A vehicle speed measurement platform was developed to address the problem of diverse speed sensor models and an excessive number of sensors. This study outlines the overall design principles of the speed measurement platform, informed by an analysis of speed requirements for systems including vehicle traction, braking, signaling, and running gears. The proposed technical scheme advocates for the unification of speed sensors across various vehicle systems and introduces a method for calculating vehicle speed by integrating data from speed sensors and accelerometers. Additionally, it provides a technique for calculating the reference wheel diameter in conjunction with ground responder equipment information. The platform features two flexible methods for transmitting speed information: hardlines and networks. The research findings indicate that, compared to traditional speed measurement methods, this platform offers a unified and more accurate source of vehicle speed information, effectively meeting the requirements of traction, braking, signaling, and running gear systems.

Rail vehicles may experience abnormal vibrations, noise, and structural fatigue failure because of the unreasonable modal mismatch between an entire vehicle, equipment, and bogie. To investigate the modal parameters of bogies, experimental and simulation analyses were conducted. Initially, a modal identification method was employed, utilizing the running state environment as excitation. The crosscorrelation function of the structure's vibration response signal output was used to replace the frequency response function, in conjunction with the PolyMax modal identification method, to effectively identify modes that are easily excited during the structure's operation. Next, the effects of wheel turning and variations in vehicle load on the operating modes of the structure were examined to gain a comprehensive understanding of the bogie structure's modal parameters. Finally, a finite element simulation method was used to calculate the modal frequencies of the bogie structure in the free and constrained states. The results showed that wheel turning had little effect on the modal parameters of the structure. However, with increasing load, the modal frequencies at all orders generally increased. This was related to the increase in the air spring stiffness of the bogie owing to the increased vehicle load, even if the boundary constraint state of the structure changed. By comparing the test results with the simulation analysis results of the bogie structure in the free and constrained states, it was concluded that it is necessary to simulate the actual boundary constraint conditions as much as possible to ensure the accuracy of the finite element model. These findings can provide a reference for subsequent studies on modal mistuning designs.

In response to the problem of a relatively single smoke exhaust mode and low smoke exhaust efficiency in the public area of a subway station, this study considered the public area of a certain urban rail transit station concourse as an example to establish eight different smoke exhaust conditions, focusing on the smoke exhaust efficiency of opening smoke exhaust outlets at different positions. Through simulations, the relationships between visibility, temperature, and carbon monoxide (CO) concentration over time under different working conditions were obtained. The research results show that when a fire occurs in the public area of a subway station concourse, it is not better to open more smoke exhaust outlets but to determine according to the opening position of the smoke exhaust outlets. Opening the smoke exhaust outlet during the horizontal spread stage of smoke will interfere with the horizontal layered flow of smoke and intensify the heat and material exchange between the upper layer of smoke and the lower layer of cold air, resulting in a decrease in the height layer with a temperature of 60°C and a visibility of 10 m, which is not conducive to personnel evacuation; When the fire source is located at the most unfavorable point of the smoke exhaust system in the middle of the public area on the concourse level, the smoke exhaust outlet near the smoke barrier wall in the middle of the public area on the concourse level should be opened normally to smoothly discharge the accumulated fire smoke.

Considering the contradiction between construction intentions and financing conditions in China, this study employs a case study method to examine the investment and financing model of the London suburban railway. First, this paper outlines the general overview, operational process, and social and economic benefits of the Crossrail suburban railway line. Next, it analyzes and discusses the proportions and amounts of investment from central and local governments, as well as the contributions from various beneficiary entities within the “coinvestment by central and local governments+contributions by beneficiary entities” model. Finally, the investment and financing experience of Crossrail is summarized from the perspectives of central and local coownership, attracting social beneficiaries, TransitOriented Development (TOD)Integrated Development, and attracting other transportation enterprises. The results of this study can provide reference for the investment and financing of suburban railway and the entire urban rail transit industry in China.

To demonstrate the necessity and rationality of interconnecting Chongqing rail transit lines between core hubs based on the concept of urban rail transit interconnection, this study summarizes the macro positioning of planning fit, improving service quality, guiding urban development, and implementing resourcesharing using the example of Chongqing rail transit lines 26 and 27. It also analyzes the economic benefits, operating losses, and civil investment increases caused by the interconnection mode. With the effect of the time value, the converted net present was used as the measurement index of the necessity and rationality of the interconnection to exhibit rail transit lines 26 and 27 between the core hubs. The results demonstrate that the converted net present value of the interconnection with Chongqing rail transit lines 26 and 27 between the core hubs is greater than zero. The necessity for interconnection is significant, and the scheme is reasonable and should be recommended. Considering the necessity of urban rail transit interconnections, this study proposes an analytical framework that combines qualitative and quantitative analyses, enhances the research system of urban rail transit interconnections, and provides an effective reference for the planning and design of similar projects.

With the rapid pace of urban development, the speed of urban rail transit systems in various cities is gradually increasing. The transitoriented development (TOD) model, which focuses on the comprehensive development centered around public rail facilities, has been widely adopted. This has led to a rise in the number of transfer stations and integrated transport hubs. The TOD approach in domestic rail transit is becoming more diverse, and the integration of station cities helps rail transit TOD reach new levels. Largescale rail transit TOD projects generally require planning in the early stages of the project based on advanced planning and coordinated design methods, which are more conducive to the implementation of the main body to create a comprehensive transportation hub project with core characteristics in the area. This study focuses on the mismatch between the core development area of Dongguan and the timing of rail transit construction there. It summarizes the practical path from early planning to implementation based on line networks and detailed planning research and innovatively proposes the construction of public rail facility coconstruction engineering. Advanced planning, coordinated design, and integrated construction models have introduced new design concepts. The research results indicate that the construction of public rail facilities according to the underground space model has solved the problem of urban, comprehensive hub locations being unable to be developed synchronously because of their inability to initiate and implement rail transit projects, provides new research directions for subsequent project development, design, and implementation, and provides successful cases for government decisionmaking.

The government of Macau is actively promoting rail transportation planning and construction to enhance the capacity of urban transportation systems, promote sustainable transportation development, achieve green development goals, and provide reliable travel options for both Macau residents and tourists. This study analyzes the current state of rail construction development in Macau and summarizes key experiences in rail transport planning. These include supporting the urban pattern, enhancing traffic capacity, optimizing traffic structure, and aligning with public preferences. Additionally, the study outlines technical strategies for deployment, such as serving main corridors, connecting key hubs, integrating multiple modes, and coordinating spatial relationships, thus providing a reference for other cities in rail transport development.

To address the issue of incompatibility between the China Train Control System (CTCS) system used in mainline and intercity railways and the Communication Based Train Control (CBTC system) used in urban rail transit, which hinders the integration of the four networks and reduces the overall transportation efficiency of the rail transit system, research is conducted on main technologies such as onboard equipment, ground equipment, overlapping area design, and system switching process that support the integration of the four networks in the train control system. First, key technologies for integrated onboard equipment were proposed, including automatic train protection technology, automatic train operation technology, humanmachine interface technology, and train interface technology. Second, key technologies for ground equipment in overlapping management areas that support crossline operation of trains were presented, and the overlapping management area design technology that supports safe and smooth switching of train control systems without stopping was provided. Lastly, the system switching process of trains switching from CTCS to CBTC and from CBTC to CTCS without stopping in the overlapping area was explained. The research results suggest that crossline operation can be achieved by integrating onboard equipment that is compatible with ground equipment, reducing the number of ground equipment, simplifying the system structure, and enhancing system safety, reliability, and maintainability while also offering cost advantages. Adopting integrated onboard equipment with a simple system structure, low equipment cost, and minimal space requirements for installation is the future direction of technological development. The key technologies of the train control system compatible with CTCS and CBTC proposed can be used to guide system design, research and development, and application, which has guiding significance for achieving "four network integration."

To enhance the emergency response capability of subway waterlogging, this study investigated waterbarrier technologies and devices for subways, both domestically and internationally. A systematic review of conventional and innovative subway waterbarrier technologies and devices was conducted, focusing on subway waterlogging risk points such as station entrances/exits, vent shafts, main tracks, and vehicle depots. The advantages and disadvantages of various subway water barrier technologies and devices were analyzed. This study discusses the challenges faced by subway water barrier technologies and devices in terms of cost economy, intelligence, automation, and sustainability. Recommendations are provided for structural optimization, material improvement, multifunctional water barrier devices, intelligent and automated control, green technology, and sustainable development. The results indicate that different waterbarrier devices are suited to various application scenarios. Water barrier devices should be selected based on risk points and flood characteristics. Conventional subway water barrier devices are widely used and are technologically mature. Compared with these technologies, new technologies have advantages in terms of automation, resourcesaving, and improved emergency reliability. This study aims to serve as a reference for the design, installation, and application of subway waterbarrier devices, providing technical support for ensuring the safe operation of subway systems and essentially responding to subway waterlogging.

When a traffic system is abnormal, passengers are prone to blindness, panic, conformity, and other psychological problems. They may thus make incomplete rational decisions. The Multinominal Logit (MNL) model is based on the assumptions of complete information and rationality. It has poor adaptability when used for abnormal situations. Therefore, the incomplete rationality of passengers under abnormal conditions was described using the cumulative prospect theory, and individual differences among passengers were considered to resolve this inability of the classical MNL model. First, the four factors of time, cost, comfort, and convenience were comprehensively considered, and a model was constructed of rail transit nonnormal passenger travel mode selection based on the cumulative prospect theory. It was used to characterize the incomplete rationality of passengers. Afterward, a questionnaire survey was conducted to calibrate the model parameters. Based on the survey results, a differentiated reference point following a Poisson distribution was obtained to describe the reference point dependency phenomenon of the model. The results of a case study indicated that the Poisson distribution test values with the introduction of differentiated reference points met the test criterion of a value that was greater than or equal to 0.05. It explained the essence of passengers' different decisionmaking results and presented a trend of comprehensive prospects fluctuating with the reference points. Finally, this model was compared with the MNL model to verify the rationality of the model. The research results indicated that the model focused on abnormal situations and reflected the incomplete rationality and individual differences of passengers. The overall accuracy was higher than that of the MNL model, and the average absolute error was reduced by 4.9%. The accuracy of the microscopic calculation results was 25.4% better than that of the MNL model. This could provide theoretical support for traffic demand prediction under abnormal rail transit conditions.