This paper provides a comprehensive overview of Chinese mainland's urban rail transit development in 2023. By the end of the year, 28 provinces and 59 cities had 338 urban rail transit lines in operation, spanning 11,232.65 km. Subway lines made up 76.10% of this length, with 8,547.67 km, followed by fully automatic operation (FAO) lines with 9.37% and 1,052.43 km. The network expanded by 884.55 km in 2023, with 53 new lines (or sections) opening, including 539.50 km of subway lines and 252.79 km of FAO lines. The new lines involved 7 different system types and 30 cities, 3 of which inaugurated their first urban rail transit systems. In 2023, Chinese mainland's urban rail transit network also set a new record of annual passenger volume, surpassing 80 million passenger trips per day on average.

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.

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%.

This study comprehensively summarizes the testing scheme and results of a laddersleeper ballastless track in urban rapid rail transit for safety, stability, and vibration reduction performance compared with an ordinary ballasted track at a maximum speed of 220 km/h on the National Railway Test Center Circular Line in 2023. The test used eight CRH380AJ comprehensive inspection units, including the safety and stability of the wheelset derailment coefficient, wheel load reduction rate, wheelrail lateral force, vertical and lateral dynamic displacement indicators of the rail and sleeper, vertical and lateral vibration characteristics of the rail, and vibration reduction performance of the roadbed surface at a distance of 3.5 m from the centerline of the line. The test results for these indices were lower than the limits of the corresponding standards and close to those for the existing ballasted track. The test results show that the safety, stability, and wheelrail vibration characteristics of the laddersleeper ballastless track in urban rapid rail transit can satisfy the requirements of the line at a speed of 220 km/h. According to different weighting methods, the average vibration reduction of the laddersleeper ballastless track compared with an ordinary ballasted track in urban rapid rail transit can reach 3.35.1 dB and 4.46.8 dB. The test results provide a reference for urban rapid rail transit and intercity railway track vibration reduction technologies.

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.