Taking a bedding rock slope with weak structural plane as the prototype, a shaking table test with a similarity ratio of 1:10 is designed and carried out. By analyzing the acceleration and displacement responses at different positions of the slope, the seismic response and instability mechanism of rock bedding slope under different seismic amplitudes, frequencies, and durations are studied. Before the failure of the slope, the rock bedding slope shows an obvious “elevation effect” and “surface effect” under the action of Wenchuan Wolong earthquake wave with different amplitudes. With the increase of the amplitude of the input seismic wave, the elevation effect and the surface effect gradually weaken. When the amplitude of the seismic wave reaches 0.9 g, the rock bedding slope begins to show damage, which demonstrates that the difference of PGA amplification coefficients on both sides of the weak structural plane increases significantly. Compared with the Kobe seismic wave and Wenchuan Wolong seismic wave, the excellent frequency of EL Centro seismic wave is closer to the first-order natural frequency of slope model and produces resonance phenomenon, which leads to the elevation effect of PGA amplification coefficient more significantly. Through the analysis of the instability process of rock bedding slope, it can be found that the failure mechanism of the slope can be divided into two stages: the formation of sliding shear plane and the overall instability of the slope.

Compaction quality of railroad subgrade relates directly to the stability and safety of train operation, and the core problem of the Intelligent Compaction of railroads is the transmission and evolution characteristics of vibration wave. Aiming at the shortages in exploring the transmission and evolution characteristics of the vibration signal, the typical subgrade compaction project of Jingxiong Intercity Railway Gu’an Station was selected to carry out the field prototypes tests, and the dynamic response from the vibratory roller to filling materials was monitored in the whole compaction process, and some efficient field tests data will be obtained. Based on this, the transmission and evolution characteristics of the vibration wave from the vibratory roller to filling materials in the compaction process are studied from the time domain, frequency domain, jointed time–frequency domain and energy domain by using one new signal analysis technology—Hilbert–Huang Transform. Some conclusions are shown as follows: first, the vibration acceleration peak gradually decreases with the increase of buried depth, and when the buried depth reaches 1.8 m, the vibration acceleration peak is closed to zero. At the same time, when the vibration wave propagates from the wheel to the surface of filling, the attenuation rate of acceleration gradually increases with the increase of rolling compaction times, while the attenuation rate of other layers in different buried depths gradually decreases. Second, the vibration wave contains fundamental wave and multiple harmonics, and the dominant frequency of the fundamental wave is nearly 21 Hz. With the increase of buried depth, the amplitude of fundamental, primary, secondary, until fifth harmonics decreases exponentially and the concrete functional relationship among different amplitudes of harmonics can be summarized as y = Ae^−BX. Third, the vibration energy focuses on the fundamental wave and primary wave, which can increase with the increase of rolling compaction times, and when the rolling compaction time reaches five, their energy reaches maximum. However, when the filling reaches a dense situation, the energy of the primary wave gradually decreases. Therefore, the maximum rolling compaction time is five in the practical engineering applications, which will be helpful for optimizing the compaction quality control models and providing some support for the development of the Intelligent Compaction theory of railway subgrade.

The underground structure that crosses the active fault will cause more serious damage under the dislocation of the active fault. Relying on an actual tunnel in the southwest mountainous area to establish a three‐dimensional finite element model, the failure mechanism of the tunnel under strike‐slip and thrust fault dislocation is revealed from the lining deformation, stress distribution, and plastic zone distribution, and the results show that the damage range of the lining distributes in the area of the fracture and the damage effect is greatly affected by the movement amount of the active fault. The lining damage under the active fault dislocation is mainly tensile damage, while the lining under the thrust fault dislocation shows compression damage on both sides of the fracture when there is a fracture with a large dip angle. The development range of plastic zone is positively correlated with the dip angle of the fracture and the amount of movement, and the development range is negatively correlated with the dip angle of the fracture and positively correlated with the amount of dislocation. The plastic zone range can be predicted, and the key monitoring range can be set according to the movement form of the active fault, the dip angle of the fracture zone, and the amount of fault movement.