Abstract: 　　As the primary connection way of rail transit, walking also connects other modes of transportation, playing an irreplaceable role. Compared with other areas, pedestrians pay more attention to the difficulty of walking to the rail station. A more convenient and comfortable walking environment might encourage more people to walk to the station. Pedestrian accessibility is a good evaluation index, which is included in walkability. It considers the walking time, efficiency, cost and other factors. It also pays attention to the quality of people and things moving in space (including speed, comfortability, safeness, sustainability, etc.), which is the embodiment of the efficiency of accessibility. The main factors affecting pedestrian accessibility are walking distance, walking time, walking environment, and so on. In the case of a certain starting and ending point, the walking distance is proportional to the Pedestrian Route Directness , an independent variable. Further, the walking time is affected by the walking distance, a dependent variable. The two variables form a "distance-time" conversion relationship, and the difference of the walking environment is the parameter affecting the relationship. Therefore, the walking distance (threshold 800m) and walking time (threshold 600s) of each station could be considered the basic evaluation indexes and used to calculate and analyze the Pedestrian Route Directness, Pedestrian Catchment Area and Waiting Time Index. 
　　This paper selected Hong Kong and Shenzhen as the research objects. Hong Kong is quite different from that of mainland cities due to the hilly terrain and the geographical conditions near the sea, forming an intensive and compact urban form different from the inland cities. Shenzhen, adjacent to a strip of water in Hong Kong, has a high population density, but its urban development mode is quite different. In order to best reflect the differences of pedestrian environment of the station blocks, nine different types of rail transit stations in three types of living blocks in the two places were selected for the empirical research to reflect the differences of pedestrian environments of the station blocks. In the specific measurement method, this study changed the previous research method of simplifying the station as the core point and randomly selecting points within the test range. Within the 500-meter station area, this study took the fixed direction residential area and specific entrance and exit of the station as the starting and ending points and the pedestrian networks rather than street networks as the walking choice. By comparing the index data and the walking path, it is found that the oblique walking path, building bottom overhead and elevated corridors could effectively reduce both the walking distance and waiting time to improve walking accessibility. This finding was influenced by the pedestrian network and the station form. The actual Pedestrian Catchment Area shows a significant difference from the theoretical Pedestrian Catchment Area. The setting of multiple entrances and exits can expand the station service area and cover a larger population. The result illustrates that MTR stations in Hong Kong have many advantages in pedestrian accessibility, the walking environment is more humane, and the Pedestrian Catchment Area of stations is generally larger. The paper also puts forward the "opening community" mode in Shenzhen, which has superiority in city villages and gated communities. With the upcoming large-scale urban renewal, it is meaningful to explore the construction of pedestrian network system in living-block rail transit station areas to improve the passenger transfer/connection efficiency and activate the urban fronts of station blocks, improving the sharing rate of rail transit.

Key words: rail transit station, pedestrian accessibility, pedestrian route directness, pedestrian catchment area, waiting time index

摘要： 步行作为轨道交通最主要的接驳方式，具有不可替代的作用。以深圳和香港生活街区的轨道交通站点为例，对影响站域步行易达的因素“步行距离、步行时间、步行环境”等进行了测度分析。研究发现，斜向放射状步行路径、建筑物底层架空、复合二层步行连廊能够有效的减少步行距离、步行等待时间等要素，提高步行易达性；受步行网络和站点形态的影响，实际步行集散区与理论步行集散区存在较大差异；多出入口的设置可以有效拓展站域服务面积，提高市民乘坐意愿。结果表明，港铁站点在步行易达性方面存在不小优势，站点步行集散区普遍较大；深圳的开放住区站点兼有城中村站点和封闭住区站点的优势，是值得推广的一种住区模式。在当今城市面临大规模更新背景下，探寻轨道站生活街区步行网络系统构建途径，提升步行出行衔接时效分布，活化站点社区的城市界面，对进一步提高轨道交通分担率有着积极意义。

关键词: 轨道站点, 步行易达性, 步行非直线系数, 步行集散区, 步行等候系数