从区域一体化看融合交通——以粤港澳大湾区和港深广高铁线为例

doi:10.18306/dlkxjz.2018.12.004

摘要/Abstract

摘要：

高铁的网络化规划和发展为粤港澳大湾区内居民跨城活动提供便捷的快速公交式服务,是粤港澳大湾区形塑“一小时生活圈”的重要支撑。高铁站与城市公共交通的接驳在高铁出行链中占据重要位置,对更好发挥高铁时空压缩效应、提升居民高铁出行满意度、增加高铁出行选择及载客量具有重要意义。本文结合融合交通理论与旅客换乘经历,提出高铁站与城市公共交通接驳理论框架与实地观察指标,并应用到广深港沿线香港西九龙站、深圳北站、广州南站的观察式调研中,分析和对比3个高铁站的公共交通接驳表现。研究发现：在信息衔接层面,香港西九龙站展现出更好的国际化形象与对特殊人群的人文关怀;在设施和服务衔接层面,深圳北站与香港西九龙站以商场作为公共交通换乘点/路线连接点的设计,优化了换乘环境;在车票制度衔接层面,广州南站与深圳北站更好运用信息化技术,便利换乘服务。最后,基于调研结论提出相关建议以提升高铁站点城市公共交通接驳水准,促进粤港澳大湾区发展。

关键词: 交通接驳, 旅客为本, 高铁, 一小时生活圈, 粤港澳大湾区

Abstract:

The high-speed railways network provides rapid transit service for inter-city passenger movements. The integration between high-speed railways (HSR) station and urban (intra-city) public transport plays a vital role in regional formation. Based on the passengers' travel experience, this study developed a theoretical framework of passenger-centered integrated transport. Moreover, this framework was tested with results of observational surveys conducted at three important HSR stations along the Hong Kong-Shenzhen-Guangzhou HSR line. With regard to the proposal of fostering the Guangdong-Hong Kong-Macao Greater Bay Area, the findings underline the importance of fostering seamless intermodal integration in enabling the formation of the Greater Bay Area. The results show that the Hong Kong HSR station distinguishes itself by scoring high in the "lowest level integration of information" in a cosmopolitan setting. In terms of the "moderate level integration of facilities and services," both Hong Kong and Shenzhen HSR stations are well connected to nearby shopping malls to enhance the passenger experience. In terms of the "highest level of integration of ticketing and fares," Shenzhen and Guangzhou HSR stations have made better use of information and communication technologies in ticketing; yet, none of the three stations offer any fare integration. Based on the research findings, specific suggestions on improving intermodal transfers are put forward based on the three levels of the transport integration ladder.

Key words: integrated transport, passenger-centered, high-speed railways, one-hour living circle, Guangdong-Hong Kong-Macao Greater Bay Area

卢佩莹, 王波. 从区域一体化看融合交通——以粤港澳大湾区和港深广高铁线为例[J]. 地理科学进展, 2018, 37(12): 1623-1632.

P. Y. LOO Becky, Bo WANG. The importance of integrated transport in fostering the formation of the Guangdong-Hong Kong-Macao Greater Bay Area[J]. PROGRESS IN GEOGRAPHY, 2018, 37(12): 1623-1632.

图/表 6

表1

图1

图2

表2

香港西九龙站、深圳北站、广州南站基本情况"

高铁站点	位置¹	高铁客流量²	建筑	楼层布局	换乘地铁线路	换乘公交线路
香港西九龙站	距中环直线距离约2.2 km(6.4 km车程);距香港特别行政区总部直线距离约2.7 km(7.5 km车程)	—	建筑总面积43万m²,设12台15线	地上2层,地下4层(上进下出)：地上2层为观景平台、天空走廊;地上1层为接驳公共交通站点(港铁九龙站、柯士甸站、公交巴士总站) 的行人天桥;地面层为车站大堂(进站口) 及公交总站(通过行人天桥连接);地下1层为售票大厅、出租车(到达)、社会车辆落客点;地下2层为香港入境区和出站口、出租车(出发)、社会车辆临时停车场;地下3层为香港出境区和候车大厅;地下4层为轨道站台。	现状：西铁线(红磡—屯门)、机场快线(香港—机场—博览馆)、东涌线(香港—东涌)	西九龙巴士总站：11条巴士线路
深圳北站	距南山区科技园直线距离约8.1 km (13.8 km车程);距市民中心直线距离约10.1 km(11.1 km车程)	2017年日发送高铁客运量15万	建筑总面积18.2万m²,设11台20线	地上2层,地下3层(上进上出);地上2层为地铁4、6号线月台;地上1层为地铁4、6号线站厅;地面层为车站大堂(进站、出站)、售票大厅与公交巴士(到达)、出租车(到达)、社会车辆落客点;地下1层为出租车(出发)、公交巴士(出发)、社会车辆临时停车场、轨道站台;地下2层为地铁5号线站厅、出租车(出发)、公交巴士(出发)、社会车辆临时停车场;地下3层为地铁5号线月台。	现状：4号线(福田口岸—清湖)、5号线(前海湾—黄贝岭) 规划：6号线(科学馆—松岗)	深圳北站巴士总站：28条巴士线路
广州南站	距中山纪念堂直线距离约15.8 km(25.3 km车程);距广州珠江新城直线距离约16 km(23 km车程)	2017年日发送高铁客运量37万	建筑总面积61.5万m²,设15台28线	地上3层、地下2层(上进下出);地上3层为车站大堂(进站口)、出租车(到达)、社会车辆落客点;地上2层为轨道站台与;地面层为出站口、售票大厅、出租车(出发)、公交巴士(出发/到达);地下1层为地铁2、7号线地铁站厅、社会车辆临时停车场;地下2层为地铁2、7号线月台。	现状：2号线(广州南站—嘉禾望岗)、7号线(广州南站—大学城南站) 规划：22号线(白鹅潭—番禺广场)	广州南站巴士总站：32条巴士线路

表2

表3

图3

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城市间直达高铁站点对	高铁/城际班次	最短车程时间/min¹	城市间直达高铁站点对	高铁/城际班次	最短车程时间/min
香港西九龙—福田(深圳)	79	14	深圳北—佛山西	2	58
香港西九龙—深圳北	65	18	福田—佛山西	1	72
香港西九龙—广州南	34	47	深圳北—珠海	1	112
香港西九龙—虎门(东莞)	20	38	深圳北—中山	1	84
香港西九龙—惠州南/惠东	6	66	广州南—虎门(东莞)	60	17
深圳北—广州南	111	29	广州南—中山—珠海(城际动车)	68	16/63
福田—广州南	14	38	广州南—中山	3	29
深圳—东莞—广州东(城际动车)	75	40/74	广州南—珠海	3	57
深圳北—虎门	69	17	广州南—中山—江门东(城际动车)	11	16/35
福田—虎门	8	28	广州南—惠州南	8	59
深圳北—惠州南(城际动车)	5	27	广州南—佛山西	3	19
深圳北—惠州南/惠东	14	27	广州南—肇庆东	3	35
福田—惠州南	1	64	广州—佛山—肇庆(城际动车)	7	20/60
深圳北-肇庆东	3	67