The deep integration of transportation and land use as a development model has emerged as a critical factor in achieving high-quality urban development in China. This paper initially reviews the origins of Transit-Oriented Development (TOD) and examines its unique Chinese connotations, and summarizes the progression of integrated development from the initial stage, the research promotion stage, the rapid advancement stage to the beginning of entering a new stage of high-quality integrated development. Based on this foundation, the paper investigates the interplay between TOD and future urban and transportation landscapes, identifies the primary challenges and impediments to advancing TOD in China, and offers a set of recommendations for bolstering comprehensive efforts to promote TOD development.

The public transport-oriented development (TOD) model will improve resource utilization efficiency and transport energy conservation and emission reduction, which fits the requirements for“carbon peaking and carbon neutrality”goals. The new situation gives the TOD model a new goal, i. e. construction of a green style of production and life dominated by public transport. Therefore, new thoughts are proposed on transport construction, land development, and sustainable development. As for transport, in order to achieve the carbon peaking and carbon neutrality goals, it is necessary for public transport to be dominant in comprehensive transportation. The key point is to develop public services with greater competitiveness than cars, coordinating with excellent slow traffic system, and to control cars use. In terms of land development, it is proposed to guide the urban production and lift to be organized around the public transport system, to optimize the urban spatial form, to differentially control the development intensity, and to promote integrative development of production-station-city. In terms of sustainable development, for the financial sustainability of public transport and the realization of urban carbon reduction, the core is to ensure sufficient traffic flow, achieving a win-win situation for public transport sustainable development and TOD exploitation.

Integrated development in the new era is an important part of high-quality development. Based on a comprehensive summary of the historical achievements and changes in the planning and construction of high-speed railway stations since the 18th National Congress of the Communist Party of China, this paper focuses on the strategic deployment of building a powerful transportation country, systematically analyzes the interactive mechanism and value orientation of the station-city integration, reveals the basic connotation and mode of the station-city integration. Focusing on the design problems such as the separation of station city space, the lack of urban functions, monotonous environment and low space utilization rate, this paper puts forward the construction strategy of the station-city integration to relieve the station-city development dilemma, reconstruct the order of station-city, release the vitality of city and seek the symbiosis of station-city, providing a solution to promote the high-quality coordinated development of high-speed railway stations and cities.

Based on the special background conditions of China's TOD development, this paper summarizes the practical experiences of Shenzhen's TOD hub construction, and puts forward three core strategies that China's TOD development should follow, namely: establishing a mechanism for unifying interest subjects, building a professional technology coordination platform, and granting decision-making rights to construction and operation subjects, so as to provide references for exploring effective paths for China's TOD development.

The TOD development model that builds urban vitality centers around rail stations has gradually emerged in Mainland China. However, in view of improving the top-level design, lack of a comprehensive operational evaluation system is an important issue. By reviewing the positive exploration and recent practices on TOD performance evaluation at home and abroad, with an emphasis on primary features of rail transit in the new era, the paper makes efforts to develop a Rail Transit TOD Performance Assessment System with stronger operability and relatively more dynamic, from planning level, implementation level and service level. Furthermore, the paper surveys the current TOD development level of the areas along Line 1, Line 2 and Line 4 in Hangzhou, and provides a summary on its current situation and features with further development suggestions.

The node-place model provides an effective framework for evaluating TOD by focusing on the balance of traffic and land characteristics. Based on the traditional node-place model, the node-place-walkability extended model was proposed by adding walkability as a new evaluation dimension to quantitatively describe the accessibility of pedestrian network and walkability of facilities in the site area. Based on multi-source data and GIS technology (GIS), the extended model was used to evaluate and classify Beijing rail microcenter metro stations and compared with the evaluation results of the traditional nodeplace model. The results show that there is an obvious synergy between nodes, places and walkability, that there are large differences in the development levels of stations, and that the new model can evaluate metro stations more comprehensively compared with the traditional node-place model.

The walkability measurement research of subway station area is carried out with the goal of the construction of rail life circle. The walkability influencing factors of rail station area are sorted out, and the walkability measurement system of subway station area is constructed from three aspects: the walkability of the station itself, the walkability of the service facilities in the station area, and the configuration level of the service facilities. Taking 28 track micro centers in Beijing as research objects, this paper uses ArcGIS Spatial analysis method and pedestrian index method to carry out quantitative and qualitative analysis and measurement of the walkability within 1000m of the station area, comprehensively evaluates the road network accessibility and the facilities configuration balance and accessibility in the subway station area, and verifies the matching degree between the measurement results of pedestrian index and the actual dynamic area by thermal map analysis. The current situation of walkability in Beijing track micro center area is pointed out and corresponding countermeasures and suggestions are proposed.

The centralized development of urban space is beneficial for improving urban efficiency, while decentralized development is beneficial for improving the ecological quality of cities. On the basis of the traditional high-intensity development TOD model at the station, this article reconstructs the existing urban spatial structure through a hierarchical rail transit network system, enabling areas outside the station to achieve low-density and high-quality ecological development. To achieve this new structural process of urban space, this article reveals the basic characteristics of the TOD model from the perspective of flow patterns, analyzes its driving and implementation mechanisms, and proposes urban space development strategies and ecological spaces under this model.

In order to improve the operation quality of the whole life cycle of the development project, and realize the precise positioning, differential development and sustainable operation of the format, Chengdu metro took the lead in proposing the concept of All in One, i.e. a TOD project containing a multi-functional composite format. The land price and POI data of 373 rail transit stations in Chengdu were obtained, and the geographically weighted regression model (GWR) with local variable parameters was used to analyze the value-added effect of Chengdu rail transit stations on surrounding land. The results show that compared with the traditional multiple linear regression model (OLS), the GWR model not only has better fitting effect, but also better weakens the spatial effect of standard residuals. At the same time, it describes the spatial heterogeneity of the relationship between the layout of the surrounding circle and the land value. Combined with the planning results of four different levels of stations, the case analysis proves that the TOD '137' circle layout planning and All in One concept have significant value-added effect on more than 70% of the land around the rail transit station.

In view of the development needs of international hub clusters of Chongqing’s comprehensive three-dimensional transportation network, and drawing on relevant concepts such as hub clusters and the TOD model, this paper summarizes the construction practice, land development and main contradictions of Chongqing’s‘three main and two auxiliary’integrated passenger transport hubs, and proposes suggestions for optimizing and managing the TOD model of integrated passenger transport hub clusters and urban synergistic development. The aim is to promote the deep integration of transportation and urban functions, guide the development mode of urban transportation to shift towards intensification, internationalization, greening, and cultural transformation.

This paper summarizes the positive results achieved in the development of urban and rural transportation in China in recent years and the important significance for implementing the national rural revitalization strategy, and analyzes the problems existing in the rapid development process of urban and rural transportation integration in China. Based on the theory of circle economy, this paper studies and analyzes the spatial circle structure characteristics of urban and rural transportation integration in China, and proposes the development characteristics of urban and rural transportation integration in different spatial regions; Based on the development experience of typical countries such as the United States, Japan, Germany, and the United Kingdom, this paper draws useful inspiration for promoting the integration of urban and rural transportation in China. Combining the development characteristics of different regions in China and relevant foreign experience, taking county towns as the starting point, this paper proposes the development path of urban and rural transportation integration in different types of regions in China.

According to a large amount of historical statistics, absolute gap and relative gap of per capita GDP and transportation related indicators in four major economic plates and in regions of four major economic plates in years of 2000, 2010 and 2020 are analyzed. Effects of transportation development on narrowing the regional gap are summarized. The suggestion of transportation supporting better regional gap narrowing is put forward. It’s expected to provide reference for promoting the development of regional transportation at present and in the future, to narrow the regional gap and support common prosperity.