为比较轨道交通多网融合背景下北京和东京轨道交通出行服务便捷性，利用高德地图路线规划数据以及东京轨道交通出行路径规划数据，构造带权有向图模型，结合深度优先搜索算法获取北京和东京都市区轨道交通站点1h内可达的空间范围，并计算最小和最大通勤距离。研究发现，以国贸站、中关村站、丰台东大街站和东京站为例，按直线距离计算，北京和东京都市区轨道交通1小时通勤圈覆盖范围分别为14~52km和31~57km，分别位于15~30km和30~50km等距圈。北京与东京的地铁旅行速度均为33km/h左右，主要差距在于东京都市区广泛采用JR或私铁通勤，旅行速度可达60km/h，还可与地铁直通运营减少换乘时间;而尽管北京大兴机场线可达到较远的出行距离，但受车站设置和票价限制，承担的通勤客流有限。为此，在制定轨道交通发展战略时，除通勤时间覆盖率指标外，还应将通勤距离作为一项定量指标，从时间与空间两个维度评价服务便捷性。

In order to compare the service convenience of Beijing and Tokyo rail transit under the background of multi-network integration, using the route planning data of Amap and the travel route planning data of Tokyo rail transit, a weighted directed graph model was constructed. The depth first search algorithm was used to obtain the reachable spatial range of the rail transit stations in the metropolitan area of Beijing and Tokyo within 1 hour, and the minimum and maximum commuting distances were calculated. The study shows that taking the International Tarade Centre Station, Zhongguancun Station, Fengtai Dongdajie Station and Tokyo Station as examples, based on the straight-line distance, the coverage of one-hour commuting circle of rail transit in Beijing and Tokyo metropolitan areas is 14~ 52km and 31~57km respectively, which is located in 15~30km and 30~50km isometric circles respectively. The travel speed of urban rail transit in Beijing and Tokyo is about 33km/h. The main difference is that JR or private rail commuting is widely used in Tokyo Metropolitan Area, and the travel speed can reach 60km/h. It can also operate directly with the subway to reduce the transfer time. Although Beijing Daxing Airport Line can reach a long travel distance, it can bear limited commuter passenger flow due to the restrictions of station settings and ticket prices. Therefore, when formulating rail transit development strategies, in addition to commuting time coverage index, commuting distance should also be taken as a quantitative index to evaluate the service convenience from the two dimensions of time and space.