海南铝皮保温施工队 媒体激情｜郭海：圳新铁站或可成为典范

IPP批驳是国端智库华南理工大学群众策略商酌院（IPP）官微信平台

语：本月初，圳市秘书行将动工兴修西丽铁站，并展望将于2028年建成。与畴前雷厉风行建设的巨型要道比拟，该车站领受了“小而精”的想象阶梯，这也反馈出基础圭臬建设理念的压根弯曲。

尽管有部分圳市民对西丽站相对保守的建设限度暗示担忧，但IPP扩充院长、商酌员郭海在领受《南华早报》采访时暗示，铁路和车站的建设峰期依然畴前，将来的花样需要清雅的盘算。这意味着不应再盲目追求“大”，而是要确保资金使用适应且审慎。西丽站这种“小但智能”的想象，将成为将来铁路车站建设的示范模版。以下为报谈原文。

圳行将于本月晚些时候破土动工兴修座新的铁站，但这个南科技中心的些住户记挂，这座铁站可能不够大。

位于市中心南山区、耗资132亿元东谈主民币（19亿好意思元）的西丽站展望将于2028年启用，但它并不是基础圭臬建设焕发时期常见的又个巨型花样。

但这座将来方针的概述交通要道将有助于使赶赴大湾区发展区内其他城市乃至远地区的旅行加浮浅顺畅。

圳西丽铁站果图

在策略制定者反念念建设模式的压根弯曲之际，不雅察东谈主士奖饰圳的“审慎”盘算，并强调该车站对区域体化以及惠及香港的紧要真谛。

天然盘算中的车站（领有25条轨谈和13个站台）建成后将成为该市大的车站，但它比连年来其他主要城市建造的肖似铁路要道要小。

举例，位于西北部陕西省的西安北站已有15年历史，领有34条轨谈和18个站台；而2010年灵通的广州南站则领有28条轨谈和15个站台，并预留了跨越扩建的空间。

西丽站相对“保守”的限度，让些圳住户对现存车站的拥堵情状感到不悦，仇怨盘算“眼神短浅”。

些东谈主在酬酢媒体平台上命令商酌部门重新洽商想象案，并扩大限度。

“圳的国内分娩总值在寰球城市中排行三，东谈主口接近2000万。为什么它新的车站致使皆进不了寰球十大车站之列？”篇帖子写谈。

但广州华南理工大学群众策略商酌院扩充院长郭海暗示，西丽的方针是在两者之间获得神秘的均衡。

2023年1月春运本领海南铝皮保温施工队，游客在圳北站准备登车。图片：新华社

郭海暗示：

“的铁路和车站建设激越依然达到顶峰，将来咱们需要盘算完善的花样。舛误在于确保资金得到贤慧严慎的使用（建设个限度适中的车站），同期缓解圳其他交通圭臬的压力，并作事于来自香港的跨境游客。”

西丽站将横跨四条相连圳与相近城市的铁澄莹以及两条城际澄莹，同期也将有四条圳地铁澄莹在此靠岸。据圳媒体报谈，西丽站建成后，铁皮保温圳至广东省省会广州的铁路旅行时辰将裁汰至不到小时。香港市民也可在西丽站换乘北行列车。

郭海补充说，西丽站“限度较小但想象玄机”，不错动作将来火车站的典范，额外是那些旨在促进湾区等大皆市区域体化的火车站。湾区旨在整合香港、澳门和广东省九个城市（包括广州和圳）的势和极力，以杀青经济发展的协同应，尤其是在科技和金融域。

在短短二十年内就完成了西个世纪的城市化和铁路建设。

动作世界二大经济体，运营着全球浩荡的速铁路汇集，总长过5万公里（3.1万英里），速列车的启动速率可达250公里/小时（155英里/小时）致使。到2024年，已领有全球70的速铁路，并在寰球各地兴修了稠密大型车站——尽管其中些车站诳骗率不，致使险些清除。

好多澄莹多数的建设投资、诊疗本钱和疲软的票务收入给国铁路运营商和地政府的财政形成了压力。

圳西丽铁站位置图

“如今，铁路和地政府濒临着加严格的财政连续，再加上（新建车站和澄莹的）地盘征用报复且本钱昂，以及花样盘算、审查和审批经过的鼎新，使得情况加复杂，”北京建筑大学教悔宋少民暗示。

“后疫情时期的城镇化和基础圭臬建设发生了压根弯曲。客流量也发生了变化……铁路盘算正从精通限度转向加求实、以需求为向的模式。”

宋补充说，需求转向航空域也可能是对大型车站作风弯曲的个要素。

“跟着新建火车站限度轻松，将来中西部地区对中小机场的需求可能会增多，低空运载也可能出现，”他说谈。

*以下为原英文报谈，供读者对照参考（请凹凸滑动稽查）。

As Shenzhen prepares to break ground on a new high-speed railway station later this month, some residents of the southern Chinese tech hub worry it may not be big enough.

The 13.2 billion yuan (US$1.9 billion) Xili Station in the city’s downtown Nanshan district, set to be inaugurated in 2028, is not another of the mammoth projects that were common during the heyday of China’s infrastructure buildout.

But the futuristic integrated transport hub will help make trips to other cities in the Greater Bay Area development zone – and beyond – easier and more seamless.海南铝皮保温施工队

As policymakers reflect on fundamental shifts in China’s all-out construction model, observers have praised Shenzhen’s “prudent” planning and emphasised the station’s significance for regional integration benefiting Hong Kong.

Though the planned station – with 25 tracks and 13 platforms – would be the city’s largest after opening, it is smaller than similar rail hubs built in other major cities in the recent past.

For instance, the 15-year-old Xian North Station in northwestern China’s Shaanxi province has 34 tracks and 18 platforms, while Guangzhou South Station, which opened in 2010, has 28 tracks and 15 platforms, with space reserved for further expansion.

Xili’s relatively “conservative” size has prompted some Shenzhen residents, dismayed by overcrowding at the city’s existing stations, to complain about “shortsighted” planning.

Some took to social media platforms to urge authorities to reconsider the design and make it bigger.

“Shenzhen’s gross domestic product ranks third among all cities nationwide and it has a population close to 20 million. How come its newest station cannot even rank among the nation’s 10 largest?” one post read.

But Guo Hai, director of the Institute of Public Policy at South China University of Technology in Guangzhou, said Xili aimed to strike a delicate balance.

“China’s railway and station construction boom has already peaked and, going forward, we need projects that are better planned,” Guo said. “It’s about ensuring money is wisely and prudently spent [on a moderately sized station] while alleviating pressure from other transport facilities in Shenzhen and serving cross-border passengers from Hong Kong.”

The Xili station will straddle four high-speed railways linking Shenzhen to neighbouring cities, as well as two intercity lines. It will also be served by four Shenzhen Metro lines. Upon its completion, rail travel time between Shenzhen and Guangzhou, Guangdong’s provincial capital, will be slashed to less than an hour, according to Shenzhen media reports. Hongkongers will be able to use Xili as a transfer point to more northbound trains.

Guo added the “smaller but smart” Xili design could serve as a model for future Chinese railway stations, especially those aimed at fostering regional integration in key megalopolises like the bay area, which aims to coalesce the advantages and efforts of Hong Kong, Macau and nine cities in Guangdong – including Guangzhou and Shenzhen – to achieve synergies in economic development, especially in technology and finance.

China has crammed a century’s worth of Western urbanisation and railway construction into around two decades.

The world’s second-largest economy operates the world’s most extensive high-speed rail network – spanning more than 50,000km (31,000 miles) – with bullet trains travelling at speeds of 250km/h (155mph) or higher. By 2024, the country already boasted 70 per cent of the world’s high-speed track, and sprawling stations were also built across the country – though some remain underused or almost deserted.

Hefty construction investment, maintenance costs and weak ticketing revenue on many lines have strained the finances of the national railway operator and the coffers of local governments.

“Nowadays, China Railway and local authorities face tighter fiscal constraints, compounded by difficult, costly land acquisition [for new stations and lines] and adjustments to project planning, scrutiny and approval,” said Song Shaomin, a professor at Beijing University of Civil Engineering and Architecture.

“There is a fundamental shift in China’s post-pandemic urbanisation and infrastructure development. There is also revised ridership … railway planning is transitioning from a focus on size towards a more pragmatic, demand-driven model.”

Song added that demand shifting to aviation could also be a factor in China’s changing attitude towards larger stations.

“As new railway stations shrink in size, the demand for small and medium-sized airports may increase across central and western China in the future, and low-altitude transport may also emerge,” he said.

原报谈于2026年6月5日刊登于《南华早报》官网，原标题为“‘Smaller but smart’ Shenzhen railway station to redraw China’s infrastructure blueprint”。作家：Frank Chen

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