This study investigates the wheelrail noise characteristics of urban rail trains passing through longspan bridges, focusing on the Dongshuimen Bridge of the Chongqing Rail Transit Line 6 and the Chaotianmen Bridge of the Chongqing Rail Transit Loop Line. Noise measurement data were collected for trains passing over the bridges. This study analyzed and compared the spectral characteristics of noise, summarizing the relevant patterns. The results indicate that the wheelrail noise generated by rail trains on largespan bridges exhibits a widefrequency characteristic, with the sound pressure level spectrum curve showing a “high in the middle, low on both sides" pattern. The noise peak of steel truss arch bridges is concentrated at approximately 800 Hz, and the structural noise generates a relative peak in the range of 6380 Hz. In contrast, the noise peak of the steel truss girder cablestayed bridges is in a higher frequency range. The threespan continuous steel truss suspension arch bridge exhibits a wide and highamplitude noise spectrum, with its noise being significantly greater than that of the steel truss girder cablestayed bridge, particularly in the midto highfrequency range of wheelrail noise.

To improve the comprehensive development efficiency of land along rail transit lines, guide the orderly development of urban rail transit stations, and ensure the supporting role of urban sustainable development, we conducted innovative research on the overall strategy of comprehensive transitoriented development (TOD) in Foshan based on a toplevel design. First, we outline the practical problems encountered by Foshan City, an important mega city in the Guangdong Hong Kong Macao Greater Bay Area, in the current stage of comprehensive development of rail transit, such as the lack of interest sharing mechanisms, failure to collect and store land along the line in advance, insufficient planning and coordination of station site selection, and mismatched timing between rail construction and comprehensive development. Subsequently, a comprehensive coordination framework for reasonable development is described. Development strategies are proposed, such as improving toplevel design, strengthening strategic coordination, advancing land preparation and storage, and exploring diversified land supply. Finally, using the land use planning practice along the second phase of construction planning for an urban rail transit line in Foshan City (Line 4 Phase I, Line 2 Phase II, and Line 11) as an example, toplevel policy challenges, toplevel planning challenges (coordination of national spatial planning and comprehensive transportation planning), land challenges (land preparation and storage, diversified land supply mode issues), and TOD construction mode challenges are discussed. We explore and establish a toplevel design practice path for comprehensive development that corresponds with the characteristics of Foshan City and propose an overall strategy for TOD comprehensive development that is suitable for the actual scenario in Foshan City. This can effectively guide the implementation of comprehensive development of land around stations along the line and provide valuable toplevel design practice experience and reference basis for similar metropolitan areas.

Amidst the ongoing development of rail transit and urbanization in China, station square planning with singlefunction can no longer meet the varied demands of urban construction. This study examined the construction history and related planning standards of station squares in Japan, conducted onsite research on station squares in multiple cities at different levels, analyzed the spatial planning and development methods for representative cases, and summarized the conclusions regarding Japanese station squares. The planning experience revealed the following recommendations: Pay attention to the spatial regulatory role of the station square in the integrated development of the station and city, and adjust the urban function of the square according to planning requirements. The construction of the square should be combined with the development characteristics of the surrounding areas of the station, focusing on the flexible layout and diversified use of the square. A cooperative organization should be established at each stage to focus on mutual communication and division of responsibilities among the various construction departments of the square, as well as the development of a continuous user participation mechanism and a complete square operation system, thereby hoping to provide reference and guidance for the sustainable development of China's rail transit and reasonable urban space planning.

Metro traction current changes dynamically during train operation, resulting in magneticinduced voltage in the peripheral grid circuit, which is one of the key challenges that cause transformers to undergo DC demagnetization. The generation of magnetic induction voltage is affected by various factors. To quantitatively analyze the size of the contribution of different influencing factors, this paper uses the magnetic induction voltage formula to derive the main influencing factors of the magnetic induction voltage of the subway. Subsequently, the “subway linetransmission line” magnetic coupling boundary element model is established to simulate and analyze the influence of the key factors on the induction voltage. The influence of the key factors on the induction voltage is analyzed. During the smooth running of the train, the induced voltage is not significantly affected, and at 1000 m, the induced voltage is attenuated by 90%. We constructed the backpropagation (BP) neural network to generate the magnetically induced voltage and analyzed the contribution of each influencing factor to the magnetically induced voltage using the mean impact value (MIV). The results show that the main influencing factors in the equivalent loop of the subway are the same as those in the grid, and the magnetically induced voltage in the equivalent loop is the same as that in the grid. The results show that the magnetic induction voltage in the equivalent loop is more likely to be influenced by the equivalent loop length, the contribution of which is 44.38%, and the relative distance has the smallest contribution of 21.31%. Therefore, the area of the power system constituting the equivalent loop is the most important factor affecting the magnetic induction voltage.

In response to the application problems of eCNY hardware wallets in rail transit gate boarding, business process design and ticketing system transformation methods were adopted to implement eCNY hardware wallets for the Suzhou rail transit gate boarding business. In this paper, first, the basic concept of eCNY hardware wallets is introduced, and the application forms of eCNY hardware wallets in rail transit are clarified. The current business scenario, usage needs, and technical characteristics of eCNY hardware wallets in rail transit and the overall plan for passing through gates and boarding trains with eCNY hardware wallets is determined, and a detailed design is for the registration, entry and exit, ticket processing, and other business processes of eCNY hardware wallets is described. Finally, combined with the current scenario of the Suzhou Rail Transit ticketing system, a specific transformation scheme of the Internet ticketing system and an automatic fare collection system is proposed to achieve the eCNY hardware wallet lockin service. The application of eCNY hardware wallets in Suzhou Rail Transit has a promotional significance for the promotion of eCNY hardware wallets and has a reference value for the application of eCNY in the field of rail transit.

Rapid urban rail transit growth presents new challenges for operation and management. Traditional methods limit data and resource utilization. China's "strong transportation country" strategy and smart city development necessitate a shift from traditional to digital thinking for subways, a crucial component of resident travel. Digitalization offers the potential to enhance operational efficiency and quality. This study analyzes the challenges of digital rail operations and presents Kunming Metro Line 4 as a case study. It explores Line 4's digital transformation journey, highlighting its economic benefits. By establishing a cloudbased comprehensive automation and business integration management system, Line 4 achieved synchronized digitalization across the enterprise, enabling practical implementation of digital metro operations. This approach reduced costs, improved efficiency, and offers valuable solutions for urban rail transit digitalization within the industry.

Focusing on the reuse of tunnel muck, this study aims to prepare tunnel muck from the Suzhou Metro Line 8 into a synchronous grouting material that satisfies the engineering requirements of different geological conditions by adjusting the solidification material compositions through laboratory experiments. In this project, a new doubleline shield tunnel of Metro Line 8 intersects the existing doubleline tunnel of Line 3 at Tangzhuang Station, forming a unique layout with two layers of four tracks. The muckproduced grout used in this project has a consistency value of 113 mm, and the 7and 28day strengths exceed 1 and 2.5 MPa, respectively, satisfying the engineering specifications. The deformation monitoring data show that the muckproduced grout effectively controls the impact of the upper tunnel construction on existing structures. Utilizing shield tunneling muck to prepare synchronous grouting slurry can achieve resource utilization of muck while promoting green construction and reducing construction costs by approximately 750 thousand Yuan per kilometer (double line).

This study addresses problems of numerical methods for continuous media, such as the finite difference and finite element methods to simulate the discrete medium characteristics of a sandy cobble stratum. Based on the blockbased discrete element method, a discrete element model is built to simulate the process of shield tunneling through a sandy cobble stratum, and the displacement of joints and deformation of the surrounding rock and liner is studied. A finite difference model, in which a sandy cobble stratum is transformed into an equivalent continuous medium, is built to simulate the process of shield tunneling, and to compare the differences in simulation results between the discrete element model and the finite difference model. The results show that, in the discrete element model, the area at which the positive normal displacement of the joints exceeds 0.1 mm is primarily concentrated at the inverted arch, the area at which the negative normal displacement of the joints exceeds 0.1 mm is located at the hance, and the area at which the shear displacement of the joints exceeds 0.4 mm is primarily concentrated at the inverted arch. The simulation results of the discrete element method are greater than those of the finite difference method with respect to the deformation of the surrounding rock and liner; therefore, utilizing the discrete element method to verify the design of the tunnel and liner is relatively more secure and reasonable.

In order to enhance the safety of Fully Automatic Operation (FAO) systems in urban rail transit, a hazard analysis method for FAO systems is proposed, which is based on scenario fusion from the perspective of FAO system operation and maintenance. The method initiates by identifying scenario elements and integrating them, to generate FAO application scenarios. It then comprehensively selects an allocation method of semiquantitative SIL (Safety Integrity Level) among proportional allocation, prior information allocation, and combined logical allocation, to complete the allocation of safety targets of functions of the core subsystems. Finally, the analysis method is applied in an actual engineering project case, providing a reference for subsequent hazard analysis and SIL allocation for metro lines with FAO system. This approach also addresses the limitations of traditional FMECA (Failure Mode, Effect and Criticality Analysis) in performing SIL allocation for multisystem functions.

In response to the integrated fare system for areas that use crossstandard rail transit payment in urban areas, based on previous literature and domestic and international research, this article first clarifies the principle of crossstandard barrierfree ticket pricing under a single path. Subsequently, the multipath crossstandard barrierfree ticket pricing schemes are divided into two categories: origin–destination (OD) differential and OD equal pricing. The technical methods of accurately tracking passengers based on the classification of ticket types used by passengers in OD pricing research are discussed, and infeasible conclusions are obtained. The OD sameprice study recommends the weighted path algorithm, which considers the revenue of revenueguarantee enterprises and the public welfare guarantee of people's travel expenses. This paper proposes two algorithms, namely the passenger flow weighted path and average weighted path, describes the calculation steps of the algorithm in detail, and verifies the feasibility of the algorithm through two examples of Guangzhou Metro. This study is the first in China to fill a gap in the country to a certain extent.