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Against the backdrop of urban rail transit shifting from large-scale expansion to quality improvement of existing assets, increasing uncertainty in land and property development revenues, and rising long-term operational pressures, the notion that "building rail transit is building the city" has become an urban governance proposition during the transition from intensive rail construction to long-term operation. This paper takes the 30-year development of Shenzhen rail transit as a case study and adopts qualitative interviews based on first-hand materials and case analysis to examine how rail transit is embedded in urban spatial organization and governance processes, thereby being transformed into a form of city-building capacity. Based on the correspondence between different stages of rail transit development and urban transformation in Shenzhen, the study systematically analyzes the functional mechanisms of rail transit in terms of public-interest positioning, network organization, station-area functions, and coordinated implementation, and further examines the operational logic of the "building rail transit is building the city" model. The findings suggest that the urban value of rail transit is not directly derived from network scale or property-led development along rail corridors, but is progressively realized through improved accessibility, spatial restructuring, and interdepartmental coordination; the key to the operation of this model lies in the recirculation of spatial value generated by public investment and benefit-sharing mechanisms, rather than in simple market-oriented development activities. In the context of existing-asset-oriented development, the continued role of rail transit in "building the city" should shift from scale expansion and development-revenue orientation to improving the efficiency of existing networks during the stable operation phase, station-area renewal, and strengthening public service provision.

, authors=Penglin Zhao¹, Chun Zhang², Fei Wu³, authorsList=Penglin Zhao, Chun Zhang, Fei Wu, authorCompany=null, correspAuthors=Fei Wu, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, fund=null), CN=ArticleExt(id=1308454713989551020, articleId=1308454713477845928, tenantId=1146029695717560320, journalId=1146123302524792850, language=CN, title=建轨道就是建城市——深圳轨道交通30年治理逻辑与经验反思, columnId=1308454713796613035, journalTitle=都市快轨交通, columnName=200期专辑, runingTitle=null, highlight=null, articleAbstract=

在城市轨道交通由增量扩张转向存量提质、土地与物业开发收益不确定性增强和长期运营压力上升的背景下，“建轨道就是建城市”成为从轨道建设集中期到运营期转型的城市治理命题。本文以深圳轨道交通30年发展实践为线索，基于第一手资料质性访谈与案例分析方法，探讨轨道交通如何嵌入城市空间组织与治理过程，并转化为城市建设能力。基于深圳不同时期典型轨道交通与城市发展阶段的对应关系，梳理轨道交通在公益定位、线网组织、站点功能与协同实施中的作用机制，并进一步分析“建轨道就是建城市”模式的运行逻辑。研究发现，轨道交通的城市价值并非直接来源于线路规模或沿线开发收益，而是通过可达性提升、空间结构重组与多部门协同逐步实现的；这一模式运行的关键在于公共投入形成的空间增值回流与利益共享机制，而非单纯的市场化开发行为。面向存量发展阶段，轨道交通继续“建城市”的重点应从规模扩张和开发收益导向，转向稳定运营期既有网络效率提升、站城空间城市更新与公共服务再强化。

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赵鹏林，男，中国城市轨道交通协会专家学术委副主任，从事轨道交通与城市协同治理研究，fanglei@szurta.org

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赵鹏林，男，中国城市轨道交通协会专家学术委副主任，从事轨道交通与城市协同治理研究，fanglei@szurta.org

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