(2) Neighborhood characteristics significantly affect residential prices along rail transit lines in urban areas, while the architectural and neighborhood characteristics have equally important effects on residential prices along suburban rail transit lines. The conclusions of this study are as follows: (1) Within the urban area of a single central city, the average residential price on the inner side of the rail transit line adjacent to the city center is higher than on the outer side. The residential prices within the fourth ring (Line 10) were correlated significantly with population density (plot ratio) and station distance, while residential prices outside the fourth ring (Line 13) were correlated with community environment (greening rate), community-built time (age of residence), and public transportation conditions. Factors influencing residential prices in different rail locations also differed. Within the 2 km study area along the line, factors such as community grade (property fee), living environment (park), and living convenience (shopping mall) significantly affected the residential prices. This study considered Beijing Metro Line 10 and Line 13 as examples, based on a semi-logarithmic hedonic price model, combined with facility point-of-interest (POI) data and residential unit transaction data, to study how rail transit affects the spatial differentiation of urban residential prices. Rail transit is a significant measure for the comprehensive development of large cities, which influences the land use patterns and the spatial patterns of residential prices around the rail.
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