This study addresses the current lack of experience in network operations of urban express lines based on fully automated operation technology in China, as well as the lack of corresponding operational reference standards and comprehensive technical solutions. Through the study of relevant literature and empirical analysis of the operation schemes of Chongqing Suburban Railway Bitong Line and Urban Rail Express Line 27, this study investigates the network scheduling, train planning, and train organization of urban express lines based on fully automatic operation technology. This study proposes the integration scheme of personnel (except train dispatchers) in the network dispatching hall and the arrangement scheme of multiple lines in the form of grouping under the network operation conditions of urban express lines interconnection. The study also proposes the establishment process and principles of the train operation plan, the operation organization principles under normal and abnormal operation scenarios, and the crossline operation scenarios between fully automatic and nonfully automatic trains. Through research, we aim to achieve an interconnected and network operation technology solution that integrates resources and improves efficiency across the entire line network, which is conducive to achieving automatic crossline operation between urban express lines, improving service levels, and promoting the construction of smart urban rail transit.

Considering the problems of the difficult data collection, nonstandard models, and inaccurate data in the digitalization of existing buildings, the BIMbased digitalization method for existing rail transit projects was studied and proposed, according to the characteristics of rail transit projects. First, based on data requirements of the operation and maintenance management, an overall framework for BIM digitalization and scenario applications in existing rail transit projects was developed. Second, the technical guideline for BIM modeling and delivery was studied and established, and a BIM component standard library was developed to standardize the creation of BIM models of existing rail transit projects. Third, according to the onsite data collection situation, different methods were adopted to create BIM models of existing rail transit projects. When the drawings were complete, models could be created based on the drawings. When some drawings were missing, the BIM model creation method based on the on-site images and point cloud data was studied through component feature recognition and matching component units in the BIM component standard library. Finally, to ensure the quality of BIM models, a compliance checking tool with embedded BIM standard specifications was developed for automatic model verification. Additionally, on-site inspection was conducted for various professional BIM models. The BIM construction of existing operating lines in Shenzhen Metro is being carried out, accumulating BIM-based digital assets, which provides reference for the BIM construction of existing operating lines in other cities.

Aiming at the problem of excessive settlement of the station caused by the new tunnel close to the existing station, relying on the project of Xi'an Metro Line 8 close to the Convention and Exhibition Center Station of Line 2, the numerical simulation and onsite monitoring are used to analyze the control effect of various control measures on the deformation of the existing station during the construction of the underpass. The recommended values of construction parameters of the tunnel in the loess area are given. The results show that: (1) The construction method and excavation footage have obvious effect on the deformation control of the station when it is close to the underpass. After the construction method is adjusted from the upper and lower step method to the onsite CRD method, the maximum settlement of the station is reduced by 50%. After the excavation footage is adjusted from 1.5 m to 0.5 m, the maximum settlement of the station is reduced by 30%. (2) The staggered distance between the upper and lower pilot tunnels and the erection of temporary steel support have a weak effect on the deformation control of the station, which can be appropriately adjusted according to the engineering geology and onsite monitoring. (3) Based on the project, the construction scheme of onsite CRD method +0.5 m excavation footage +5 m singleside cavern upper and lower guide hole staggered distance +5 m spacing temporary steel support is adopted. The onsite monitoring data are basically the same as the deformation law obtained by numerical calculation. The maximum settlement of the station side wall, ballast bed and track is 3.76, 2.91, 2.51 mm respectively, and the maximum differential settlement at the deformation joint is 3.54 mm, which meets the requirements of the station deformation control standard.

In response to the problems of unclear and insufficient connection paths and depth between urban rail transit industry planning environmental impact assessment (EIA), project EIA, environmental acceptance, law enforcement supervision, and regional ecological environment zoning control (zoning control), this study summarizes the characteristics and key contents of rail transit planning EIA and project EIA. Referring to the linkage requirements of rail transit planning EIA and project EIA, the connotation of listbased management is analyzed, and the feasibility of implementing listbased environmental management in the rail transit industry was analyzed. Lists for zoning control, planning EIA, project EIA, environmental acceptance, and law enforcement supervision are developed. The connection paths and methods for listbased environmental management in the rail transit industry are proposed. Research has shown that inventory management is an important measure for improving environmental management in the rail transit industry and has the conditions for implementation. The zoning control, planning EIA, project EIA, environmental protection acceptance, and law enforcement inspection checklists transmit different management requirements from front to back, while providing feedback on different management effectiveness information from back to front. Through different management lists, the approval department, planning department, construction unit, evaluation unit, and law enforcement department can identify key points that their respective departments and units should focus on, implement environmental access and environmental protection measure requirements, and provide technical paths and methods for promoting comprehensive environmental management of the rail transit industry.

Monorail transportation systems currently face challenges such as relatively independent specialties, numerous workstation terminals, high usage, and elevated management and maintenance costs. Additionally, data interconnectivity between subsystems is lacking, making coordination and command difficult in the event of faults or accidents. This paper presents a comprehensive analysis and research on these issues, focusing on data control, subsystem business implementation, and operation and maintenance requirements. The paper elaborates on an architecture scheme for a deeply integrated monorail comprehensive operation and dispatch system based on a unified software/hardware platform and humanmachine interface across various professional subsystems. It explores the application of this scheme in different scenarios, including upgrading existing lines, constructing new lines, and achieving networklevel integration. The proposed system addresses the needs of data control and comprehensive intelligent operation and maintenance by integrating the architecture of center, station, and depot/parking lot system equipment, as well as integrating or interfacing various subsystems. This allows for monitoring and control of various professional system equipment on a unified platform. The analysis demonstrates that adopting a single track system with comprehensive operation scheduling significantly enhances system integration, simplifies job positions, and effectively reduces construction and operation costs. The comprehensive operation and dispatch system enables the interconnection and sharing of various professional resources, providing users with complete and rich information support within a unified platform during emergencies or equipment failures. Through intelligent linkage and other automatic control technologies, operational efficiency can be considerably improved. The integrated operation and dispatch system solution aligns with the development direction of integrated, simplified, and streamlined monorail transportation systems. It is expected to be the future trend for China’s monorail transportation operation and control systems.

With the rapid development of urban rail transit, the subway, as an important public transportation, provides an efficient largescale travel option. Previous studies generally believe that the built environment around subway stations affects the passenger flow, but the size of PCA (Pedestrian Catchment Area) has not yet been unified. The purpose of this study was to verify whether the size of PCA affects the outcome value of the correlation study between metro ridership and the built environment. Taking 25 stations of Nanning Metro Line 1 as an example, five indicators were selected as independent variables, including residential population, jobs and commercial facilities, and the actual passenger volume of the stations was used as the dependent variable. The OLS regression model was used to compare the results of model fitting and influencing factor analysis under different PCA radius variables. There were differences in the research results of the relationship between passenger flow and built environment in the data collection of PCA in subway stations within different catchment areas. For Nanning, the radius of the PCA is 600 m, and the fitting of the correlation model between subway passenger flow and built environment is better than that of 300 m and 900 m. The scope of PCA will lead to inconsistency in the results of the study on the association between subway passenger flow and the built environment. In the future, it is necessary to conduct model analysis for different PCA radii and determine the appropriate PCA scale according to the fitting effect to improve the accuracy of the research.

The traditional triple network integration evaluation system only considers the 'presence or absence' of rail connection facilities while ignoring the 'quality' of their operation. This limitation prevents proper evaluation of connection inconveniences caused by supplydemand mismatches and poor travel experiences. This study develops a comprehensive evaluation system for "railbusslow travel” integration by: retaining select indicators of “facility availability", introducing new indicators for "supplydemand matching” and “user experience”, as well as proposing key resource allocation methods across facility, network, and operational integration. The research results show that the optimized evaluation system effectively ensures convenience, comfort, and safety in rail connections. The findings provide valuable theoretical and practical references for systematically improving triple network integration in medium and large cities.

In response to the diversified and uneven demand for passenger travel, with the goal of improving service levels, this study proposes an operational mode for urban rail transit, which involves online flexible train composition and fulllength and shortturn routings, and integrates NSGAII algorithm to optimize the operational scheme. Firstly, the study analyzes the turnaround scenarios of trains under flexible composition conditions and determines the relationship between turnaround time and departure intervals. Secondly, using passenger travel costs and train operating kilometers as objective functions, a mathematical model for the operational mode of urban rail transit with online flexible train composition and fulllength and shortturn routings is designed based on the NSGAII algorithm. Finally, a case study is conducted to verify the feasibility and effectiveness of the algorithm for a specific rail transit line. The results show that compared to single routing, fulllength and shortturn routings, and mixed operation modes with multiple compositions, the proposed operational mode reduces vehicle operating kilometers by 42.68%, 22.81%, and 15.98% respectively, reduces vehicle utilization by 35%, 23.53%, and 16.13% respectively, and reduces the maximum load factor from 161.71%, 123.54%, and 135.49% to 119.68%. This operational mode effectively reduces vehicle operating kilometers and utilization while ensuring service levels and improving the balance of line load factor, thereby bringing greater benefits and improvements to urban rail transit systems.

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.

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.