-span single line railway bridge is solved. The bridge structure is characterized by arch structure of novel，great global rigidity and economic appearance. It will provide a useful reference and new ideas for the study of similar design of railway bridge.

Research conclusions:Results show that:(1)The construction order of the supports can affect the structural performance.(2)Install the middle supports after the suspenders finally stretched and the displacement of the cross beam tends to be stable which could release the stress of the tie bar. In that way，the shear stress of the tie bar caused by torsion and the principal tensile stress were efficiently decreased and finally it could meet the need of the standard. (3)This conclusion could be used for design，calculation and analysis of tied arch bridge without wind bracing.

Research conclusions:(1)According to analysis of calculation results of the longitudinal and transverse displacement of the bridge all span，acceleration power index，the conclusion can be obtained:the changes of pier height has little effect on the dynamic response of the bridge temperature difference effect，the vibration response of the bridge can meet the requirements of the specification limits. (2)Considering the 20 0C effect of temperature difference condition，when the CRH2 and ICE3 EMU trains pass over the bridge，the calculation results of the derailment coefficient，reduction rate of wheel and the rate of wheel/rail lateral force，change little compared with the bridge under normal condition and meet the standard，train safety can be guaranteed.(3)Considering the 20 0C effect of temperature difference condition，when the CRH2 and ICE3 EMU trains pass over the bridge，the calculation results of earbody lateral and vertical acceleration， lateral and vertical Sperling index，change little compared with the bridge under normal condition，can meet the requirements of specification，pier height has a limited impact on the train comfort. (4)The research results can provide good reference and guidance for the related analysis and evaluation of similar railway bridges.

Research conclusions:(1)The regional geological structure of Liangshui tunnel is very complicated，for the weak thin slate，phyllite or carbonaceous phyllite in high stress，large deformation of surrounding rock appears and causes long passages of primary support deformation and lining.(2)Based on the construction experience，combined with the amount of field test section of surrounding rock large data analysis，double the initial support and double lining engineering measures are taken，the initial supporting arch strength is further optimized，which can effectively control the large deformation of tunnel lining.(3)According to high security risk for the demolition of arch construction，the measures with short，quick support, demolition of temporary arch，setting locking anchor pipe and following the rapid tunnel two lining，can further reduce and control the security risk. (4)The treatment measures proposed by this paper are based on the large section double line tunnel of railway through the geological conditions of soft rock deformation and rare condition of failure and deformation of initial support and lining，which has a certain guiding value for the similar tunnel construction.

Research conclusions:(1)By comparing the advantages and disadvantages with action-reaction model and continuum model，common model is put forward which are uniformly applied instead of surrounding rock around the load pressure. At the same time，the displacement of support structure can be suppressed by the deformation of surrounding rock， which fully reflects interaction and deformation coordination between surrounding rock and structure. (2)Internal force is analyzed using common model in complex lining of railway tunnel，the results were compared with the results of action- reaction method，the results explain that the common model is more in accord with the theory of NATM，reducing the computing time greatly while considering the interaction of surrounding rock.

Research conclusions:(1)Based on geophysical prospecting，using FLAC to simulate the stress re-distribution after tunnel excavation. It was indicated that the stress distribution and the displacement of tunnel surrounding rock greatly influenced by the fault fracture and anticline positions.(2)Through the analysis of stress and displacement variation， located the DK121+070 and DK121+300 as the stress concentration positions after tunnel excavation，Where Were easy to occur the inflow disaster, and the result of numberical method was matched with the factual water gushing positions. (3)The result in this research proposed a new pattern for the analysis of tunnel water gushing in high-risk paragraph division，and provided the basis to survey and design.

Research conclusions:(1)Based on the load structure model，through the investigation and analysis，the defined equation of the stress state of the reinforced bar is obtained，and applicable to large and small eccentric compressive members of reinforced concrete tunnel lining structure function and limit state equation was established.(2)According to the reinforced concrete lining function，using JC method basic principle，through the analysis and derivation，we put forward a set of the reliability analysis method suitable for reinforced concrete lining structure，and proved to be successful in the reliability index calculation of Railway Tunnel standard drawing lining.(3)The reinforced concrete lining function and the reliability analysis method can be directly used to guide the design of the railway reinforced concrete tunnel lining.

Research conclusions:(1)The energy consumption of medium and low-speed maglev train is more than urban rail transit train.(2)The traction substation and step-down substation set basically the same as urban rail transit，and there is no stray current protection issues.(3)By relying on braking energy absorption devices which set in the substation to brake the train，theoretically it'.s the same as urban rail transit，but the medium and low-speed maglev projects take more 10 kV power supply. In order to avoid the impact to the 10 kV power supply system，resistance energy dissipation type should be adopted. ( 4)Traction power supply network and reflux are advised to adopt contact rail，and due to the presence of the train landing，the contact rail should adopt the side touching style.(5)For safety，the grounding when the train stops，as well as the lightning protection in elevated bridge section，should be well done.(6)The research result can be applied in the research and construction of medium and low-speed maglev project，and it has a significance for the monorail traffic engineering.

Research conclusions:(1)The fundamental conditions of CTCS-3 to CTCS-2 level transition is:the distance from YG-3/2 balise group to the CZ balise group should be greater than 450 m，the distance from the YG-3/2 balise group to ZX-3/2 balise group should be greater than Ss traveled distance at maximum allowable line speed，the scope of the RBC data configuration should extend at least one braking distance from the execution point.(2)When two CTCS-3 yards in a row integrate and belong to two different RBC，the CTCS-3 to CTCS-2 level transition can be carried out on the cross-field line between the two yard，the CTCS-3 to CTCS-2 level transition can be carried out after running across the cross-field lines，then it achieves the RBC handover.(3)When two CTCS-3 and CTCS-2 yards in a row integrate and have more than two cross-field lines，CTCS-3 to CTCS-2 level transition can be carried on two cross- field lines. (4)When the length of the cross-field line between CTCS-3 yard to CTCS-2 yard does not meet the basic conditions of level transition，the CTCS-3 to CTCS-2 level transition point can be set on the CTCS-2 line. (5)The research conclusions can provide a reference for the signal design of train control system when there exists cross -filed line.

Research conclusions:(1)Acorrding to the Suzhou General plan，Suzhou City will form the urban spatial structure which is“one center, two axes，one region"，the central city will plan to form a urban spatial structure composed of “one center, two districts，two regions" which is”T-type n，internal and external link are not suitable for Suzhou，the functions to be achieved and Suzhou’s actual situation does not match. (2) Based on the checkerboard type road，L or S2 line are proposed to increase in the mainly trip direction，in order to improve the accessibility of the line network. (3)The setting link of city rail transit network should be in-depth discussion combined the general plan，to ensure that the planning of rationality. ( 4)The research conclusions can be used as urban rail transit network planning for link set or not.

Research conclusions:(1)The enterprise cultural construction system“synchronize the high and low levels，get refined internally and externally，link the point with the area，and well arrange the centralization and decentralization" conforms to the actual situation of large-scale construction enterprises.(2)Insist on synchronizing the high and low levels to establish the system together, so that the enterprise culture can become the fundamental power to lead the management concept and promote the enterprise development. (3)Insist on getting refined internally and externally to gather people’s hearts together internally and establish the good image externally，so as to standardize the enterprise staff behaviors as well as the enterprise management behaviors by enterprise cultural construction. ( 4)Insist on linking the point with the area for organic integration，so as to promote the enterprise management level by enterprise cultural construction. }s)Insist on taking the mother culture as the uniform standard and the sub-culture as classification construction，so as to promote the concept innovation，institutional innovation，management innovation and technological innovation by enterprise cultural innovation.

Research conclusions:(1)For noise emission standard and environmental quality standard， their applicable objects and conditions shall be correctly understood during EIA. The former should be adopted in noise source assessment，instead of the latter.(2)Measured value for one hour respectively in daytime and nighttime，stipulated by specifications，is the evaluation index and contrast value for noise emission，which reflects the impact of railway and urban rail transit during their normal working hours.(3)Emission standard and quality standard shall be distinguished and governed by law. It is the legal liability for developer to meet noise emission standard，while environmental quality standard for noise is an administration basis and legal liability for planning and environmental protection divisions.(4)Noise prevention and control measures proposed in EIA should keep consistency between their efficiency and environmental protection requirements.(5)The research results can provide reference for the noise EIA and noise prevention and control on railway and urban rail transit.

Research conclusions:(1)Sound absorption controlled the noise pollution in the propagation path. However, metro noise control should take track system，rolling stock，tunnel，viaduct structure into consideration. Then，different bands of noise could be controlled to meet various environmental function requirements.(2)According to the advantages of porous sound absorbing materials，resonance sound absorbing materials，special sound absorbing structures and so forth， multi-layer structure and some other new structures of sound absorbing materials could be developed in future. (3)The noise absorption effect of the sound-absorbing panels could be improved by redesigning its surface structure， such as setting groove，shearing ramp and the like. (4)It is easy to boost the overall sound absorption effect to install sound-absorbing panel aside the rail and noise barrier near the track and locomotive.(5)The research results can provide the references for the study of sound absorption in urban metro.