Next Article in Journal
A Multi-Objective Evaluation Tool (MUVT) for Optimizing Inputs in Cropping Systems: A Case Study on Three Herbaceous Crops
Previous Article in Journal
Rural Depopulation in Spain from a Gender Perspective: Analysis and Strategies for Sustainability and Territorial Revitalization
 
 
Search for Articles:
Title / Keyword
Author / Affiliation / Email
Journal
Article Type
 
 
Advanced Search
 
Section
Special Issue
Volume
Issue
Number
Page
 
Journals
Sustainability
Volume 17
Issue 7
10.3390/su17073029
sustainability-logo
Submit to this Journal Review for this Journal Propose a Special Issue
► Article Menu

Article Menu

share Share announcement Help format_quote Cite question_answer Discuss in SciProfiles
first_page
settings
Order Article Reprints
Font Type:
Arial Georgia Verdana
Font Size:
Aa Aa Aa
Line Spacing:
Column Width:
Background:
Article

Research on the Coupling Relationship Between Park and Metro Station Space in Qingdao

by
Peng Dai
,
Lufang Bi
,
Shi Cen
,
Guannan Fu
,
Hui Fang
and
Yanjun Wang
*
College of Civil Engineering and Architecture, Shandong University of Science and Technology, Qingdao 266590, China
*
Author to whom correspondence should be addressed.
Sustainability 2025, 17(7), 3029; https://doi.org/10.3390/su17073029
Submission received: 6 February 2025 / Revised: 26 March 2025 / Accepted: 26 March 2025 / Published: 28 March 2025
Browse Figures
Versions Notes

Abstract

:
As indispensable elements of public space in the city, metro stations and parks have the dual characteristics of “node” and “place”. Based on the “node–place” theoretical framework, the spatial evaluation and detailed classification of Qingdao metro station is carried out by integrating ArcGIS technology and diversified data sources. On this basis, an innovative metro station spatial coupling evaluation model is constructed, which takes into account the station carrying capacity, park accessibility, land use degree, and other factors, while evaluating the economic and environmental benefits. This study deeply explores the complex coupling relationship between the surrounding metro stations and park space in Qingdao. According to the results of the evaluation model, corresponding strategies for different types of station space are proposed. By taking measures, such as focusing on fine development strategies, stimulating the vitality of stations and implementing guided renewal, and enhancing the mutual suitability of rail transit and surrounding park space, the great potential of combining green ecology with urban space optimization is demonstrated.

1. Introduction

The development of urban park systems originated in the UK and the US and has gradually become an indispensable part of urban and rural planning [1]. It represents a new urban development concept that emphasizes the organic integration of park forms and urban spaces, achieving a transformation from “industry-city-people” to “people-city-industry” and from “building cities” to “operating cities” (Figure 1). Operating cities and guiding their sustainable development with the park concept promotes the modernization of urban governance models [2]. The concept and practice of park cities in China can be traced back to modern times, from “garden cities” to “mountain-water cities”, and then to “park cities”. The urban green development concept has achieved a historic breakthrough and major transformation from the “quantitative change” of beautifying cities and improving their ecological functions to the “qualitative change” of building a community of life among mountains, waters, forests, farmlands, lakes, and grasslands and achieving a high degree of unity between “people, city, environment, and industry”, creating a new urban development model that is livable, suitable for learning, aging, working, and tourism [3].
The transit-oriented development (TOD) model, as a sustainable urban planning concept, optimizes land use around rail transit stations, reduces reliance on private cars, and promotes compact urban development [4]. The core of the TOD model lies in promoting the rational layout and functional integration of urban spaces through an efficient public transportation network [5]. The ecological and cultural district (ECD), as a new model for urban core area development [6], can meet the multi-level development needs of urban core areas in the new era. The combination of TOD and ECD models can further leverage their advantages and achieve the coordinated development of park cities and rail transit [7].
Currently, the spatial coupling relationship between parks and metro stations has gradually become a research hotspot in the field of urban planning. As important ecological spaces and public activity areas in cities, parks can significantly enhance the environmental quality and residents’ living standards in surrounding areas [8,9,10,11]. As the key node of the urban transportation network, metro stations have a strong capacity for crowd gathering and evacuation [12], and reasonable underground parking layout can effectively improve the accessibility of parks and reduce traffic congestion [13,14,15,16,17]. When the two are organically combined, parks can not only provide comfortable waiting and leisure spaces for metro users, but they can also enhance the vitality of the metro station area and improve the microclimate of the surrounding urban area through cultural activities and ecological landscapes [18]. At the same time, the convenience of metro stations brings more visitors to parks, increasing their utilization rate [19,20]. This interactive relationship not only optimizes the utilization efficiency of urban space but also promotes sustainable urban development.
Existing research indicates that the impact of urban rail transit on land use around stations is mainly reflected in land development intensity, accessibility, land use structure, and functional diversity [21,22,23]. The coupling coordination degree model is used to quantitatively assess the coordination relationship between complex rail transit stations and surrounding land uses, thereby measuring the level of integrated development of transportation and land use in public transportation station areas [24,25]. This quantitative method can reveal the interaction mechanism between the two and provide a scientific basis for optimizing the spatial layout and functional configuration around stations [26]. Bertolini’s node-place model provides a powerful tool for the coupling analysis of public transportation station areas, accurately measuring the degree of coordinated development between transportation and land use, and thus building a solid analytical framework for the application and practice of the TOD theory [27,28,29].
Although some progress has been made in the theoretical framework and practical application of the spatial coupling between parks and metro stations, there are still significant knowledge gaps in this field. Most existing studies focus on spatial layout and land use, while neglecting the influence of residents’ behaviors and demands on the coupling relationship between parks and metro stations [30,31]. Qingdao has made considerable progress in the construction of rail transit, which is closely linked to the evolution of the urban spatial form, and there exists a dynamic connection of mutual interaction and coordinated development between them [32]. However, how to better integrate rail transit with the park city and achieve coordinated development of transportation and the environment [33] is an urgent problem to be solved.
As a coastal open city, Qingdao has achieved remarkable results in the construction of a park city in recent years, but it still needs to be further deepened and improved (Figure 2). Under the guidance of urban planning, the construction of parks and rail transit should be closely combined (Figure 3), and the temporal and spatial distribution patterns of the intrinsic demands of group activities should be analyzed [34]. When rail transit leads the layout of park green spaces, seamless integration of green travel and leisure spaces can be achieved. Specifically, this integration should begin by enriching the construction objects, strengthening the connection of models, paying attention to special groups, and consciously apply planning concepts for strategic adjustments, so that the development context of the urban spatial pattern is complete and clear, and ultimately achieve a group-based urban spatial pattern that conforms to the development context of Qingdao [35,36].

2. Research Methods

2.1. Research Scope

In studies on the built environment around rail transit stations, the 800 m buffer zone for walking attraction is generally taken as the object to analyze the interaction between parks and rail transit stations, focusing on the coupling situation of parks and station areas within this range [37]. This paper focuses on the station area within an 800 m radius around metro stations (Figure 4). By examining the number, types, distribution, and usage of parks, it aims to understand the attractiveness of parks to citizens and their demands for parks, the impact of stations on the accessibility of parks, and the driving effect of parks on rail transit passenger flow, revealing the interaction mechanism between the two.
Based on the ArcGIS (ArcMAP 10.8) kernel density analysis, the areas with a higher density of parks are located in the Shinan District of Qingdao City. A total of 33 metro stations within the key construction areas of the Qingdao Park City Construction Plan, which have a higher density of parks and a larger proportion of park area, were selected as samples for the study. The development intensity of parks around the selected stations, the degree of land use, and the proportion of various functional land uses were chosen as the indicator system to evaluate the station area space, used to quantitatively represent the measurement standards of various indicators of node and place value within the station area. Among them, the calculation formula for the proportion of various functional land uses is as follows:
P x = S x S
Px represents the proportion of the area of x type functional land use in the total area of the station’s influence zone; Sx is the area of the land use function type; S is the total area of the station area space (i.e., the area within an 800 m influence radius centered on the station).
For six stations with distinct park features, the land use conditions within the research scope were systematically determined using software. Based on the control, the detailed planning of various regions in Qingdao, the statistical analysis of the land use of the stations was completed. The basic characteristics of the sample stations and the surrounding land use conditions are shown in Table 1.
Analysis showed that the parks and the surrounding space within the metro station area interact with each other. The characteristics of the stations and the surrounding environment should be fully considered to promote the re-planning and integration of the surrounding public space. The flow of people around residential stations is relatively stable compared to other stations, and there is a higher demand for the functionality and practicality of parks. The flow of people around park-type stations is larger during the tourist season, and the flow is greatly affected by the season. Rail transit mainly provides convenient transportation for tourists. The land use rate around commercial stations is relatively high, and the environmental pressure is relatively large. The construction of park green spaces can effectively improve air quality, reduce noise pollution, and enhance the overall attractiveness of the area, promoting economic development.

2.2. Node-Place Model

Bertolini first proposed the “Node-Place” model in 1996 and has continuously conducted related empirical research over the years [38,39]. This model is a data quantitative model that analyzes the node value and place value of the station influence area based on the coupling relationship between transportation and land use. The traffic accessibility of the influence area is measured by the node value, and the land use degree of the influence area is measured by the place value [40]. The two support each other. The improvement of node value can effectively improve the traffic connection efficiency within the influence area, attract more people to gather here, and also enhance the attractiveness of the area as a place for urban activities [41].
In this model, the two dimensions of nodes and places are reflected on the coordinate axis through multi-index element analysis, and the coupling degree of the station area is summarized (Figure 5). Based on this, combined with the metro traffic volume and the development and construction of parks within the station area, the station area can be divided into the following five types: ① The balanced type, in which the traffic volume and park development are mutually coordinated, located in the middle of the spindle-shaped balanced area formed by the diagonal line; ② The dependent type, in which the traffic supply and the use degree of surrounding park space are relatively low and have great development potential, located in the lower part of the balanced area; ③ The pressure type, in which both node and place values have reached the upper limit and there may be a competitive relationship between them, hindering their common development, located in the upper part of the balanced area; ④ The node imbalance type, in which the traffic performance of the station is much higher than the use degree of surrounding parks, located in the upper half of the diagonal line; ⑤ The place imbalance type, in which the development and use degree of parks around the station is too high, far exceeding the service level that the current traffic volume can provide, located in the lower half of the diagonal line [42].
Currently, the “node-place” model is mainly applied in empirical research in fields, such as urban metro stations, passenger transport centers, and regional railway stations [43,44,45]. To integrate this model into the analysis framework of the dynamic coupling between the metro station area and the urban space, the unique attributes of park spaces need to be considered, and research elements that match the park spaces around the metro stations in Qingdao should be selected. Based on the “node-place” model, drawing on the subsequent expansion and application research results of domestic and foreign scholars, and fully considering the TOD characteristics of Qingdao, a model suitable for the dynamic coupling analysis of the space around metro stations is constructed.

3. The Coupling Model of Qingdao Metro Station Space and Park Space Is Constructed Step by Step

3.1. Model Application Process

Based on the existing literature review, the operation process of the “node-place” model constructed in this paper is summarized as follows: ① Determine and verify the research scope of the selected samples; ② Based on the characteristics of park development, select index elements from the two levels of node and place functions, construct an evaluation system, and analyze the positive and negative attributes of each index; ③ Statistically determine the data of each index factor and preprocess the data; ④ Use the Analytic Hierarchy Process (AHP) to determine the weights of each index, and combine the entropy weight method to determine the weights subjectively and objectively; ⑤ Calculate the evaluation results of the model based on the standardized data, verify it through linear fitting methods, and analyze the development strategies of various station areas [46].

3.2. Index System Construction

Based on the research of many scholars at home and abroad, combined with the development characteristics of Qingdao Metro and parks as well as the availability of multi-source data, a spatial database was established on the ArcGIS platform. “Node-place” related indicator factors were selected to complete the data sorting and integration as well as relevant calculations. In the process of indicator selection, the expert consultation method, frequency statistics method, and consideration of data availability were adopted: the indicators were adjusted and supplemented by consulting the relevant experts to ensure the scientificity and applicability of the indicators. At the same time, the frequency statistics method is applied to statistically analyse the evaluation criteria in the relevant domestic and foreign studies, and to select the indicators that appear frequently and for which data are available to ensure that the indicators are broad and representative. Eventually, 12 indicators were selected from two dimensions: node value and place value [47,48,49]. Specifically, they are as follows:
① Node value: Considering the support of the surrounding park green space system and the service level of the metro station, six indicators are selected: the number of station entrances and exits (N1), the area of the metro station hall (N2), the number of service directions of the station (N3), the shortest distance from the station to the surrounding parks (N4), park accessibility (N5), and the average daily passenger flow (N6), among which N4 and N5 are negative indicators. The calculation formula for the average daily passenger flow (N6) is:
N 6 = ∑ i = 1 n ( P i i n + P i o u t ) D
Among them, P i i n represents the passenger flow entering the station on the i-th day, P i o u t represents the passenger flow leaving the station on the i-th day, and D is the number of statistical days. This indicator reflects the passenger flow activity level of the metro station and its attractiveness to the surrounding area.
② Place value: Considering the mixed functions, TOD development, and park construction level, six indicators are selected: the proportion of park area (P1), the number of parks around the station (P2), the number of public service facilities (P3), the resident population in the area (P4), the development intensity (P5), and the housing price (P6). The calculation formula for the proportion of park area (P1) is:
P r = S r S
Pr represents the proportion of park area, Sr represents the park area within the station domain space, and S represents the total area of the station domain space.
The land development intensity of the station influence area (P5) indicates the carrying capacity of the unit land within the station domain space. The higher the land development intensity, the higher the carrying capacity of the land within the station domain. In this paper, the development intensity of the station influence area is measured by the ratio of the total above-ground building area to the land area within the station domain space, that is, the average floor area ratio. The calculation formula is:
F A R x = S x j S
FARx represents the floor area ratio of the influence zone of x station; Sxj is the above-ground construction area of the influence zone of the station; S is the total land area of the station domain space (i.e., the area within an 800 m influence radius centered on the station).

3.3. Data Source and Processing

This study constructs an urban spatial evaluation index system using multi-source data. The data sources and processing methods are as follows: (1) Acquisition of basic data: Land development intensity data (floor area ratio, building density, etc.) are obtained from the public data of the Qingdao Natural Resources Bureau in 2024. The transportation network data is extracted from the OpenStreetMap open-source platform. Public service facility data is obtained through the 2024 POI data from Baidu Maps and AutoNavi Maps APIs. Residential price data are collected from the 2024 transaction data of Fangtianxia. Metro passenger flow data use the operation data provided by the Qingdao Metro from November 2023 to May 2024. (2) Data preprocessing: The original data undergo systematic cleaning, including handling of missing values (using mean imputation), detection and correction of outliers (based on the 3 σ principle), data deduplication, unification of spatial coordinate systems (WGS84 coordinate system), and other standardization processes. (3) Data standardization: After converting the data according to the characteristics of the indicators (forward or reverse transformation), the Z-score standardization method is used to eliminate the influence of dimensions, with the calculation formula being X ′ = ( X − μ ) / σ . Through the above data processing procedures, the reliability and comparability of the data have been effectively enhanced, laying a solid foundation for subsequent spatial analysis.
The subjective weights of each index are determined through the AHP, and the maximum eigenvalue and eigenvector are calculated. The consistency ratio (CR) is obtained by comparing the negative average value of non-maximum eigenvalues (CI) with the random consistency index, and the consistency is verified. The index weights Wi under AHP are derived, and ultimately the weights of each criterion are obtained. These weights will guide further decision-making analysis. Considering the balance between subjective and objective aspects, the entropy weight method is used to correct the weight vector, thereby taking into account the information entropy among the indicators. By calculating the information entropy and entropy weight of each indicator, the final comprehensive index weights can be obtained, as shown in Table 2.

3.4. Site Evaluation Result

After assigning corresponding weights to each indicator of nodes and places, the normalized data is summed up to obtain the node and place value scores of each station sample. To deeply analyze the type characteristics of the station area space, the calculation results of the node value and place value of each station are plotted as a scatter plot. Based on the principle of boundary curvature change in Bertolini’s basic model, these scatter points are fitted (Figure 6).
Based on the sample scores and field research results, the following types of station area spaces are summarized: dependent type, pressure type, balanced type, and unbalanced type. Most station areas show balanced characteristics, indicating that the sustainable development level of the station area space in Qingdao is stable but needs to be improved, which is consistent with the current update stage of Qingdao’s “comprehensive promotion of urban structure reshaping”. Different development types of station area spaces also have varying degrees of influence on the formulation of urban renewal and transportation planning strategies. The following text will analyze the characteristics based on different types of station area spaces.

4. Analysis of Metro Station—Park Space Coupling

Within the station area, the accessibility of the metro to parks is an important indicator for measuring the vitality and quality of the station area space. By selecting typical stations of various station area spaces and setting the walking speed at 1.3 m/s, the walking accessibility is analyzed (Figure 7). Walking accessibility relates not only to walking distance and time; it also involves the clarity and safety of the path, the comfort of the environment along the way, and the density of parks around the area. For parks as a special public space, the level of their accessibility directly affects residents’ daily travel experience and quality of life, and indirectly promotes the economic development of the surrounding areas.

4.1. Pressure Type Station Space

Pressure-type station area spaces are generally located in the core areas of the city, adjacent to important city-level commercial districts. For the renewal of such stations, it is necessary to avoid excessive development, focus on the refined development of the city, and ensure that transportation volume only meets the peak period demand. Large-scale incremental construction and development should be reduced, and attention should be paid to the historical and cultural context of the site. The park landscape and architectural style should be planned to inherit and promote the regional culture.
May 4th Square Station is a pressure-type station. Both the node value and the place value are high, with an average daily passenger flow of about 37,000 people. While having high traffic and diverse place functions, further large-scale development may lead to spatial coordination imbalance and restrict urban development. The focus should be on the contradiction between transportation capacity and functional demands. Specifically, more bus routes and shuttle buses can be added, especially during peak hours, to enhance the accessibility of public transportation. At the same time, a traffic distribution square can be set up to facilitate passengers’ transfer to other means of transportation, and an intelligent traffic management system can be introduced to monitor and optimize traffic flow in real time, reducing congestion. Additionally, the connection between the metro station’s entrances and exits and surrounding buildings can be rationally planned, underground passages or overpasses can be built to separate pedestrians and vehicles, and traffic demand management can be implemented to restrict private cars from entering the core area and encourage the use of public transportation. By improving the efficiency of transportation connections, the traffic pressure around the station can be alleviated. The park space can be combined with the traffic corridors around the station to create a green traffic corridor, providing a comfortable environment for walking and cycling [50,51], thereby achieving the coordinated development of the metro station and the park and enhancing the overall quality of the city.

4.2. Dependent Station Space

Dependent-type station area spaces are generally located on the periphery of commercial core areas. Such station area spaces lack diverse functional facilities and services, and cannot meet the diversified needs of residents and tourists, leading to a vicious cycle of regional development. For the renewal of such stations, the core task should be to activate the internal vitality of the station area space. This can be achieved by holding various cultural activities, sports events, markets, and exhibitions to stimulate the vitality of the station area space; improving the transportation transfer environment and enhancing the accessibility of parks can achieve spatial sharing and coordinated development, and promoting urban renewal and community vitality.
Fenggang Road Station is a dependent station with low node value and place value. There are few parks around it, the urban function is single, the permanent resident density is low, and the accessibility to parks is insufficient. The walking environment also needs improvement. To address this situation, multiple measures should be taken: optimize the walking environment by widening sidewalks, adding barrier-free facilities, and improving the walking sign system to enhance convenience and safety; increase the number of bus routes and frequencies, optimize the layout of bus stops, and introduce an intelligent bus system to improve the accessibility of the station; and add green belts and small parks within the station area, improve public service facilities, and complement the natural landscape of the surrounding large parks to enhance environmental attractiveness. At the same time, private sector participation in the construction and operation of the station area should be encouraged, and diverse commercial and service projects should be introduced through public–private partnerships to enhance regional vitality. Through these comprehensive measures, Fenggang Road Station will achieve a dual improvement in node value and place value, providing residents and tourists with a better and more convenient travel and leisure experience.

4.3. Balanced Station Space

Balanced-type station area spaces are generally located in areas with mature functional development and relatively developed transportation levels. The degree of land development and utilization around the stations is matched with the transportation carrying capacity. When analyzing balanced-type station area spaces, the overall plan for building a demonstration area of a park city that practices new development concepts in Chengdu can be used as a reference. This plan emphasizes the deep integration of park forms and urban spaces as well as the expansion of blue and green spaces [52].
Most stations, such as Huiquan Square Station, Zhongshan Park Station, and Zhengyang Middle Road Station, are balanced-type stations. The land development around these stations has entered a relatively saturated stage. Although the development and utilization of park spaces and the supply of rail transit have achieved a certain degree of balance, the overall appeal still needs to be enhanced to develop towards a higher-level balanced model. The “12131” system engineering should continue to be promoted, including the construction of mountain parks, urban greenways, and pocket parks, to enhance the ecological value of the city and promote the urban renewal of Qingdao in a phased manner. Considering multiple aspects, such as the TOD model and the concept of a park city, can optimize urban space and improve the quality of life for citizens. Through these studies and practices, the organic integration of urban public transportation and park cities can be better promoted, and a more harmonious and livable urban environment can be constructed (Figure 8).

4.4. Imbalanced Station Space

Imbalanced station area spaces include node-imbalanced and place-imbalanced types. The node-imbalanced type represents the “high node—low place” model, typically found in old urban centers where the surrounding traffic service level is relatively high, but the land use intensity is low. The development of such stations fundamentally lies in enhancing the place value of the stations and promoting the development of new business forms. The place-imbalanced type represents the “high place—low node” model, usually referring to a highly attractive and vibrant place with a lack of effective connection nodes around it, leading to congestion within the place and affecting its sustainable development. Priority should be given to enhancing the node value, improving transportation node facilities, promoting multi-functional mixed development, and planning public spaces to achieve balanced development between the place and the node.
Taipingjiao Park Station is a place-imbalanced station. The area around this station is filled with tourist attractions, and the station only needs to meet the travel demands of tourists, resulting in relatively low traffic volume around it. Compared to the commercial centers in Qingdao, the development level of the surrounding area is lower, and the traffic volume is also affected by the peak and off-peak tourist seasons, leading to limited daily passenger demand. On-site investigation (Figure 9) revealed deficiencies in the connection facilities between the station and other transportation modes, insufficient pedestrian facilities, and inadequate road guidance signs around the station. In the later update, attention should be paid to enhancing the attractiveness of the station and its surrounding land, optimizing and increasing the connection of bus lines, and improving the accessibility of the station; improving the orientation system inside the stations, adding clear road guidance signs and convenient facilities to enhance the passenger experience; promoting commercial and residential development in the surrounding areas of the stations to increase regional vitality; and working with the surrounding tourism resources to develop a distinctive station theme to attract tourists and citizens. The concept of “1 station + 1 park ≥ 1 park” is proposed, aiming to attract tourists by integrating coastal resources and improving transportation infrastructure, promoting the deep integration of parks with the city and life, and improving the efficiency of space utilization.
Qingdao Station, Liaoyang East Road Station, Wangjiagang Station, etc. are node imbalance-type stations. As transfer stations, they have a large volume of traffic and play an important role as hubs in the urban rail transit network. However, the development of parks around them is not high, and the functional diversity is lacking. There are insufficient green spaces and leisure service facilities within the station area, resulting in insufficient functional diversity and inability to effectively attract passengers and surrounding residents. Green belts and small parks should be added within the station area, and commercial and cultural facilities should be introduced to complement the natural landscape of the parks and attract visitors with different needs.

5. Conclusions

The station area space of the metro is not only an important node in the road traffic network but also an important urban place. In the process of urban development, the traffic function of the rail stations and the park spaces around them interact and promote the progress of the city. Research on the station area spaces of Qingdao Metro shows that measures such as improving the walking environment between parks and metro stations to enhance connection efficiency and optimizing traffic organization methods during peak tourist seasons to guide passenger diversion can effectively enhance the vitality of the stations and improve urban functions, enabling better coupling development between the metro system and the park green space system. The main conclusions of this paper are as follows.
① A comprehensive accessibility quantitative evaluation index system and evaluation model for the metro domain unit was constructed, and the coupling situation between the surrounding space of the stations and the park space was analyzed through the improved node-place model. In terms of policy, investment in public transportation connection facilities can be increased, the layout of bus routes can be optimized, and the configuration of slow traffic facilities, such as shared bikes, can be enhanced to improve the connectivity between stations and surrounding parks.
② This paper explored the development of parks within the metro station areas in Qingdao City and proposed optimization strategies for improving the two types of imbalanced units in terms of urban renewal and the construction of a park city. It suggests a spatial development model for the central area of a park city based on the TOD theory, aiming to better transition from CBD (Central Business District) and RBD (Retail Business District) to ECD, providing experience and theoretical guidance for the subsequent synchronized advancement of urban renewal and park city planning and construction.
③ This paper expanded the application of the node-place model and spatial accessibility measurement methods in the field of urban renewal planning, deepened the exploration of the TOD theory and the coordinated development of urban space, provided new ideas for urban planning, and helped promote the coordinated development of urban rail transit and park city construction, offering beneficial references for the construction of ecological and livable cities.
④ The research results showed that different types of station domain spaces (such as pressure type, dependent type, balanced type, and unbalanced type) have different demands for land use and development intensity. Policy makers can formulate differentiated land use policies based on these classifications. For example, for pressure-type stations, excessive development should be restricted, and emphasis should be placed on the protection of historical culture and refined development; for dependent-type stations, policies can be introduced to encourage mixed-function development and improve land use efficiency.
Although this study has certain limitations in the selection of indicators and the use of models, these shortcomings also provide room for improvement in future research. In terms of indicators, this study has not yet fully considered the impact of the intensity of pedestrian flow on station space at different time periods, nor has it explored in depth the impact of changes in metro passenger flow on TOD construction. Future research can further refine the indicator system and incorporate more dynamic factors (e.g., the intensity of pedestrian flow in different time periods, changes in underground passenger flow, etc.) to reflect the complexity and dynamics of the “TOD + Park” development model more comprehensively. In terms of the application of the model, the current model is mainly limited to identifying the coupling and coordination between the station space and park space and the existing problems, and the standard guideline for the development of TOD station space needs to be studied in depth. Future research can expand the application scope of the model from the station space to the overall urban space, in order to more comprehensively assess the impact of the ‘TOD + Park’ development mode on urban development. By continuously improving the research methodology, more scientific and systematic theoretical support and practical guidance for the planning and construction of eco-cities can be provided.

Author Contributions

Conceptualization, P.D.; methodology, G.F., H.F. and Y.W.; software, L.B.; validation, P.D. and L.B.; formal analysis, L.B.; investigation, L.B. and S.C.; resources, P.D. and L.B.; data curation, S.C.; writing—original draft preparation, P.D. and L.B.; writing—review and editing, P.D. and L.B.; visualization, L.B.; supervision, G.F., H.F. and Y.W.; project administration, P.D. and Y.W. All authors have read and agreed to the published version of the manuscript.

Funding

This research received no external funding.

Institutional Review Board Statement

Not applicable.

Informed Consent Statement

Not applicable.

Data Availability Statement

The raw data supporting the conclusions of this article will be made available by the authors on request.

Conflicts of Interest

The authors declare no conflicts of interest.

References

  1. Zhao, W.; Duan, J.; Zou, W. Urban Design Methods for Existing Urban Areas from the Perspective of “Park City”: A Case Study of Zhangcunhe District in Qingdao. Urban Plan. Forum 2024, 6, 1–7. [Google Scholar]
  2. Li, X.; Wu, C.; Wang, H.; Zhong, G.; Li, W.; Cheng, Y.; Yang, X.; Liu, Y.; Wang, X. Park City: A New Model for Urban Construction. City Plan. Rev. 2019, 43, 50–58. [Google Scholar]
  3. Peng, N.; Wang, K.; Zhang, Y.; Li, X. Exploration of the Characteristics and Realization Path of the Park City Concept in the New Era. Urban Dev. Stud. 2022, 29, 21–25. [Google Scholar]
  4. Lu, H. Sustainable Transportation Development in Chinese Cities. Sci. Technol. Rev. 2022, 40, 24–30. [Google Scholar]
  5. Liu, Q.; Li, J.; Yang, Y.; Lai, Y. Research on the Construction Method of Continuous Pedestrian Network in TOD Areas: Insights from the Historical Experience of Yokohama Minato Mirai City, Japan. Shanghai Urban Plan. 2024, 6, 139–146. [Google Scholar]
  6. Xu, W.; Rao, H. Exploration of Greenway Network Planning Based on the Core Area of Urban Ecological Culture (ECD): A Case Study of the Greenway Planning in Yiwu Science and Innovation Zone. Chin. Landsc. Archit. 2015, 31, 56–60. [Google Scholar]
  7. Liu, B. The Strategic Role of Greenways in the Development of Future Urban Ecological Culture Core Areas in China. Chin. Landsc. Archit. 2012, 6, 5–11. [Google Scholar]
  8. Wei, X.; Zhang, Z. Landscape Design of Sujiatun Labor Park: Practice of Upgrading and Renovating Urban Labor Parks. Archit. J. 2025, 1, 124. [Google Scholar]
  9. Deng, Z. Research on the Design of Public Space and the Improvement of Residents’ Quality of Life in Urban Renewal: A Case Study of the Renovation of Lüxi Park in Zhangpu, Zhangzhou City. Urban Manag. Technol. 2024, 25, 33–35. [Google Scholar]
  10. Lyu, L. Research on the Performance Evaluation and Optimization of Recreational Services of Park Green Spaces in Guiyang Based on Network Analysis Method. Master’s Thesis, Guizhou University, Guizhou, China, 2024. [Google Scholar]
  11. Dewi, P.S.; Mussadun. Developing Pocket Parks in Densely Populated Neighborhoods in Urban Areas to Enhance the Quality of Life of the Community. IOP Conf. Ser. Earth Environ. Sci. 2024, 1394, 012016. [Google Scholar]
  12. Pang, L.; Jiang, Y.; Wang, J.; Qiu, N.; Xu, X.; Ren, L.; Han, X. Research of Metro Stations with Varying Patterns of Ridership and Their Relationship with Built Environment, on the Example of Tianjin, China. Sustainability 2023, 15, 9533. [Google Scholar] [CrossRef]
  13. Hua, M.; Jin, Y. Research on Metro Space Based on the “Three-Dimensional Space Theory”. J. Northwest Minzu Univ. (Philos. Soc. Sci. Ed.) 2021, 6, 177–184. [Google Scholar]
  14. Cui, X.; Lu, Q.; Li, J. Identification of Key Stations in Urban Rail Transit Based on Network Redundancy. China Saf. Sci. J. 2022, 32, 158–164. [Google Scholar]
  15. Li, A.; Peng, Q. Functional Grading and Hierarchical Synergy of Regional Rail Transit Composite Network. Compr. Transp. 2021, 43, 85–90+122. [Google Scholar]
  16. Song, B.; Wang, W.; Tan, D. Research on coupling planning method of urban CBD underground space. J. Undergr. Space Eng. 2020, 16, 319–324. (In Chinese) [Google Scholar]
  17. Li, S.; Zeng, X.; Zhang, X.; Jiang, J.; Wang, F.; Zhang, T.; Zhang, J. Spatial Justice of Urban Park Green Space under Multiple Travel Modes and at Multiple Scales: A Case Study of Qingdao City Center, China. Sustainability 2024, 16, 1428. [Google Scholar] [CrossRef]
  18. Mao, Y.; Li, K.; Li, Y.; Wei, J. Research on the Mechanism of Park Green Space Characteristics Influencing Physical Activity: A Case Study of Nanjing City. Landsc. Archit. 2024, 31, 103–111. [Google Scholar]
  19. Lin, C.; Wang, K.; Wu, D.; Gong, B. Passenger Flow Prediction Based on Land Use around Metro Stations: A Case Study. Sustainability 2020, 12, 6844. [Google Scholar] [CrossRef]
  20. Mugion, R.G.; Toni, M.; Raharjo, H.; Di Pietro, L.; Sebathu, S.P. Does the Service Quality of Urban Public Transport Enhance Sustainable Mobility? J. Clean. Prod. 2018, 174, 1566–1587. [Google Scholar]
  21. Handy, S. Smart Growth and the Transportation-land Use Connection: What Does the Research Tell Us? Int. Reg. Sci. Rev. 2005, 28, 146–167. [Google Scholar]
  22. Choi, J.; Lee, Y.J.; Kim, T.; Sohn, K. An analysis of Metro ridership at the station-to-station level in Seoul. Transportation 2012, 39, 705–722. [Google Scholar]
  23. Kong, X.; Yang, J. Passenger Flow Prediction at Rail Transit Stations from the Perspective of Land Use: A Case Study of Shenzhen. Sci. Geogr. Sin. 2018, 38, 2074–2083. [Google Scholar]
  24. He, P.; Chen, Z.; Huang, J.; Xu, Q. Review of Node-Place Model Research Oriented to the Integration of Rail Transit and Land Use. Urban Rapid Rail Transit 2023, 36, 1–6+123. [Google Scholar]
  25. Pan, H.; Ren, C. Spatial Coupling Relationship between Urban Rail Transit and Public Activity Center System: A Case Study of Shanghai. Urban Plan. Forum 2005, 48, 76–82. [Google Scholar]
  26. Li, M.; Zhao, J.; Liu, W.; Jiang, J.; Xu, Y. Evaluation of the Synergy between Land Use and Transportation in Urban Rail Transit Station Areas. Railw. Transp. Econ. 2024, 46, 222–231. [Google Scholar]
  27. Teng, L.; Zhong, C.; Cai, D. Spatial Type Differentiation of Metro TOD Districts in Guangzhou: A Study Based on the “Node-Place-Linkage” Coupling Degree Model. Econ. Geogr. 2022, 42, 103–111. [Google Scholar]
  28. Wang, C.; Sun, Y.; Zhang, C.; Huang, Y.; Li, M. Planning and Design of Rail Transit Station Areas Based on “Node-Place” Characteristics. Planners 2014, 30, 30–34. [Google Scholar]
  29. Zhang, Z.; Gao, S.; Chen, Y.; Xiao, Z.; Deng, J.; Xu, Q. Evaluation of Urban Rail Transit TOD Based on an Improved Node-Place Model. J. Transp. Res. 2022, 8, 143–153+165. [Google Scholar]
  30. Liu, R.; Yao, M. Analysis and Research on the Integration Mode of Underground Station Access Space and Surrounding Buildings in Urban Rail Transit. Archit. Cult. 2016, 5, 126–128. [Google Scholar]
  31. Yao, Q.; Gong, T.; Shi, J. Coupled Development of Urban Rail Transit and Commercial Facilities Based on Dianping Data: A Case Study of Tianjin. J. Tianjin Univ. Urban Constr. 2019, 25, 239–245. [Google Scholar]
  32. Li, Y. Research on the Mutual Influence Relationship Between Urban Rail Transit and Urban Spatial Form. Ph.D. Thesis, Wuhan University, Wuhan, China, 2016. [Google Scholar]
  33. Liu, X.; Chen, X.; Pan, H. From “Integrated Station-City” to “Corridor Integration”: Theoretical Framework and Model Optimization of TOD Development from the Perspective of Flowing Space. Urban Plan. Forum 2024, 4, 34–40. [Google Scholar]
  34. Liu, B. Research and Construction Methodology of Park City. Chin. Landsc. Archit. 2018, 34, 10–15. [Google Scholar]
  35. Yang, L.; Peng, Y.; Xia, H.; Huang, H. Exploration of Urban Design for High-Speed Railway New Towns under the Concept of Integrated Station-City: A Case Study of Enyang Station Area. Urban Environ. Des. 2024, 2, 322–327. [Google Scholar]
  36. Zhang, W.; Pan, H. From “Integrated Station-City” to “Integrated Station-Community”: Design Strategies for TOD Development under the Future Community Model: A Case Study of Ningbo. Urban Dev. Stud. 2024, 31, 73–80. [Google Scholar]
  37. Liu, Q. Influencing Factors of the Circular Structure Division in TOD Area Planning. Int. Urban Plan. 2017, 32, 72–79. [Google Scholar] [CrossRef]
  38. Bertolini, L. Nodes and Places: Complexities of Railway Station Redevelopment. Eur. Plan. Stud. 1996, 4, 331–345. [Google Scholar] [CrossRef]
  39. Peck, H.J.; Bertolini, L.; De Groot, H. Reviewing the Development Potential of Station Areas: A Decade of the Node-Place Model in the Netherlands. Int. Urban Plan. 2011, 26, 63–71. [Google Scholar]
  40. Bertolini, L. Sustainable Accessibility: A Conceptual Framework to Integrate Transport and Land Use Planmaking Two Test-Applications in the Netherlands and a Reflection on the Way Forward. Plan. Pract. Res. 2005, 15, 207–220. [Google Scholar] [CrossRef]
  41. Ren, L.; Yun, Y.; Quan, H. Research on the Types and Characteristics of Urban Rail Station Nodes Based on the Node-Place Model: An Empirical Analysis and Experience Insights from Singapore. Int. Urban Plan. 2016, 2016, 109–116. [Google Scholar]
  42. Lu, X.; Wang, J.; Zhang, Z.; Hu, X.; Guo, H. Evaluation and Classification of Beijing Metro Station Micro-Centers Based on the Extended Node-Place Model. Sci. Technol. Rev. 2023, 41, 41–51. [Google Scholar]
  43. Hu, J.; Huang, K.; Wang, H. Interactive Relationship between Railway Passenger Transport Hub and Urban Functions in Megacities: An Extended Analysis Based on the Node-Place Model. Urban Transp. 2015, 13, 36–42. [Google Scholar]
  44. Song, W.; Shi, Y.; Zhu, Q.; Zhang, W.; Ding, J. Evaluation of High-Speed Railway Station Area Planning Based on the Node-Place Model: A Case Study of the Yangtze River Delta Region. Econ. Geogr. 2016, 36, 1825–1838. [Google Scholar]
  45. Meng, L. Research on Planning Countermeasures for Metro Station Areas in Historical Districts under the Guidance of Node-Place Mutual Adaptation. Master’s Thesis, Tianjin University, Tianjin, China, 2018. [Google Scholar]
  46. Zhou, K.; Xi, G.; Zhang, Z. Spatial Synergistic Development Strategy for the Metro Station Area in the Historical Urban District of Suzhou: An Empirical Study Based on the Node-Place Model. Urban Transp. 2023, 21, 32–41+98. [Google Scholar]
  47. Su, S.; Zhang, H.; Wang, M.; Weng, M.; Kang, M. Transit-Oriented Development (TOD) Typologies around Metro Station Areas in Urban China: A Comparative Analysis of Five Typical Megacities for Planning Implications. J. Transp. Geogr. 2021, 90, 102939. [Google Scholar]
  48. Su, S.; Wang, Z.; Li, B.; Kang, M. Deciphering the influence of TOD on metro ridership: An integrated approach of extended node-place model and interpretable machine learning with planning implications. J. Transp. Geogr. 2022, 104, 103455. [Google Scholar]
  49. Zhang, T.; Gao, H.; Geng, X.; Zhao, L. Analysis of Commuter Characteristics of Qingdao Rail Transit; Qingdao Planning Editorial Research Center: Qingdao, China, 2024. [Google Scholar]
  50. Wang, X.; Li, X.; Qiao, J.; Jiang, Y. Research on the Construction of Chengdu Characteristic Slow Driving System under the concept of Park City. Planners 2019, 36, 91–98. [Google Scholar]
  51. Li, X.; Zhang, Z.; Jiang, Y.; Yang, X.; Zhang, Y.; Li, W.; Wang, B. Multi-Objective Operation Optimization of Park Microgrid Based on Green Power Trading Price Prediction in China. Energies 2025, 18, 46. [Google Scholar]
  52. Yu, Y.; Zhou, R.; Wu, B.; Yao, X.; Fan, L. Evolution and optimization path of commercial space in metro area under TOD orientation: A case study of three city-level metro areas in Chengdu. J. Plan. 2002, 38, 107–114. [Google Scholar]
Sustainability 17 03029 g001
Figure 1. Park city diagram.
Figure 1. Park city diagram.
Sustainability 17 03029 g001
Sustainability 17 03029 g002
Figure 2. Scope of urban spatial planning in Qingdao.
Figure 2. Scope of urban spatial planning in Qingdao.
Sustainability 17 03029 g002
Sustainability 17 03029 g003
Figure 3. Development trend of park space in Qingdao.
Figure 3. Development trend of park space in Qingdao.
Sustainability 17 03029 g003
Sustainability 17 03029 g004
Figure 4. Research scope and nuclear density analysis.
Figure 4. Research scope and nuclear density analysis.
Sustainability 17 03029 g004
Sustainability 17 03029 g005
Figure 5. Node-place model schematic.
Figure 5. Node-place model schematic.
Sustainability 17 03029 g005
Sustainability 17 03029 g006
Figure 6. Evaluation results of node-place model of sample stations.
Figure 6. Evaluation results of node-place model of sample stations.
Sustainability 17 03029 g006
Sustainability 17 03029 g007
Figure 7. Park accessibility diagram of each station.
Figure 7. Park accessibility diagram of each station.
Sustainability 17 03029 g007
Sustainability 17 03029 g008
Figure 8. Universal urban spatial architecture.
Figure 8. Universal urban spatial architecture.
Sustainability 17 03029 g008
Sustainability 17 03029 g009
Figure 9. Taiping Point Park research status.
Figure 9. Taiping Point Park research status.
Sustainability 17 03029 g009
Table 1. Basic characteristics of typical sample sites.
Table 1. Basic characteristics of typical sample sites.
Site NameThe Proportion of Various Types of Land Use in the Station SpaceWhether or Not
Transfer Station		Functional TypeSite Category
Park LandCommercial LandResidential Land
Huiquan Square Station23.08%6.31%15.60%noUnitary dominancePark type site
Zhongshan Park Station62.78%12.96%13.48%noUnitary dominancePark type site
Taipingjiao Park Station22.66%18.52%17.12%noUnitary dominancePark type site
Dingjiahe Station33.26%14.39%26.09%noDualistic dominance
(Residence, park)		Residential site
Zhengyang Middle Rd Station17.00%6.95%40.72%noDualistic dominance
(Residence, park)		Residential site
May 4th Square Station10.12%14.31%16.88%YesDualistic dominance
(Business, park)		Commercial site
Table 2. Description and weight of node-place evaluation system.
Table 2. Description and weight of node-place evaluation system.
Target LayerCriteria Layer Elements (Indicators)Indicator Layer Elements
(Influencing Factors)		Indicator SpecificationWeightActual Weight
Node valueStation carrying capacityNumber of site entrances and exits (N1)Number of site entrances and exits30.02%34.19%
Metro station hall floor area (N2)Equipment management area + public area6.63%8.77%
Number of service directions on the site (N3)The number of directions in the terminal is 1, adding additional lines that can be transferred, and the direction is increased by 217.25%18.22%
Accessibility of the parkThe shortest distance from the site to the surrounding park (N4)The closest distance from the site to the surrounding park6.50%12.45%
Accessibility of the park (N5)Average actual time cost from metro to surrounding parks15.40%11.15%
Site viabilityDaily ridership (N6)Average daily passenger flow of the station24.20%15.22%
Place valuePark development degreeThe proportion of park area (P1)The proportion of the park area in the total area is affected17.48%21%
Number of parks around the site (P2)Number of parks around the site11.12%17.32%
Number of supporting public services (P3)According to Baidu map POI data, the number of cultural, sports, entertainment and educational facilities within the station is counted4.70%8.22%
Land use degreePermanent population of the area (P4)Number of resident population13.21%12.96%
Development intensity (P5)Plot ratio32.68%19.46%
Room rate (P6)Neighborhood average house price20.81%21.04%
Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely those of the individual author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or the editor(s) disclaim responsibility for any injury to people or property resulting from any ideas, methods, instructions or products referred to in the content.

Share and Cite

MDPI and ACS Style

Dai, P.; Bi, L.; Cen, S.; Fu, G.; Fang, H.; Wang, Y. Research on the Coupling Relationship Between Park and Metro Station Space in Qingdao. Sustainability 2025, 17, 3029. https://doi.org/10.3390/su17073029

AMA Style

Dai P, Bi L, Cen S, Fu G, Fang H, Wang Y. Research on the Coupling Relationship Between Park and Metro Station Space in Qingdao. Sustainability. 2025; 17(7):3029. https://doi.org/10.3390/su17073029

Chicago/Turabian Style

Dai, Peng, Lufang Bi, Shi Cen, Guannan Fu, Hui Fang, and Yanjun Wang. 2025. "Research on the Coupling Relationship Between Park and Metro Station Space in Qingdao" Sustainability 17, no. 7: 3029. https://doi.org/10.3390/su17073029

APA Style

Dai, P., Bi, L., Cen, S., Fu, G., Fang, H., & Wang, Y. (2025). Research on the Coupling Relationship Between Park and Metro Station Space in Qingdao. Sustainability, 17(7), 3029. https://doi.org/10.3390/su17073029

Note that from the first issue of 2016, this journal uses article numbers instead of page numbers. See further details here.

Article Metrics

Back to TopTop