媒體關注｜郭海：深圳新高鐵站或可成為典范

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導語：本月初，深圳市宣布即將動工興建西麗高鐵站，并預計將于2028年建成。與過去中國大張旗鼓建設的巨型樞紐相比，該車站采取了“小而精”的設計路線，這也反映出中國基礎設施建設理念的根本性轉變。

盡管有部分深圳市民對西麗站相對保守的建設規模表示擔憂，但IPP執行院長、研究員郭海在接受《南華早報》采訪時表示，中國鐵路和車站的建設高峰期已經過去，未來的項目需要更精細的規劃。這意味著不應再盲目追求“大”，而是要確保資金使用得當且審慎。西麗站這種“更小但更智能”的設計，將成為未來中國鐵路車站建設的示范模版。以下為報道原文。

深圳即將于本月晚些時候破土動工興建一座新的高鐵站，但這個中國南方科技中心的一些居民擔心，這座高鐵站可能不夠大。

位于市中心南山區、耗資132億元人民幣（19億美元）的西麗站預計將于2028年啟用，但它并不是中國基礎設施建設鼎盛時期常見的又一個巨型項目。

但這座未來主義的綜合交通樞紐將有助于使前往大灣區發展區內其他城市乃至更遠地區的旅行更加便捷順暢。

深圳西麗高鐵站效果圖

在政策制定者反思中國全面建設模式的根本轉變之際，觀察人士稱贊深圳的“審慎”規劃，并強調該車站對區域一體化以及惠及香港的重要意義。

雖然規劃中的車站（擁有25條軌道和13個站臺）建成后將成為該市最大的車站，但它比近年來其他主要城市建造的類似鐵路樞紐要小。

例如，位于中國西北部陜西省的西安北站已有15年歷史，擁有34條軌道和18個站臺；而2010年開通的廣州南站則擁有28條軌道和15個站臺，并預留了進一步擴建的空間。

西麗站相對“保守”的規模，讓一些深圳居民對現有車站的擁擠狀況感到不滿，抱怨規劃“目光短淺”。

一些人在社交媒體平臺上呼吁有關部門重新考慮設計方案，并擴大規模。

“深圳的國內生產總值在全國城市中排名第三，人口接近2000萬。為什么它最新的車站甚至都進不了全國十大車站之列？”一篇帖子寫道。

但廣州華南理工大學公共政策研究院執行院長郭海表示，西麗的目標是在兩者之間取得微妙的平衡。

2023年1月春運期間，旅客在深圳北站準備登車。圖片：新華社

郭海表示：

“中國的鐵路和車站建設熱潮已經達到頂峰，未來我們需要規劃更完善的項目。關鍵在于確保資金得到明智謹慎的使用（建設一個規模適中的車站），同時緩解深圳其他交通設施的壓力，并服務于來自香港的跨境旅客?！?/blockquote>

西麗站將橫跨四條連接深圳與周邊城市的高鐵線路以及兩條城際線路，同時也將有四條深圳地鐵線路在此?？?。據深圳媒體報道，西麗站建成后，深圳至廣東省省會廣州的鐵路旅行時間將縮短至不到一小時。香港市民也可在西麗站換乘北行列車。

郭海補充說，西麗站“規模較小但設計巧妙”，可以作為未來中國火車站的典范，特別是那些旨在促進灣區等重點大都市區域一體化的火車站。灣區旨在整合香港、澳門和廣東省九個城市（包括廣州和深圳）的優勢和努力，以實現經濟發展的協同效應，尤其是在科技和金融領域。

中國在短短二十年內就完成了西方一個世紀的城市化和鐵路建設。

作為世界第二大經濟體，中國運營著全球最龐大的高速鐵路網絡，總長超過5萬公里（3.1萬英里），高速列車的運行速度可達250公里/小時（155英里/小時）甚至更高。到2024年，中國已擁有全球70%的高速鐵路，并在全國各地興建了眾多大型車站——盡管其中一些車站利用率不高，甚至幾乎廢棄。

許多線路巨額的建設投資、維護成本和疲軟的票務收入給國家鐵路運營商和地方政府的財政造成了壓力。

深圳西麗高鐵站位置圖

“如今，中國鐵路和地方政府面臨著更加嚴格的財政約束，再加上（新建車站和線路的）土地征用困難且成本高昂，以及項目規劃、審查和審批流程的調整，使得情況更加復雜，”北京建筑大學教授宋少民表示。

“中國后疫情時代的城鎮化和基礎設施建設發生了根本性轉變?？土髁恳舶l生了變化……鐵路規劃正從注重規模轉向更加務實、以需求為導向的模式?！?/p>

宋補充說，需求轉向航空領域也可能是中國對大型車站態度轉變的一個因素。

“隨著新建火車站規?？s小，未來中國中西部地區對中小機場的需求可能會增加，低空運輸也可能出現，”他說道。

*以下為原英文報道，供讀者對照參考（請上下滑動查看）。

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.

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.

原報道于2026年6月5日刊登于《南華早報》官網，原標題為“‘Smaller but smart’ Shenzhen railway station to redraw China’s infrastructure blueprint”。作者：Frank Chen

IPP公共關系與傳播中心

排版 | 劉　深

校對 | 劉 深

終審 | 劉金程

受訪人

郭海 華南理工大學公共政策研究院（IPP）執行院長、研究員

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華南理工大學公共政策研究院（IPP）是一個獨立、非營利性的知識創新與公共政策研究平臺。IPP圍繞中國的體制改革、社會政策、中國話語權與國際關系等開展一系列的研究工作，并在此基礎上形成知識創新和政策咨詢協調發展的良好格局。IPP的愿景是打造開放式的知識創新和政策研究平臺，成為領先世界的中國智庫。