The operating mileage and total energy consumption of urban rail transit systems are constantly increasing. To accurately calculate energy consumption, the actual trainside energy consumption formula that considers dynamic motor efficiency and an energy consumption simulation and calculation model based on the singleand multiplemasspoint models of train operation are constructed in this study. First, the energy flow process of the train traction drive system was studied, and the relationship between the efficiency of each component and the train operation state was established. Second, the actual train energy consumption calculation based on electric power was deduced according to the twotable method by combining the efficiency conversion of each component. The factors affecting energy consumption were comprehensively analyzed, and an energy consumption simulation and calculation method considering singleand multimasspoint train models was proposed. Finally, taking the four stations and three intervals of a regional line in China as an example, the results show that the operation energy consumption under either the singleor the multiplemasspoint train operation model achieves a deviation of less than 5% compared with the actual energy consumption, which verifies the accuracy of the proposed energy consumption model. In addition, the operational energy consumption of the multimass model was further reduced by a 1.66% deviation from that of the singlemass model. The proposed model provides theoretical support for the optimization of train energy savings and actively contributes to the development strategy of China's green economy.

With the early opening of urban rail transit, Shanghai has been a forerunner in urban rail transit operatingline renovation in China. The experiences and lessons learned from Shanghai in operatingline renovations have reference value for other cities in China. First, the operatingline renovation process of the Shanghai urban rail transit was reviewed. Three main development trends indicate that the focus is on a gradual transition from individual conditions to overall conditions, that the renovation contents are gradually being diversified and systematized, and that the renovation demands that align with the development goals of the city and urban rail transit network are continuously deepening and expanding. Second, developing a renovation plan with systematic thinking, minimizing the impact on passengers while ensuring construction safety and quality during renovation, and active postevaluation after renovation are summarized as the key points in the operatingline renovation of Shanghai urban rail transit. The difficulties in operatingline renovation of Shanghai urban rail transit were analyzed in terms of limited financial support, highefficiency requirements for internal and external communication, challenges in project management, and insufficient technology. Important future works for operatingline renovations of Shanghai urban rail transit are discussed, including additional financing channels, research on improvement and innovation of construction plans and management mechanisms, deeper evaluation of the operational urban rail transit network, and the technology of nonclosure renovation of underground stations without prereserved conditions.

Public participation in lowcarbon travel is an effective way to reduce carbon emissions. How to further guide and incentivize public participation in lowcarbon rail transit through carbon inclusive mechanisms is an important research field for rail transit enterprises to carry out green and lowcarbon practices, this paper according to the national carbon peak, carbon neutral and carbon GSP policies, as well as the construction of carbon GSP policy system in Shenzhen; This paper focuses on the "Our LowCarbon Road" project, combines the mechanism of carbon GSP in Shenzhen and the characteristics of the urban rail transit industry, relying on the Internet technology and data aggregation platform to systematic analysis was conducted on the business model, methodology, business process, and data flow, the system architecture and technology program of Shenzhen's carbon GSP application platform, as well as the implementation and application significance of the platform, and puts forward the development ideas of expanding carbon application scenarios, innovating carbon financial products, and crossregional cooperation. This provides Shenzhen's experience for the application of carbon inclusive urban rail transit, which has practical value in tapping into the public's emission reduction potential, stimulating green travel for citizens, and feeding back the rail transit industry.

This paper preliminarily explores the selection range of longitudinal slope for adding stations in existing line renovation project, analyzing the requirements for longitudinal slope from several perspectives, including train stopping smoothness, train starting and braking, station longitudinal drainage, station building and accessibility design, station platform door installation, and station wiring. Some conclusions are presented: (1) Verifying the technical performance of parking braking, starting, and braking of subway trains is the key to determining whether the longitudinal slope of adding stations to existing line sections can be moderately increased; (2) Considering the parking and braking performance of subway trains, as well as the technical performance of train starting and braking, the longitudinal slope of the station should be allowed to be moderately increased. However, considering the design of the station building and the convenience of passenger use, the increase should not be too large; (3) From the perspective of maintenance and repair of switches, it is recommended to ensure that the longitudinal slope of switches does not exceed the existing regulation of 10%.

Under the major strategic deployment of a dualcarbon strategy, studying the whole lifecycle carbon emissions of rail transit and reasonably quantifying its carbon emission level is essential to achieve peak carbon and carbon neutrality in the transportation sector. Based on a new metro line in Beijing, this study analyzes the whole lifecycle carbon emissions of rail transit, establishes a carbon emission calculation model for the whole line and the whole lifecycle of rail transit, and quantitatively calculates the carbon emission of the whole line and the whole lifecycle of the new metro line. Carbon reduction measures in the construction and operation phases are analyzed simultaneously, and their carbon reduction potential is quantitatively assessed. The carbon emission calculation for the 81km long new metro line yields a carbon emission of 2.57 million tons of CO2eq in the construction phase, 54,000 tons of CO2eq per year in the operation phase, and a total carbon emission of 5.24 million tons of CO2eq in the 50year operation cycle. The use of renewable materials and prefabricated structures in the construction phase can reduce carbon emissions by 7%. The use of comprehensive carbonreducing measures in the operation phase can reduce carbon emissions by 27%, and the carbon reduction potential of the 50year operation cycle is 17%. The establishment of the model has guiding significance for the quantitative calculation of carbon emissions in the whole life cycle of urban rail transport, and the research results of the carbon reduction measures can provide a reference for urban rail transport to achieve a green and lowcarbon transformation and carbon peak and carbon neutrality in the transport sector.

As subway construction in China continues, the network operation mode of subway emerges, and more transfer nodes are created. Due to planning and other factors, the earlierbuilt subway lines did not reserve future transfer access conditions. Thus, when new lines are built, the existing stations often undergo transfer transformation and upgrading along with the new stations. Among the key tasks involved, the communication transmission system transformation and upgrading is crucial. The communication system is the traffic nerve of urban rail, which consists of public security communication system, civil communication system, and special communication system. It supports the information exchange between the control center and the stations and vehicles, and provides stable communication service for passengers. This paper examines the communication room transformation and communication capacity expansion requirements resulting from the transfer station transformation under the existing line operation conditions, and proposes the enhanced MSTP construction scheme for public security transmission system and the backbone transmission system OTN construction scheme. Xitucheng Station of Beijing Metro Line 10 intersects with the newly built metro Changnan Line, and the transfer station changes in building structure and function have raised new requirements for the communication system equipment deployment and upgrade. This paper applies the design scheme to the transfer project, verifies the rationality of the proposed scheme, and the research results offer an application reference scheme for the communication system upgrade of the existing station transfer transformation.

Urban rail transit in China has entered a new stage of transforming from "incremental expansion" to "stock optimization". This requires renovating existing lines, which poses a huge demand for funds and a high standard for longterm sustainability. Therefore, it is important to develop an investment and financing mechanism that matches the renovation needs and ensures the highquality development of urban rail transit. However, there is a lack of comprehensive and unified guidance for different types of renovation projects and various stakeholders. There is also an urgent need for theoretical research to support the innovation of investment and financing modes. This paper analyzes the experiences of typical cases in London, Japan, Beijing, Shanghai, Shenzhen, and Tianjin. Based on the economic, cyclical, and multibody characteristics of the projects, this paper proposes a grading and classification system for investment and financing, and constructs a mechanism that integrates financial subsidies and incentives with the stock of assets and new investment. This study can provide a reference and basis for improving the top-level design of renovation projects and forming a multi-principal synergistic investment and financing mechanism system for the medium and long term.

This study examines shield direct cutting techniques on largediameter piles within the construction project linking Guanzhou Station to University Town North Station on the Guangzhou Metro Line 12. Focusing on piles with diameters of 1,200 mm and reinforcing bars with diameters of 25 mm and 28 mm, the research evaluates the efficacy of critical measures and the resultant quality of pile cutting within shield construction. Findings indicate that a cutter head configuration, incorporating a hob and a tearing knife, successfully penetrates concrete pile foundations containing rebar of the specified diameters. However, a challenge arises when a toothed hob attempts to sever the reinforcing bar directly. It is observed that the tearing knife's secondary action exerts adequate shear force to dissect the reinforcement at the precut location by the hob. Furthermore, employing a boring strategy characterized by a low advancement rate, high rotation speed, and consistent torque has proven to enhance the cutting process for both the pile body and its embedded steel bars. Additionally, the use of split hydraulic rebar shears delivers an improved response to the complications presented by intertwined steel bars within the shield machine's path.

Fire is one of the most serious accidents occurring at urban rail transit stations. A scientific and reasonable safety evacuation plan is essential to ensure the safety of passengers in the event of a fire. However, it is difficult to dynamically adjust the evacuation routes in the current subway station fire evacuation plan according to the fire situation. This study used computer vision technology to identify personnel distribution information and fire locations based on the monitoring system in the subway station. A spatial topology model was developed, and an improved ant colony algorithm was used to plan an evacuation route that takes the shortest time and has fewer turns to provide a more scientific and reasonable evacuation route for evacuating passengers. The effectiveness of the evacuation plan was verified by applying it to three scenarios.

With rapid urbanization, the refurbishment of urban railway lines is crucial for advancing highquality urban rail development and sustainable urban growth. This refurbishment process presents a host of intricate professional challenges that must be addressed. Meeting current requirements for line reconstruction while addressing safety issues and expanding beyond traditional specialized fields is demanding. Therefore, it is essential to chart a development path for the transformation of existing urban rail transit lines in line with the needs of highquality urban rail development. Drawing on the history of Beijing's line refurbishments, this study examines the challenges and future objectives of urban rail transit line refurbishment and proposes comprehensive concepts for the rejuvenation process. Furthermore, we introduce an innovative approach to investment and financing for line refurbishments, focusing on sustainable urban rail development. We offer recommendations for the transformation of urban rail transit lines in China across six key areas: system development, vitality of components, investment and financing frameworks, technological empowerment, research and development, and relevant standards.