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［Objective］ Drawing on the successful experiences of Japanese government in promoting the rail transit through subsidies can provide relevant cases of practical guiding significance for the establishment of an effective governmental subsidy mechanism in China at the stage of urban rail transit renewal and renovation. ［Method］ The rail transit-related subsidy systems successively introduced by Japan after the 1960s are taken as the research objects, and according to different business forms of Japan′s rail transit undertakings, Japan′s current subsidy systems are divided into four categories for urban railways, trunk railways, safety, disaster prevention and technology development, which have constituted a complete and systematic auxiliary mechanism. The subsidy purpose, subsidy objects and subsidy contents are studied and analyzed, and the subsidy management institutions and the subsidy procedures are introduced. ［Result & Conclusion］ Finally, combined with the realities in China, it is suggested that a financial subsidy system should be established for the renovation of existing lines, the management system be improved, and dynamic evaluation and adjustment be implemented.

［Objective］At present, some urban rail transit lines face significant mismatches between passenger flow demands and capacity supply. Capacity expansion and renovation is the common approach to enhance line transportation capacity. In spite of various explorations and applications in China and abroad, a systematic sorting and summary is absent, causing lack in guidance for subsequent specific expansion and renovation work. Therefore, it is necessary to summarize and analyze the types and key implementation points of capacity expansion and renovation for the existing urban rail transit lines. ［Method］Typical cases of urban rail transit capacity expansion and renovation both in China and abroad are sorted and categorized. Taking typical cases for each renovation type as the research objects, the line renovation contents are analyzed, the key implementation points for capacity expansion and renovation are summarized, and relevant recommendations are put forward. ［Result & Conclusion］The capacity expansion and renovation projects can be classified into three categories. For the expansion with reserved platform space conditions, the focus is on renovating the vehicle equipment, and it is crucial to establish relevant technical parameters for pre- and post-renovation at design phase. For the expansion of preserving the current status without reserved platform space, the emphasis is on the vehicle door opening methods and modifying platform doors to ensure that passenger evacuation time can meet the safe operation requirements. For station platform expansion with major renovations on relevant civil engineering facilities and electromechanical equipment, the expansion facilities should be structurally independent of existing facilities, and meet the passenger flow passing, boarding and alighting requirements, and fire evacuation standards.

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To determine the influence of bridge parameters and track parameters on the longitudinal stress and deformation of CWR (Continuous Welded Rail), the pier top longitudinal stiffness limit of 24 m and 32 m simply supported box bridge of intercity railway in Greater Bay Area is determined. Based on the mechanism of the interaction between the beam and track, an integrated finite element model of rail, bridge body and pier is established. The influence of pier top longitudinal stiffness on the tensile and compressive force of CWR, braking force and rapid relative displacement of beam and rail is analyzed. The results show that: The tensile and compressive forces of rail and pier increase with the increase of pier top longitudinal stiffness. The change range of rail's tensile and compressive force is slow, and that of pier's tensile is significant. The increasing rate of both decreases gradually with the increase of pier top longitudinal stiffness. With the increase of the pier top longitudinal stiffness, the braking force at the rail decreases significantly, and the braking force at the pier increases significantly, and the change rate of both decreases gradually. The additional stress of the rail does not affect the determination of the pier top longitudinal stiffness. The rapid relative displacement between beam and rail decreases with the increase of the pier top longitudinal stiffness. Taking the rapid relative displacement of beam and rail as the limiting index, the longitudinal stiffness limit of 32 m single track simply supported box bridge is 125 kN/cm, and that of the 24 m single track simply supported box bridge is 90 kN/cm. [ABSTRACT FROM AUTHOR]

During the COVID-19 pandemic, panic buying, price inflation, and the pollution of production processes led to economic and social unrest. In response to the current situation, the current research takes less account of the subjective perception of public panic buying and the lack of reference to the reality of effective governance. First, this paper uses prospect theory to portray the public's perceived value of goods in panic buying and non-panic buying situations. Then, drawing on the experience of effective governance in China, a tripartite evolutionary game model of local government, the public and green smart supply chain enterprises is constructed under the reward and punishment mechanism of the central government. Then, this paper analyzes the strategic choices of each game player and the stability of the system equilibrium. The structure of the study suggests the following. (1) Improving local government subsidies and penalties, the cost of positive response and the probability of response can lead to an evolutionary direction where the public chooses not to panic buy and green smart supply chain enterprises choose to ensure a balance between supply and demand and increase pollution control in the production process. (2) Our study yields three effective combinations of evolutionary strategies, of which an ideal combination of evolutionary strategies exists. Non-ideal evolutionary strategy combinations can occur due to improper incentives and penalties of local governments and misallocation of limited resources. However, we find four paths that can transform the non-ideal evolutionary strategy combination into an ideal evolutionary strategy combination. (3) The central government's reward and punishment mechanism is an important tool to stabilize the tripartite strategy, but the central government cannot achieve effective governance by replacing incentives with punishment. [ABSTRACT FROM AUTHOR]