针对国内轨道交通站点在应用TOD站城一体化开发模式过程中，存在与周边城市更新不匹配的问题，基 于经典的节点-场所(node-place，NP)模型以及引入客流量的节点-场所-客流(node-place-ridership，NPR)模型，以西 安地铁3号线为例，依托时空大数据，选取连续6个月的客流数据，计算26个站点的基础指标，并将站点分为 6 类场所超前&低客流类、欠缺型&低客流类、匹配型&中低客流类、节点超前&中高客流类、节点超前&中低客 流类和饱和型节点超前&高客流类。研究结果表明：西安地铁3号线整体呈现出节点价值偏高，场所价值偏低的 特点；依据6类站点识别相同特征，按“场所超前型”站点、“协调型”站点和“超前型”站点精准匹配策略， “场所超前型”站点应重视与其他交通方式的接驳及步行可达性，“协调型”站点在优化配套设施基础上挖掘场所 特征潜力，“超前型”站点应整合资源形成“轨道微中心”，这3大类流程化的改造措施也可应用于其他地区，以 提升站点的功能和服务水平。

This paper addresses the problem of mismatch with the surrounding urban renewal when applying the TOD station- city integrated development model to domestic rail transit stations. Based on the classic node-place (NP) model and the introduced node-place-ridership (NPR) model with passenger flow, this study takes Xi’an Metro Line 3 as an example. Relying on spatio- temporal 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: place-ahead and low ridership, deficient and low ridership, matching and mid-low ridership, node-ahead and mid-high ridership, node-ahead and mid-low ridership, and saturated node-ahead 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 place-ahead, coordinated, and ahead type stations. Specifically, place-ahead 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 process- oriented transformation measures can be applied to other regions and contribute to improved station function and service.

U231

国家自然科学基金项目(51808444)