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[Display omitted] • Latrine odor release followed "rapid increase, continuous decrease, stable" pattern. • Temperature changes mainly drove the variation of fecal microbes and odor emission. • The composited microbial deodorant significantly suppressed odor emission. • Abundance of odor-producing bacteria were obviously decreased after deodorization. As an important source of malodor, the odor gases emitted from public toilet significantly interfered the air quality of living surroundings, resulting in environmental problem which received little attention before. Thus, this paper explored the odor release pattern of latrine feces and deodorization effect with composited microbial agent in Chengdu, China. The odor release rules were investigated in sealed installations with a working volume of 9 L for 20 days. The odor units (OU), ammonia (NH 3), hydrogen sulfide (H 2 S) and total volatile organic compounds (TVOC) were selected to assess the release of malodorous gases under different temperature and humidity, while the highest malodor release was observed under 45℃, with OU and TVOC concentration was 643.91 ± 2.49 and 7767.33 ± 33.50 mg/m3, respectively. Microbes with deodorization ability were screened and mixed into an agent, which composited of Bacillus amyloliquefaciens , Lactobacillus plantarum , Enterococcus faecalis and Pichia fermentans. The addition of microbial deodorant could significantly suppress the release of malodor gas during a 20-day trial, and the removal efficiency of NH 3 , H 2 S, TVOC and OU was 81.50 %, 38.31 %, 64.38 %, and 76.86 %, respectively. The analysis of microbial community structure showed that temperature was the main environmental factor driving the microbial variations in latrine feces, while Firmicutes, Actinobacteria, Proteobacteria and Bacteroidetes were the main bacteria phyla involved in the formation and emission of malodorous gases. However, after adding the deodorant, the abundance of Bacteroidetes, Proteobacteria and Actinobacteria were decreased, while the abundance of Firmicutes was increased. Furthermore, P. fermentans successfully colonized in fecal substrates and became the dominant fungus after deodorization. These results expanded the understanding of the odor release from latrine feces, and the composited microbial deodorant provided a valuable basis to the management of odor pollution. [ABSTRACT FROM AUTHOR]

Online ride-splitting has rapidly evolved worldwide, providing new means to enhance the efficiency of urban travel and reduce the number of vehicles and traffic congestion. While ride-splitting is currently believed to improve vehicle occupancy rates and decrease total travel distances, passengers may perceive it as resulting in additional travel due to ride sharing. To gain a more intuitive understanding of the current operations of ride-splitting, this study delves into carpooling behavior and analyzes its relative impact using GPS trajectory data from DiDi Chuxing in Chengdu, China. The investigation focuses on the behavior of ride-splitting and examines its relative impact based on disparities in total vehicle miles traveled (VMT) and travel duration between ride-splitting traveling (RST) and corresponding separated traveling (ST), aiming to estimate the effect of RST on urban mobility. Following are the three main findings of this study: (a) The existing operation of RST induces 7%–10% extra VMT and 20%–35% extra duration for RST users; (b) The RST achieves 30%–35% VMT and 10%–20% duration saving for drivers who are willing to provide RST service; (c) The RST saves up to 10% VMT and duration varying by time in a day. This paper offers some insights to quantify the current impact of RST and evaluate the orientation of mobility service quality improvement. • Introducing a novel approach to analyzing ride-splitting behaviors. • By leveraging rich GPS data, the research provides a comprehensive analysis of ride-splitting behaviors. • Identifying key limitations, including low ride-splitting rates, prompting future research directions to address this issue. • Providing valuable suggestions and emphasizing the integration of psychological perception benefits. [ABSTRACT FROM AUTHOR]

The Chengdu Plain serves as the central hub for economic development in Sichuan Province. The study of its surface deformation plays a pivotal role in disaster prevention and ensuring the safety of lives and property. Based on SBAS-Interferometric Synthetic Aperture Radar technology, this paper derived the land surface deformation in the Chengdu Plain from January 2020 to October 2022, and analyzed it in relation to urban development and other natural environmental factors. Results are as follows: (1) The overall surface deformation in the study area remains stable, with a noticeable trend of westward uplift and eastward decline. Significant uplift is identified in Dujiangyan and Pengzhou, located near the Longmen Mountain, with a maximum uplift rate of +61 mm/year. Conversely, subsidence is evident from Qingbaijiang District in Chengdu to Deyang, with subsidence rates reaching a maximum of −87.8 mm/year. In the areas of Dayi and Qionglai, subsidence is relatively minor. The surface subsidence phenomenon in the study area is primarily associated with urban development. (2) The mean grey correlation coefficient between the time-series cumulative surface deformation and precipitation is 0.71, which suggests a strong relationship between the surface deformation and precipitation in the Chengdu Plain. However, a time delay is observed between the changes in surface deformation and precipitation. (3) The Longmen Mountain tectonic belt extrudes and lifts the premountain plain, playing a crucial role in shaping its topography. Additionally, the concealed fracture zone of Xinjin-Chengdu-Deyang may have contributed to surface subsidence. (4) After eliminating the effect of human factors, the cultivated land and grass land cover types exhibit a subsided state, whilst the artificial surface deformation is relatively stable, and the forest land exhibits an uplifted state. Surface deformation on different land cover types is correlated with water permeability, but it is also influenced by other factors. [ABSTRACT FROM AUTHOR]

New transportation corridor development aims to provide more convenient transportation conditions for port deep hinterland areas and to enhance the two-way opening of land and sea through the utilization of various transport modes, such as railroad, highway, and water transportation. In this paper, the microcontainer transport service and route selection problem is introduced within a new transportation corridor context, and a decision-making tool is provided for shippers to develop door-to-door service plans. A multiobjective 0–1 planning model is constructed with the objective of minimizing the total transportation cost, transportation time, and carbon emissions. The loading and unloading time windows of railroad and waterway transportation, as well as the time window of consignee receipt, are considered in model construction to obtain the nondominated Pareto optimal front. The validity of both the model and algorithm is demonstrated in this paper by using the Chongqing-Hamburg and Chengdu-Hamburg routes, following the development of the New Western Land and Sea Corridor (NWLSC), as examples. The example results show that the NWLSC is appealing for time-sensitive cargoes, and its economic benefits can be enhanced if relevant policies such as railroad freight reductions are supported. The findings in this paper can provide decision support for western provinces in the implementation of targeted policies to regulate and optimize the regional transportation structure, which can further promote the opening up of western Chinese provinces as well as the integrated and coordinated development of coastal and inland regions, providing practical value for reducing carbon emissions. [ABSTRACT FROM AUTHOR]

In the past, under the GDP-centered promotion tournament, the growth coalition theory was often used to explain commercial and residential district regeneration in China, which was property-led and profit-driven. However, currently, due to the new domestic and international environment, China is undergoing an unprecedented and profound transformation and entering the inventory land era, leading to significant changes in the assessment system for local officials. Specifically, the new assessment system incorporates a diverse array of indicators beyond mere economic growth, signifying a transition from a GDP-centered to a multi-objective promotion tournament. Consequently, in this new context, the traditional growth coalition is no longer sufficient to theorize current urban regeneration. Additionally, industrial district regeneration, the mechanism of which may differ from commercial and residential district regeneration, was often neglected before and requires further investigation. Through the case study of Chengdu Hi-tech West District, this study explores the transformation of Chinese urban regeneration in this new era. It argues that China's governmental assessment system has adjusted by dismantling the previous promotion tournament model based on economic growth in the new era. Under the multi-objective promotion tournament, local officials now consider other aspects in addition to economic growth. For them, IDR has been treated as an effective approach to protecting cropland, undertaking new enterprises with limited space, and becoming the flagship in promoting economical and intensive land use, all of which are of great concern to the central government. Therefore, local officials are keen on industrial district regeneration now, even though it does not yield direct and immediate economic benefits. In this process, they mobilize other actors and leverage key resources to achieve and balance their multiple goals. Accordingly, the traditional growth coalition is declining, while a new kind of coalition based on high-quality development is emerging. • China is transitioning from an "incremental land era" to an "inventory land era.". • China's political and economic contexts have undergone significant changes, altering the rationale behind urban regeneration. • The paper presents a case study of China's Chengdu Hi-Tech Industrial Development District. • Due to adjustments in the assessment system, local officials are giving greater attention to industrial district regeneration than before. • A new coalition based on high-quality development is emerging, while the traditional growth coalition is waning. [ABSTRACT FROM AUTHOR]

At present, it is the most important period to achieve the dual carbon goal and China 's economic transformation. The Chengdu-Chongqing twin-city economic circle plan is an important national policy proposed to promote the high-quality economic development of western China. However, due to the influence of geographical location, the frequent natural disasters in the economic circle of Chengdu and Chongqing have become a problem that cannot be ignored in the process of economic development. Many studies have discussed the relationship between natural hazards and economic development or between resource utilization and economic development in megacities, but little attention has been paid to the relationship between the three in intra-city development. This paper takes three cities in Chengdu-Chongqing Economic Circle as examples. The environment-resource-economy related evaluation factors are selected from various aspects such as hazard, vulnerability, susceptibility and disaster prevention and mitigation capacity. And establish a suitable evaluation system for disaster risk assessment. At the same time, our study demonstrates the uniqueness of the study by taking different disasters in different regions as entry points. The results of the study show that, although the natural hazards that often occur in cities are not the same, there is a strong repetition of the characteristics that characterize the disaster (extreme) high risk areas. The occurrence of natural disasters has a significant impact on infrastructure, human safety and economic development and recovery in areas of high human activity. Moreover, the progress of energy conservation and emission reduction varies greatly among cities due to factors such as geographic location and natural resources, and there are still cases of uneven development, lagging industrial innovation and high dependence on energy for economic development. These results can help mega-city clusters to provide opinions on economic development, energy saving and emission reduction, disaster prevention and control, and other aspects. Provide reference for the government to rationally plan the economic and industrial layout in the future. Remind the relevant departments in high-risk areas that they should enrich emergency response measures and strengthen hazard screening. Improve disaster prevention and control capacity to reduce losses and promote the coordinated development of environment-resources-economy. This is of great significance and practical value for better understanding of the environment, utilizing natural resources, avoiding and mitigating losses from natural disasters, and realizing the dual-carbon goal. • Analysis and research from different impact factors, evaluation of different types of disasters in different cities. • The high-risk areas of disasters in each city have the same characteristics. • The occurrence of natural disasters will inevitably have a great impact on economic development and recovery. • Small cities have limited resources and focus on the development of pillar industries, affecting planning and policies. • Cities still suffer from uneven development and lagging industrial innovation. [ABSTRACT FROM AUTHOR]

Urban traffic involves two stochastic factors, complicating accurate modeling: (1) Driver stochasticity, arising from driver heterogeneity and random environment perturbations, introduces unpredictable fluctuations in urban traffic volume. (2) Traffic correlation, referring to the interaction in traffic states across different regions. This paper proposes a waveguide-based quantum walk urban traffic volume model (UTVDC-QW), incorporating driver stochasticity and traffic correlation. The model uses waveguide arrays to map urban traffic networks, incorporates random environment perturbations via noise, and traffic correlation via waveguide coupling. UTVDC-QW develops measures of environment perturbations and traffic correlations. Experiments with Chengdu traffic datasets demonstrate that UTVDC-QW improves the simulation accuracy compared to reference models. In addition, the model reveals the characteristics of environment perturbations and traffic correlation in the study area. Overall, this study effectively incorporates driver stochasticity and traffic correlation by waveguide-based quantum walk, is a pioneering attempt to apply quantum computing to urban traffic modeling. [ABSTRACT FROM AUTHOR]

The business environment is becoming a yardstick for assessment of local governments in China, and thus the question of how to evaluate the business environment of urban agglomerations has become an important new issue. This paper proposes a quantitative method for the assessment of business environments in urban agglomerations for purposes of city ranking. First, a business environment evaluation index system for urban agglomerations, including the four dimensions of market, government, law, and humanistic, was established. Second, A hybrid model combined entropy weight method (EWM), genetic algorithm (GA), and back propagation (BP) neural network was constructed to quantise the business environment. Then, the Chengdu-Chongqing and Beibu Gulf urban agglomerations in China, the two most important urban agglomerations of the new western land-sea corridor, were selected as cast study. The results are as follows: (1) The business environments of the two most important urban agglomerations of the new western land-sea corridor have been improved, but the differences between them are significant. The level of development of the business environment of Chengdu-Chongqing is higher than that of Beibu Gulf; specifically, the biggest gap is of the rule of law environment. The gap in the governmental business environment is the smallest. (2) From 2015 to 2020, the difference in business environment between the two most important urban agglomerations in the new western land-sea corridor decreased. However, intra-group differences were the largest. (3) The spatial pattern of the business environment in the new western land-sea corridor shows a "northwest-southeast" distribution, with the center of gravity of the business environment moving to the southeast from 2015 to 2020. (4) Compared with focusing on the development of the business environment in large cities, promoting the business environment in small and medium-sized cities has a more significant effect on improving the business environment in urban agglomerations. • A quantification method is proposed. • Business environment in the corridor is uneven. • Small cities should develop firstly. [ABSTRACT FROM AUTHOR]

• The study area is typical, and has instructive and significant. • Compared with RSEI, the useful data of IRSEI for analysis increased by 3.26%. • We use GDP sub-industry spatialization model to represent the urbanization process. • Our study is important to know how urbanization affects the environment. As the fourth pole of China's economic growth, the Chengdu-Chongqing urban agglomeration plays a significant role in reinforcing the ecological barrier in the upper reaches of the Yangtze River, and is crucial for ecological and environmental protection strategies. In this paper, Google Earth Engine (GEE) and the MODIS images from 2000, 2005, 2010, 2015, and 2022 were utilized to construct the Improved Remote Sensing Ecological Index (IRSEI) to characterize the ecological quality more accurately than RSEI. Additionally, combined with nighttime light remote sensing data, land use data and socio-economic data, the GDP sub-industry spatialization model was utilized to analyze the urbanization process in depth. To dynamically monitor and evaluate the interaction between urbanization and ecological environment quality, a coupling coordination model incorporating the above methods was developed. The results show that (1) The effective information of the IRSEI in ecological quality analysis increased by 3.26% compared to RSEI, and the correlation with each ecological index was higher; (2) The ecological environment quality of the Chengdu-Chongqing urban agglomeration peaked in 2005 and has been declining since then, with the rate of decline gradually slowing down from 2005 to 2022; (3) The GDP sub-industry spatialization model is more suitable for characterizing the scattered villages, and can effectively exhibit the urbanization process. From 2000 to 2022, urbanization was rapidly developed, and the level of core cities such as Chengdu and Chongqing far exceeded those of neighboring cities; (4) The coupling coordination level between IRSEI and GDP spatialization model generally increased, indicating ongoing improvements in the synergy between ecological environment and urbanization in the Chengdu-Chongqing urban agglomeration. This study developed a method for quickly monitoring and assessing the relationship between ecological environment quality and urbanization by using IRSEI and GDP sub-industry spatialization model, and provides scientific analytical methods and data support for monitoring and governing the ecological environment in emerging urban agglomerations. [ABSTRACT FROM AUTHOR]

• Present a methodology for investigating ring road investment and cordon tolling problems in a congested ring-radial city. • Establish a two-dimensional urban system equilibrium for a ring-radial city. • Develop two social welfare maximization models (a short-sighted decision and a far-sighted decision) to optimize ring road investment and cordon tolling schemes. • Carry out a case study on the city network of Chengdu China. Ring roads, as candidate cordons, provide a convenient condition for implementing cordon tolling schemes. This paper presents a methodology for investigating the ring road investment and cordon tolling problems in a congested ring-radial city. A two-dimensional urban system equilibrium for a ring-radial city is first formulated, in which interrelated equilibria among stakeholders, including the authorities, property developers, households and commuters, are explicitly considered. Two social welfare maximization models for optimizing the ring road investment and cordon tolling schemes, a short-sighted and a far-sighted one, are then proposed. In the short-sighted model, the ring road investment decision is first made, and then the cordon tolling scheme is optimized based on the determined ring road locations as candidate cordons. However, in the far-sighted model, a simultaneous decision of the ring road investment and cordon tolling is made. The proposed models explicitly incorporate the estimation of the intra-area travel. A case study applied to the city network of Chengdu China shows that ring road investment and cordon tolling can reshape the urban spatial structure as a result of the tug-of-war between the dispersion effects due to ring road investment and the concentration effects due to cordon tolling. The far-sighted solution entails building more ring roads than the short-sighted solution, and is closer to the social optimum solution. Whether all ring roads are tolled, or just one, the far-sighted solution yields an appreciably higher welfare gain. The optimal single-cordon tolling scheme performs nearly as well as the optimal multi-cordon tolling scheme in terms of the social welfare. Ignoring the household residential relocation behavior leads to underestimates of total cordon toll revenue and welfare gain. [ABSTRACT FROM AUTHOR]

Adding new links to an existing urban rail transit (URT) network helps improve its operations by shortening passenger travel time under normal operations and disruptions. However, only a few studies have considered the impact of uncertain disruption occurrence stations on URT network design. This paper addresses this gap by proposing and solving a scenario model for determining the optimal scheme for adding new links to an existing URT network while considering the uncertainty of disruption occurrence stations. Numerical experiments are conducted on the Chengdu subway system to verify the effectiveness of the proposed model. Results indicate that disruptions occurring at a station result in an average performance loss of 0.61%. The scheme for adding new links obtained from this model helps improve network performance under normal operations and disruptions. The cumulative improved normal operating performance during the entire day and the ratio of improved weighted resilience metric are 1.638 and 24.59%, respectively. The solution of the proposed model is greatly affected by several parameters such as the total length of new links. Some useful suggestions for guiding URT network extensions are proposed based on the results of the sensitivity analysis of the above parameters. [ABSTRACT FROM AUTHOR]

• ·The three-stage super efficiency SBM-DEA model and Malmquist index was used to measure carbon emission efficiency, index and decomposition terms of land use. • ·LUCE and its spatial and temporal pattern of urban agglomerations in the YREB were discussed from static and dynamic perspectives respectively. • ·Environmental variables such as level of economic development, urbanization rate, and industrial structure all have significant effects on input slack value. • ·The PTE of the MRYR was relatively low due to insufficient resources in low-carbon technology, while the low TE of the CC is due to its insufficient SE. • ·TC was the main factor promoting the improvement of LUCE in the whole basin, and the trend changes of LUCE in the three urban agglomerations was closely related to their management level, technological level, and adjustment of element structure. Exploring regional differences in land use carbon emission efficiency (LUCE) and the path of collaborative emission reduction in the Yangtze River Economic Belt (YREB) are of immense importance to achieve the sustainable regional development. Firstly, based on the estimation method of land use carbon emissions, this paper scientifically calculates the carbon emission of land use of the Yangtze River Delta urban agglomeration (YRD), the middle reaches of the Yangtze River urban agglomeration (MRYR), and the Chengdu-Chongqing urban agglomeration (CC) from 2010 to 2021 in the YREB. And the carbon emission of land use of each city in urban agglomerations was obtained, which was regarded as the unexpected output in the efficiency evaluation index system. Secondly, the three-stage SBM-DEA model was used to reveal the LUCE and its spatiotemporal characteristics in different regions from a static perspective. The empirical results of the second stage SFA showed that the level of economic development, urbanization rate, industrial structure, non-agricultural conversion rate of agricultural land, the level of scientific and technological innovation and government intervention had significant effects on LUCE. By comparing the efficiency values and their decompositions in the first and third stage of various urban agglomerations, it was found that after eliminating environmental and random factors, the average ranking of comprehensive technical efficiency (TE) of land use carbon emission changed from YRD > MRYR > CC to YRD > CC > MRYR due to the cross influence of pure technical efficiency (PTE) and scale efficiency (SE). Thirdly, Malmquist index model was used to analyze the change of total factor productivity index (TFPch) and its spatiotemporal pattern from a dynamic perspective. It was found that the TFPch, technological progress index (TC), pure technical efficiency index (PEC) and scale efficiency index (SEC) of land use carbon emission of the three major urban agglomerations all showed varying degrees of increase after adjustment. Finally, to further analyze the impact of technological progress, PTE and SE on LUCE, a regression model was constructed with LUCE of each city in urban agglomeration as the dependent variable, and TC, PEC and SEC as independent variables. It was concluded that technological progress was the main factor to promote the improvement of LUCE in the whole YREB. The trend of changes of LUCE in various urban agglomerations was closely related to its management level, technology level and factor structure adjustment. The above conclusions provide support for the coordinated emission reduction path of urban agglomerations in the YREB from the perspective of land use, which is conducive to actively and steadily promoting the realization of carbon peak and carbon neutrality goals. [ABSTRACT FROM AUTHOR]

Accessibility-oriented development (AOD) strategies are the extension of transit-oriented development (TOD) strategies but focus more on access to destinations. Adopting AOD strategies can help identify and improve the defects of imperfect TOD construction. Based on AOD strategies, this paper evaluated the comprehensive accessibility to multiple public facilities with the Gaussian-based two-step floating catchment area method (G2SFCA) in the heart area of Chengdu City and further analyzed its equity issues. The comprehensive accessibility analysis proved the efficiency of AOD-based analysis in public resources shortage area determination and TOD level evaluation. The equity analysis indicated that the improvement of equity could not reflect the progress on total accessibility but only rationalize the allocation structure of public resources. Based on the case study, several suggestions for policy-making are given, including the construction of the non-motorized transportation system, adjustment of supply allocation, and comprehensive consideration of equity and accessibility in urban planning. [ABSTRACT FROM AUTHOR]

• Five species of human interference are coupled to produce a cumulative human interference. • The spatial distribution of the hot spots of ecosystem services is visualized after caculation of three types of ESV. • This study explores the clustering patterns of HDI and the clustering patterns of ESV, respectively. • The spatial correlation and clustering patterns between HDI and ESV are analyzed by using the Bivariate Moran's index. The spatial correlation between human disturbances and ecosystem services carries profound implications, serving as a pivotal tool for quantifying the magnitude of human impacts on ecosystems and offering invaluable insights for the development of effective management and conservation strategies. This research endeavors to conduct an exhaustive analysis of the spatial patterns between human disturbance intensity and ecosystem services in the Chengdu-Chongqing urban agglomeration, as well as to explore the spatial associations between these two factors. In the paper, we conducted a comprehensive analysis of five key indicators of human pressure, namely population density, gross domestic product (GDP), land use type, transportation network and energy consumption. These indicators were carefully examined and utilized to create a spatial map depicting the integrated human disturbance intensity index in the Chengdu-Chongqing urban agglomeration area in the year 2020. Concurrently, we utilized the ESV equivalent factor method to estimate the ecosystem service value (ESV). Bivariate Local Moran Index and spatial autocorrelation analysis were introduced to quantitatively depict and visualize the spatial relationship between human disturbance and ecosystem services. This research provides valuable insights into the intricate patterns of human pressures and ecosystem services in urban agglomeration scale. The key findings are as follows. First, the integrated human disturbance intensity is relatively high in the hub parts of Chengdu, Chongqing, and Deyang, as well as the middle zone of the cities between Chongqing and Chengdu. Second, the high value of supply services is distributed in the periphery of the cities, while the value of supply services in the middle of the cities tends to be medium and low. The majority area in the middle of the entire study area has low and medium–low values of regulation and maintenance service. At the fringes, there are only a few cities with higher values, including Ya'an, Leshan, Deyang and the eastern part of Chongqing. The distribution of cultural service values is quite similar to the distribution of regulation and maintenance service values, with the low value areas being very large and located in the middle of the study area, while the high value areas are significantly smaller and scattered around the perimeter of the study area. Third, the global Moran's index of cumulative human disturbance is 0.798, indicating that human disturbance exhibits a significant spatial autocorrelation. The global Moran's index of ecosystem services is 0.410, indicating that ecosystem services present aggregation in space as well. Fourth, the Bivariate Moran′s I between human disturbance and supply services is −0.221. The Bivariate Moran′s I between human disturbance and regulation and maintenance service is −0.212. And the Bivariate Moran′s I between human disturbance and cultural services is −0.462, which shows a stronger negative correlation. [ABSTRACT FROM AUTHOR]

• An efficient simulation system is proposed for the urban rail networked operation. • The interaction between passenger and train is delicately depicted in simulation. • A simulation-based constrained SPSA algorithm is used to coordinate train timetables. • The improved solution reduces passenger waiting time without adding operating cost. Synchronous optimization of train timetables is to solve the problem of train service coordination among different lines in the urban rail transit network, which can reduce passenger waiting time and subsequently enhance passenger satisfaction. This paper develops an efficient simulation system to reproduce the train operation of an urban rail network. It takes into account the realistic characteristics of urban rail operations, including time-dependent demand, dynamic dwell time, and train capacity constraint. In the simulations, both the train trajectories and the passenger waiting time can be easily obtained. On this basis, a simulation-based algorithm (i.e., simultaneous perturbation stochastic approximation, SPSA) is designed to search an improved flexible-interval dispatch solution in the network. A case study of the Chengdu urban rail transit network is implemented to verify the effectiveness of the simulation system and the optimization algorithm. The simulation system is found to be time efficient since it takes less than 1 s to simulate the network with 4 h of operation and more than 200,000 passengers. The optimization algorithm is also effective as it can reduce the average passenger waiting time by 9.52 % compared to the equal-interval dispatch solution without increasing the train service frequency. It is also found that the reduction in waiting time is mainly due to the improved coordination of train services in the transfer station. [ABSTRACT FROM AUTHOR]