A Guangzhou-Dongguan-Shenzhen intercity line runs through three cities, connecting the Mainland and Hong Kong, involving railway stations, airports, cross-border ports, and intercity, The intersection of subways and other rail lines is the epitome of the blueprint of the “1 hour traffic circle” in the Guangdong-Hong Kong-Macao Greater Bay Area. It also brings the problem of breaking the boundaries of rail transit construction in the Greater Bay Area to the table. This article is fromWeChat public account: Economic Observation Network (ID: eeojjgcw), the original title “From expected to complaint, Sui Wando deep “pass a vote of” boundary problem “, author: Zhang Rui, title figure from the visual China
On October 26, the official website of the Shenzhen Municipal Bureau of Planning and Natural Resources released the “Publicity on the Routes from Qianhai to Huanggang Port between Guangzhou, Dongguan and Shenzhen and the Occupation of Basic Ecological Control Lines (Draft)”. The announcement stated that the proposed construction of the Guangzhou-Dongguan-Shenzhen Intercity Qianhai to Huanggang Port is an extension of the existing Guangzhou-Dongguan-Shenzhen Intercity in Shenzhen.
Although it is also the interconnection of rail transit between Guangzhou and Shenzhen, this announcement is far less than that. In early October, the official website of the Guangzhou Public Resources Exchange released the tender announcement of the “Special Research Project on Optimizing Passenger Flow Forecast for the Guangdong-Hong Kong-Macao Greater Bay Area Network” In the article, the discussion about “the choice of passenger flow at the connection point between Guangzhou Line 22 eastward extension to Dongguan section and Shenzhen is more than that of the selection argument” has aroused great repercussions.
“Compared with the high-speed rail, even if the time is missed on the intercity train, as long as you can take the next bus on the same day, you will feel more relaxed in the itinerary, and you don’t need to prepare for a long time in advance, which is more convenient.” People who took the intercity train in Shenzhen told the Economic Observer reporter.
At present, in the existing Guangzhou-Shenzhen transportation mode, the high-speed rail can go directly from Guangzhou South to Shenzhen Futian Station. The time is between 40 minutes and 1 hour, and the departure interval is about 1 hour; by taking the Guangzhou-Shenzhen intercity train from The time from Guangzhou East to Shenzhen Station is about 1 hour and 20 minutes, and the departure interval is about 10 minutes, but there are fewer stops in the middle.
Compared with the Guangzhou-Shenzhen Intercity, the Guangzhou East Railway Station is at one end of the Guangzhou-Shenzhen Intercity, and the other is the Shenzhen Huanggang Port, which is currently proposed for planning, with Dongguan West, Humen North, Chang’an West, and Shenzhen Airport in the middle. The whole line connects Guangzhou, Dongguan, ShenzhenThese three important cities in the Guangdong-Hong Kong-Macao Greater Bay Area. At present, the Shenzhen Municipal Transportation Bureau has announced that the Guangzhou-Dongguan-Shenzhen Intercity Railway Airport to Qianhai section will be completed in 2024, and the intercity trains will reach Qianhai directly.
According to the plan proposed by the Guangzhou-Dongguan-Shenzhen Intercity Qianhai-Huanggang Port section in the public announcement on October 26, the Guangzhou-Dongguan-Shenzhen Intercity Qianhai-Huanggang Port section mainly passes through Qianhai, Nanshan, Futian and other areas , Set up two stations, Super Headquarters Station and Huanggang Port Station. In the future, Shenzhen Bay Super Headquarters Base and Huanggang Port will form a comprehensive transportation hub with intercity and subway lines. Transit at Huanggang Port, and Hong Kong on the other side.
A Guangzhou-Dongguan-Shenzhen intercity line passes through three cities, connecting the mainland and Hong Kong, involving railway stations, airports, cross-border ports, and the intersection with intercity, subway and other rail lines. It is the Guangdong-Hong Kong-Macao Greater Bay Area. The epitome of the blueprint of the hourly traffic circle, it also brings the problem of breaking the boundaries of the Greater Bay Area rail transit construction to the table.
From highly anticipated to repeated complaints
On December 15, 2019, as a rapid rail transit channel connecting Guangzhou, Dongguan and Shenzhen, China Railway Guangzhou Bureau Group officially announced the Guangzhou-Shenzhen Intercity(also known as the Guangzhou-Dongguan-Shenzhen Intercity) officially opened for operation, and stated that it will implement public transportation operations in the future, and only sell unseat tickets without matching seats.
However, the day when the Guangzhou-Dongguan-Shenzhen intercity opened, it was accused of being “expensive and slow”.
On December 15, 2019, a citizen complained on the leadership message board of People’s Daily that the Guangzhou, Dongguan, and Shenzhen intercity facilitates travel between Guangzhou, Dongguan and Shenzhen, but the fare is very unreasonable, from Xintang south to a long distance The Shenzhen Airport only costs 48 yuan, but it also costs 38 yuan from Xintang South to the very nearby Guangzhou East.
Leave a message suggesting that the fare from Xintang South to Guangzhou East should be reasonably adjusted, and it is hoped that in the future this line will be able to sell tickets by subway and without real name. In addition, there are also complaints that the Guangzhou-Dongguan-Shenzhen Intercity is not like the official 5-minute trip, and the actual departure interval is more than one hour.
In January 2020, the Guangdong Provincial Development and Reform Commission and the Provincial Railway Investment Group responded to the opinions that the fare of the Guangzhou-Dongguan-Shenzhen intercity railway will be comprehensively considered by the railway transportation company. Ability etc. are independently formulated according to law Among them, the section from Xintang South to Shenzhen Airport and the section from Guangzhou East to Xintang are respectively determined by the Pearl River Delta Intercity Company under the Provincial Railway Investment Group and Guangshen Railway Co., Ltd. under the Guangzhou Bureau Group.
“Generally speaking, high-speed rail is a national railway system, subway is an urban system, and urban railway is a provincial-level system.” Peng Peng, executive chairman of the Guangdong Institutional Reform Research Association, told the Economic Observer reporter that one of these systems should be broken. There are indeed institutional and technical difficulties on the boundary between the two countries. In terms of the ticket system, it involves cost and positioning issues.
In view of the excessively long departure interval of the Guangzhou-Shenzhen Intercity Railway, it is recommended to completely realize the problem of subway operation. Guangdong Railway Investment Group bluntly stated in the above reply that, first of all, according to relevant laws and regulations, railway operations must purchase tickets and ride in real names. Secondly, due to the difference between the railway passenger transportation organization model and the subway, it is currently difficult to realize the recommendations such as the use of Lingnantong, direct scanning of codes to enter and exit the station, the ticket does not show the number of trains, and the railway and the subway do not need to check the second ticket and the security check.
At the same time, citizens traveling in Houjie District, Dongguan, left a message saying that because the transfer between the subway and the intercity train is too troublesome, they asked whether the underground passage of the Exhibition Center Station of Dongguan Metro Line 2 will be built to seamlessly connect the scion, Dongguan and Shenzhen. Houjie Station.
The Dongguan Rail Transit Bureau replied that according to the subway design specifications, the length of the subway entrance and exit channels should not exceed 100 meters. After verification, the distance between the Houjie Station of the Sui-Shen Inter-city Railroad and the Exhibition Center Station of the Urban Rail Transit Line 2 is about 1,000 meters. It will be difficult to meet the requirements of safe evacuation and fire protection. Therefore, it is not recommended to set up an underground passage between the Exhibition Center Station of Line 2 and the Houjie Station of Sui-Shen Intercity
As of October 30, the reporter’s inquiry, the Guangzhou-Dongguan-Shenzhen Intercity from Guangzhou East to Shenzhen Airport takes 1 hour and 48 minutes, and the departure time is about 1 hour.
Boundary breakthrough between system and technology
“The high-speed rail, intercity, and subway are all different systems, each with its own management. In this case, it will actually create a lot of obstacles to passengers, which is unreasonable.” Lin Lin, professor of economics at Lingnan College, Sun Yat-sen University In an interview with a reporter from the Economic Observer, Jiang said that the interconnection of rail transit hopes to improve the overall operational efficiency. After all, it is hoped that more people will come to ride. If everyone finds it annoying to transfer, the opposite will also lead to low The state of efficient operation appears. “Take Tokyo as an example. You can choose a stored value card. This card can be used in both the subway system and the high-speed rail system. Each has its own deduction system. I think it is worth learning from the country.” Lin Jiang continued.
The rail transit construction in the Guangdong-Hong Kong-Macao Greater Bay Area is constantly breaking the boundaries. This is a trend recognized by many rail transit researchers, although it seems that there are still many institutional and technical bottlenecks and barriers.break in. “Guangdong took the lead in handing over the city railway to the Guangzhou Metro Group for management and operation. This contradiction has been resolved a lot.” Peng Peng, executive chairman of the Guangdong Institutional Reform Research Association, told the Economic Observer reporter.
In March 2019, Guangzhou Metro Group Co., Ltd. announced on its official WeChat that the company will undertake the operation and management of four inter-city railways in the Pearl River Delta in the future, and build a Guangdong-Hong Kong-Macao University of “one network, one ticket, one city” The operation mode of rail transit in the Bay Area. Among them, the four intercity railways include the Guangqing Intercity Railway (Guangzhou North-Qingyuan) and the New Baiguang Intercity Railway (Xintang-Guangzhou North), Zhuhai-Jiangsu Intercity Railway (Gongbei-Hengqin), Guangzhou Fohuahuan Line (Guangzhou South-Foshan West) is operated, the model is CRH6 intercity EMU, the train has ATO function, and the designed speed is 160-200 kilometers per hour /hour.
Starting from June 28 this year, China Railway Guangzhou Bureau Group Co., Ltd. announced that the Guangzhou Railway Management Inter-Shenzhen Intercity (also known as the Guangzhou-Dongguan-Shenzhen Intercity) , Guangzhou-Foshan-Zhaozhou Intercity, and Guanhui Intercity have opened Alipay scan code for rides. Passengers don’t need to buy tickets in advance and can use Alipay to ride directly.
A person involved in the rail transit research of the Guangzhou Metro Group system believes that the Guangzhou Metro will take over some of the intercity line operations, but in fact, the operation mode is temporarily the same as that of the railway, and it is currently impossible to interconnect with the subway. He said that the “one-vote system” currently being explored in Guangdong will most likely occur between some intercity railways and subways in the future, while breaking the existing bottleneck. The current intercity construction led by the National Railways and railways is technically There are no obstacles, but there are many problems to be solved in the intercity and subway.
This article comes from public micro-channel number: Economic Observer (ID: eeojjgcw) , Author: Rui