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Correlation analysis of convenience value with pedestrian flow and vehicle flowThe correlation analysis will explore the relationship between the analysis results of space syntax and pedestrian flow and traffic flow from four perspectives, including time, place, road and behavior.1) It can be seen from Figure 12 that: in terms of time, the number of pedestrians and vehicles on rest days is more than that on weekdays. The total number of pedestrians on rest days was 1,802, the total number of vehicles was 770, and the number of pedestrians on working days was 1,210 and 623. There were more pedestrians than cars on both days. The two hours with the highest number of pedestrians are 8:00-12:00 on weekdays and 18:00 - on rest days20:00 and 10:00-12:00. The period with the most number of working days is also 8:00-12:00, and the rest days are 18:00-20:00 and 14:00-1 6:00In terms of location, observation point 15, Observation point 5 and observation point 11 have the highest total number of pedestrians on weekdays, and observation point 3 on rest days，observation points 10 and 2 observation points. The car is always at work Observation points 15, 10, and 2 had the greatest number of days, while rest days were observation points 10, 15, 2, and 3关联性分析将以时间、地点、道路与行为等4个面向，探讨空间句法的分析成果与行人流量和车流 量之间的关系，如图 分别为行人流量与车流量。          1)从图可知:在时间方面，休息日的行人流 量和车流量比工作日多.休息日的行人总和为1802 人 ，车 辆 总 和 为 770 辆 ，工 作 日 分 别 为 1 210 人 与 623 辆.这两日的行人数量都比车辆多.工作日行人最多 的 两 个 时 段 均 为 8 :00 - 12 :00 ，而 休 息 日 是 18 :00 -20:00 与 10:00-12:00.车 辆 在 工 作 日 数 量 最 多 的 时 段 也 是 8 :00 - 12 :00 ，休 息 日 则 是 18 :00 - 20 :00 与 1 4 :0 0 - 1 6 :0 0 .          2）在地点方面，工作日行人总和 最 多 的 地 点 是 观 察 点 15 ，观 察 点 5和 观 察 点 11，休 息 日 是 观 察 点 3，观 察 点 10 与 2观 察 点 。车 辆 总 和 在 工 作日 数 量 最 多 的 是 观 察 点 15 ，10 和 2 ，休 息 日 是 观 察 点 10 ，15 ，2 和 3 

The streets with high convenience value and frequent crowd gathering and activities are planned to meet the daily needs of local residents and attract tourists to the business zone, while the streets with low convenience value are planned to be residential areas, and the streets with low convenience value inclined to blue are residential areas. important historical commercial districts, cultural sites (such as The "Return Garden"), and Jiageng Cultural District are located on the red axis, on both sides of south Shanglu Road, which has the highest convenience value. In addition, other streets with high convenience value, such as Jicen Road in the north of Jimei Dashe, Dashe Road running through the settlement, Cihou Road through the food market, and Xunjiang Road in the east, are planned to become land for retail and commercial use, food and beverage, commercial street and resort hotel. Streets with a slightly lower convenience value, such as Zhitzen Road and Xunjiang Road, as well as Xunjiang Road fronting Kah Kee Park, are planned as waterfront B&B area and Kah Kee B&B commercial experience area.人群汇集与活动频繁的高便捷值街道规划为满足当地居民日常生活所需，以及吸引游客到访的商 业地带，而便捷值相对比较低的街道则规划为民宿区域，偏向蓝色的低便捷值街道是居住的区域．重要 的历史商业街区、文化古迹用地（如“归来园”），以及嘉庚文化街区都位于红色轴线，便捷值最高的尚南 路两侧．此外，其他高便捷值的街道，例如集美大社北边的集岑路、贯穿聚落的大社路、通过菜市场的祠 后路，以及东侧的浔江路，都规划成为零售商业用地、餐饮用地、商业街和度假酒店用地．在便捷值略低 的街道，例如集岑路与浔江路交接处，以及面对嘉庚公园的浔江路，则规划为水岸民宿区与嘉庚民宿商 业体验区。Outside jimei University, the convenience value of main roads is higher than that of secondary roads, such as Tong Po Road, Jiyuan Road, Shek Kwu Road north of Jiageng Road and Cen Xi Road west of the renewal design area. Commercial land is planned along these major roads with high convenience values. The two sides of tangpu Road Community Park and the south side of Jiyuan Road will be planned as commercial land (red diagonal line), in line with the daily life of local community residents shopping needs; On the right side of Shigu Road to the north of Jiageng Road, on the right side of Maker Apartment and on the bottom of Jimei Market are commercial and catering land, serving local residents and tourists; The junction of Cen West Road and Jicen Road on the west side is planned as retail commercial land, restaurant land and Jicen Road pedestrian street.在集美大社之外主要道路的便捷值比次要道路还要高，例如更新设计范围北侧的塘埔路、集源路、 嘉庚路以北的石鼓路，以及西侧的岑西路等．在这些高便捷值的主要道路上都有商业用地的规划．将塘 埔路社区公园两侧沿街面和集源路南侧沿街面规划为商业用地（红色斜线），符合当地社区居民日常生 活的购物需求；在嘉庚路以北的石鼓路右侧、创客公寓右侧和集美市场上下方皆为商业及餐饮用地，服 务在地居民与游客；西侧的岑西路与集岑路交接处规划为零售商业用地、餐饮用地以及集岑路步行街 。

Traffic is the main factor affecting the spatial vitality of traditional villages. Convenient road traffic is conducive to the introduction of people, reflecting the accessibility and passability of road traffic . The spatial syntax "spatial integration degree" and "spatial selection degree" were used to analyze the accessibility and carrying capacity of traffic space inside Xixi South village and reveal the vitality of road traffic status, as shown in Figure .交通是影响传统村落空间活力的主要因素，便捷的道路交通有利于人流的引入，反映出道路交通的可达 性和可经过性。利用空间句法“空间整合度”和“空间选择度”分析西溪南村落内部交通空间可达性和承 载能力，揭示道路交通现状活力，见图，As can be seen from Figure 5, Fengnan Avenue and 046 village Road have the highest integration degree, the strongest convenience and accessibility, and play an important role in connecting internal and external traffic. However, due to small building concessions on both sides of 046 village Road, narrow road space on both sides is not conducive to vehicles and pedestrians. Road sections 9 to 11 near the town have high global integration degree and high accessibility, which is easy to gather people and facilitate the continuation of traffic to the village. The section 5 to 8 in the north of the village has low integration between the overall situation and the local area, weak carrying capacity, and its accessibility needs to be improved. As can be seen from FIG. 6, village Road 046 has the most people traveling and has a great advantage in the choice of shortest travel path. The traffic volume of this section is at the peak for a long time, causing traffic congestion and hidden dangers of traffic safety. The investigation also shows that the internal traffic roads of traditional villages in Xixi South are narrow, the complete fire protection network has not been built, there are many dead-end roads in villages, the static traffic is not perfect, there are a large number of vehicles parked along the road, blocking the road traffic phenomenon. It indicates that the use of transportation space is different, and some road accessibility needs to be strengthened.由图可知：丰南大道至046村道整合度最高，便捷性、可达性最强，承担着重要的内外交通连接作用，但 由于046村道两侧的建筑退让较小，两侧道路空间狭窄，不利于车辆及行人通行；临近镇域的9~11号路段的 全局整合度较高，可达性较强，容易集聚人流，利于交通向村落内部延续；村落北部的5~8号路段，全局与局 部的整合度均较低，承载能力较弱，其通达性有待提升。由图6可知：046村道的人流穿行最多，在出行最短 路径选择中占有较大优势，该路段交通量长时间处于峰值，存在交通拥堵及交通安全隐患。现状调查也表 明，西溪南传统村落内部交通道路狭窄，未建设完整的消防网络，村落断头路较多，静态交通不够完善，存在 大量车辆沿路停放、阻碍道路交通的现象。说明交通空间使用具有差异，部分道路通达性有待加强。

Integration[HH] refers to the total number of topology steps required to get from one node to other nodes after excluding all factors. The higher the integration degree is, the fewer the number of expansion steps, the warmer the color of axis, the lower the dispersion degree of space, and the greater the possibility of traffic arrival, and vice versa. Integration degree includes global integration degree and local integration degree. The former reflects the relationship between a unit space and all global Spaces, and can reflect the global space center. It studies the possibility of vehicle travelers reaching other Spaces from each space. Integration[HH] refers to the degree of Integration between a space unit and the local space within a few steps from it. It refers to the total number of topological steps required from a node to other nodes after removing all the influencing factors in topology. The higher the integration degree is, the fewer the number of expansion steps, the warmer the color of axis, the lower the dispersion degree of space, and the greater the possibility of traffic arrival, and vice versa. Integration degree includes global integration degree and local integration degree. The former reflects the relationship between a unit space and all global Spaces, and can reflect the global space center. It studies the possibility of vehicle travelers reaching other Spaces from each space. The latter refers to a space unit and the local space within a few steps from it.整合度（Integration[HH]）即集成度，是指 剔除拓扑学上所有影响因素后，从某一节点到 其余节点所需要的总拓扑步数。整合度越高，拓 扑步数越少，轴线颜色越暖，空间的离散程度越 低，作为交通到达（to-movement）的可能性更 大，反之亦然。整合度包含全局整合度与局部整 合度，前者体现了某个单元空间与全局所有空间 的关系，可反映全局的空间中心，研究的是车行 出行者从每一个空间到达其他空间的可能性 ； 后 者指某空间单元与距它几步范围内的局部空间之整合度（Integration[HH]）即集成度，是指 剔除拓扑学上所有影响因素后，从某一节点到 其余节点所需要的总拓扑步数。整合度越高，拓 扑步数越少，轴线颜色越暖，空间的离散程度越 低，作为交通到达（to-movement）的可能性更 大，反之亦然。整合度包含全局整合度与局部整 合度，前者体现了某个单元空间与全局所有空间 的关系，可反映全局的空间中心，研究的是车行 出行者从每一个空间到达其他空间的可能性 ； 后 者指某空间单元与距它几步范围内的局部空间之

Hillier and his team found a close relationship between comprehensibility and spatial integration and connection value after a large number of experiments, that is, local space and global space must be correlated to a certain extent. The greater the correlation, the higher the coincidence between the locally perceptible space and the overall invisible space. Therefore, spatial form is easier to be understood by people [12]. Comprehensibility explores the relationship between global Integration and local Integration, and is calculated by the following formula: Comprehensibility = topology radius 3 Integration (Integration[HH]R3)/Integration[HH] infinite topology radius. According to the scatter diagram of FAW comprehensibility (FIG.5), the value of comprehensibility is greater than 0.5, indicating that the entire spatial structure is easy to be perceived by users. Thanks to the grid road layout, the space is easy to be understood. But at the same time, the residential courtyards in the living area repeat the same layout, reducing the interest of the space.希利尔及其团队经过大量实验验证后发现， 可理解度与空间整合度及连接值的关系密切，即 局部空间与全局空间必然存在着一定程度上的相 关性，相关性越大，则意味着局部可感知空间与 整体不可见空间的吻合性越高，因此空间形态更 容易被人们所理解[12]。可理解度探究的是全局整 合度与局部整合度之间的关系，其计算公式 ： 可 理解度=拓扑半径3整合度（Integration[HH]R3） /无限拓扑半径整合度（Integration[HH]）。从一 汽可理解度散点图（图5）来看， 可理解度数值大 于0.5，说明整个空间结构易于被使用者感知，这 得益于网格状道路布局，使空间易于被理解。但 与此同时，生活区住宅院落重复着相同的布局， 减少了空间的趣味性。

From the perspective of global integration degree (FIG. 1), FAW Block is the area with the highest integration degree of the whole axle line system, and it is highly possible for drivers to reach the selected area. Among them, the urban trunk roads (Dongfeng Street, Jincheng Street, Chuangye Street) and the kuanping road connecting the southern area have the highest values, which are the optimal road axis of accessibility. On the whole, the average global integration degree of the northern region of the axis model is higher than that of the southern region, which may be due to the division of railway, leading to the separation of spatial functions. According to the analysis of local integration degree (R=3) (Figure 2), it can be seen that the integration degree of main urban arterial roads has been significantly enhanced, and that of local secondary arterial roads has also been improved, but the average local integration degree of FAW block is always the highest. While the integration degree of faW production area is improving, the integration degree of roads in living area is declining, and the possibility of reaching traffic by foot is low. According to the field survey, the users of the public space in the living area are the elderly who live here, and there are fewer outsiders to participate in the public space, which is consistent with the result of space syntax calculation. The reason for this problem is that the enclosed housing in the living area clearly defines the spatial boundary. Although it has strong privacy, the accessibility inside the courtyard is reduced, while the roads between the courtyard show good accessibility.从全局整合度（图1）来看，一汽街区是全轴 线系统整合度最高区域，作为车行者交通到达选 择区域的可能性很高。其中，生活区内城市干道 （东风大街、锦程大街、创业大街）和连接南部 区域的宽平大路数值最高，为可达性最优道路轴 线。从整体来看，轴线模型北部区域比南部区域 平均全局整合度高，可能是由于铁路的分割，导 致了空间功能的割裂。 根据局部整合度（R=3）的分析（图2）可 知，主要城市干道的整合度有明显增强，局部次 干道的整合度也有所提升，但始终是一汽街区的 平均局部整合度最高。一汽生产区整合度提升的 同时，生活区内部道路的整合度却呈下降趋势， 作为步行到达交通的可能性较低。 根据实地调研，生活区公共空间使用者为 在此居住的老年人，较少外来人参与，使用者较 少，这与空间句法计算结果相统一。该问题是由 于生活区的围合式住宅明确界定了空间边界，虽有 较强的私密性，但导致了院落内部可达性降低，院 落之间的道路却呈现出通达性良好的状态。

based on the functional analysis of spatial regions, it can be seen that Dongfeng Dajie plays an important role in the whole axis system. It connects the coupling in spatial form, but in actual spatial structure, it is mutually independent faW living area and production area. Therefore, Dongfeng Dajie is taken as the selection set for topological in-depth analysis (FIG. 4). Explore the topological steps required by other road axes to reach Dongfeng Street. The colder the color, the fewer topological steps required, and the easier it is to reach. It can be seen from Figure 8 that the topological depth of the area to the north of the railway is much lower than that of the area to the south of the railway, which is consistent with the integration analysis results. Under the segmentation of the axis system by the railway, not only the regional functions are separated, but also the spatial structure is deconstructed. Therefore, attention should be paid to the area to the north of the railway. According to the analysis results, the topological steps of main roads in faW production area and living area are very low, but the topological depth of fragmentary roads south of residential yards in living area and No. 6 Road in production area is very deep. The former is due to the added complexity of the enclosed courtyard housing, the latter to the interior of the production area基于空间区域功能分析可知，东风大街在整 个轴线系统中占有很重要的地位，其连通了在空 间形态上的耦合，但在实际空间结构上却是相互 独立的一汽生活区与生产区，因此以东风大街作 为选择集进行拓扑深度分析（图4），探究其他道 路轴线到达东风大街所需要的拓扑步数，颜色越 冷，所需拓扑步数越少，则越容易到达。由图8可 以看出，铁路以北区域的拓扑深度远低于铁路以 南区域，这与整合度分析结果相一致，轴线系统 在铁路的分割下，不仅区域功能产生了割裂，空 间结构也出现了解构现象，因此应将关注点着重 于铁路以北区域。从分析结果来看，一汽生产区 与生活区的主要干道拓扑步数都很低，但生活区 住宅院落与生产区6号路以南的零碎道路拓扑深度 很大。前者是由于围合式院落住宅增加了空间的 复杂性，后者是由于生产区内部