This paper addresses the problem of mismatch with the surrounding urban renewal when applying the TOD stationcity integrated development model to domestic rail transit stations. Based on the classic nodeplace (NP) model and the introduced nodeplaceridership (NPR) model with passenger flow, this study takes Xi'an Metro Line 3 as an example. Relying on spatiotemporal big data, passenger flow data within 24 hours for six consecutive months are selected to calculate the basic indicators of 26 stations, which are classified into six categories: placeahead and low ridership, deficient and low ridership, matching and midlow ridership, nodeahead and midhigh ridership, nodeahead and midlow ridership, and saturated nodeahead and high ridership. This results indicate that Xi'an Metro Line 3 has the characteristics of a relatively higher node value and a lower place value. Given the identification of the same characteristics across the six station types, we propose precise matching strategies for placeahead, coordinated, and ahead type stations. Specifically, placeahead stations should prioritize connection with other transportation modes and pedestrian accessibility, coordinated stations should optimize supporting facilities and explore the potential of place features on this basis, and ahead stations should integrate resources to form railway microcenters. These three processoriented transformation measures can be applied to other regions and contribute to improved station function and service.

To explore the impact of travelers' subjective spatial perceptions on travel behavior in the context of distinct urban terrain, this study takes Lanzhou, a typical rivervalleytype city, as an example. It establishes an integrated model of SEMLogit and explores the impact of the spatial perception of rivervalleytype city travelers on rail transit travel mode choice based on questionnaire data. The results show the following: ① Compared with the logit model without considering travel space perception, the goodness of fit of the logit model considering travel space perception by SEM increased by 0.234, and the prediction accuracy increased by 7.75%. ② The spatial perception of travelers in rivervalleytype cities has a significant positive impact on the choice of rail transit travel intention and behavior. ③ The spatial perception of travelers in the rivervalleytype city from five aspects, including the unnecessary detour, rivers in the river-valley-type city, wasp waist blockage, convenience of inter-group travel, and degree of being affected by road slope, l significantly influences travelers in the river-valley-type city to choose rail transit. The degree of influence decreases sequentially among these factors.

To address the challenges of high risk and extended construction periods associated with conventional methods for building longdistance connection channels, this study introduces a mechanical method in the composite formations of South China for the first time. Research focused on the overall project plan, selection of construction methods, equipment choices, and segment structure design, which led to the successful implementation of the project based on these findings. The following conclusions can be drawn: the mechanical method of connecting channels can solve engineering problems with long distances, large angles, and large inclinations and is applicable to composite formations in South China; it is feasible to change the assembly method of pipe segments from radial insertion to longitudinal insertion followed by radial insertion, by modifying the pipe segment design scheme.

To address issues related to the size effect of deep circular shaft excavation for rail transit, this study analyzes the stress and deformation characteristics of a circular excavation enclosure structure using the foundation pit project of the ShenzhenDaya Bay Intercity circular working shaft as a case study. The loadstructure method is employed to systematically examine these characteristics under various diameter conditions. The study compares the calculation results from both a 3D spatial structure model and a 2D elastic foundation beam model, discussing the impact of excavation size on the performance of the circular enclosure structure. The findings reveal that the circular diaphragm wall behaves as a quasicircular structure, generating a vertical bending moment due to soil and water pressure, which indicates a multidirectional stress state. It is feasible to utilize a simplified 2D equivalent model for designing a circularfoundation pitretaining structure, as its calculation results are more conservative than those of the 3D model. Furthermore, the spatial dimension significantly influences the performance of the circular enclosure structure, with noticeable circumferential effects observed when the diameter of the deep circular working shaft is less than 30 m.

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.

This paper proposes a combined support system comprising retaining piles, tensioned anchor rods, and inclined anchor cables with grouting to solve the problems associated with constructing supporting structures for deep excavations near obstacles on one side. The study utilized Midas software for modeling, and singlefactor optimization analysis schemes were designed considering four aspects: spacing and diameter of tensioned anchor rods and number and length of segments for inclined tensioned anchor cables. The rationality of this scheme was validated using engineering examples. The results showed a match between the simulated trends of the horizontal and vertical displacements of the slopeprotection pile tops and the monitoring results. The vertical displacement exhibited a parabolic trend, and the horizontal displacement exhibited an arched shape. The maximum horizontal displacement of the pile tops decreased as the spacing of the tensioned anchor rods decreased and increased as their diameters and the number and length of segments of inclined tensioned anchor cables decreased. During construction, the deformation of subway ancillary structures was wellcontrolled and significantly less than that of the adjacent deep excavation. The top settlement showed a fluctuating upward trend, whereas the deep horizontal displacement had a middlehigh and endlow pattern at different excavation stages. As the excavation depth increased, the subway structures' maximum horizontal deformation shifted downward along the shaft wall.

This study examines the impact of shield tunneling excavation speed and slurry solidification time on the buoyancy of tunnel segments, focusing on the section between Tongyuan Road Station and Xinggang Street Station on Suzhou Metro Line 5. A threedimensional finite element model of shield tunnel segments was developed using Winkler elastic foundation beams, considering the dynamic and static buoyancy effects generated by synchronous and secondary grouting on the pipe segments. The analysis assessed how excavation speed and grouting solidification time influence the uplift and misalignment of the segments. Results showed that both uplift and misalignment increased with higher tunneling speeds. The upward floating problem mainly occurs at the bottom of the pipe segment in the nonsolidified section of the slurry, whereas the misalignment mainly occurs at the junction between the nonsolidified section and the shield tail section, as well as between the nonsolidified section and the solidified section of the slurry. To avoid floating and misalignment of the pipe segments from exceeding the specification requirements, the excavation speed of the shield machine should not exceed 10 rings per day. Furthermore, it was observed that as the solidification time of the slurry increased, the amount of floating and misalignment of the tunnel segments gradually increased. Therefore, the use of a fastsetting and early strength dual liquid slurry is beneficial for controlling the floating of shield tunnels.

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.

To minimize disturbances to an existing metro station during shield tunneling in a waterrich soft stratum, this study focuses on the construction of a Ttype transfer station where shield tunneling passes through an operational station. The study examines the cutter configuration and tunneling parameters for shield tunneling through a diaphragm wall without glass fiber reinforcement using theoretical analysis and field measurements. Key risk control measures for shield tunneling through the operational station are also proposed. The results indicate that the shield can safely cut through the diaphragm wall by using highstrength shell cutters with varying heights, reducing the tunneling speed and shield thrust, and increasing the cutter head torque. Disturbances to the station floor can be reduced by considering the interaction force between the station floor and the surrounding stratum as an additional load during the underpass construction. Setting the chamber pressure at 1.2 times the static soil pressure at the shield's center further minimizes floor disturbance. Effective settlement control of the existing structure is achieved by filling the gap between the shield shell and the surrounding stratum with clay shock and using a combination of synchronous grouting, secondary grouting, and radial grouting to fill gaps behind the segments. The primary deformation caused by tunneling beneath the operational station is settlement, while shield cutting through the diaphragm wall leads mainly to horizontal displacement, accounting for over 75% of the total horizontal movement.

Electropneumatic braking is the most common braking method adopted by most urban rail trains. However, the disadvantages of poor controllability and slow response of air brakes result in inaccurate parking and poor comfort. In addition, there are issues, such as greater losses. The solution to address these issues is to replace existing air braking with electric braking, which is an ideal solution. Based on the development history of full electric braking, this study elaborates on the current situation and the main problems that must be overcome in the application of full electric braking. From the perspectives of high and low speeds, this paper provides a detailed introduction to the difficulties in achieving full electric braking and their corresponding solutions. Each difficulty is analyzed and summarized, and future development directions are discussed.