Peripheral High-Speed Rail Stations in Spain

Abstract

Abstract:A peripheral, or city-edge, location is relatively common for new HSR stations in small and medium-sized cities and less densely populated areas. In Spain, mainly as a result of local and regional pressure, only 9 of the 35 station (Desember 2015) with HSR services are peripherally located. This paper analyses the urban planning and development local strategies that have been undertaken around peripheral HSR stations in Spain. Peripherally located HSR stations cannot be analysed as a single typology because they respond to different territorial logics and have different characteristics. However, identifying different typologies helps to understand the characteristics and territorial functions that different stations perform. The second part of the paper analyses: the local planning and development strategies employed around HSR stations which are related to their territorial contexts; the specific characteristics of each station; and the different strategies employed by stakeholders. Governance seems a fundamental issue in the case of peripheral stations because they need coordinated actions to overcome the main challenges that they face, most of which are related to their territorial integration and external accessibility.

High-speed rail network development and winner and loser cities in megaregions: The case study of Yangtze River Delta, China

“…Substantial literature and policy documents on accessibility calculation have emphasised the shorter inter-city rail travel time between stations from HSR development (Jiao et al 2014, Kim and Sultana 2015, Chandra and Vadali 2014. On the other hand, some highlighted the effects on intra-city travel time due to changes in the location of rail stations (Givoni and Banister 2012, Guirao 2013, Bellet 2016.…”

Transport Mode Choice by Tourists Transferring from a Peripheral High-Speed Rail Station to Their Destinations: Empirical Evidence from Costa Daurada

“…The results of our study provide empirical evidence of the convenience of incorporating peripheral stations into regional public transport networks. Such findings are more important for the Spanish context, in which HSR and conventional rail networks operate separately from each other [10,14]. Our results also show that such connections are required to maximise the positive impact of the stations for tourism activity.…”

“…Those findings contribute new evidence about the relationships between peripheral stations and their regional context. Whereas previous studies [11,[13][14][15] focused on the connectivity of stations and their accessibility for local residents, we took a complementary approach to examine transfers from such stations by another target group: tourists vacationing in the region. Several studies have highlighted the growing use of HSR services for tourism and leisure travels in Europe and Asia [5].…”

“…In the rest of the Europe, the most habitual practice has been to introduce new HSR services at traditional centrally located stations [12]. The literature which has studied the implications that derive from the construction of this type of station coincides in stressing the fact that accessibility remains the main obstacle to be overcome [13][14][15]. The location of HSR stations outside the main urban centres implies that these peripheral stations are not served by the dense public transport networks which tend to connect central railway stations to their respective cities and surroundings [16].…”

Functional Integration and Strategic Planning: A Review of Studies on High-speed Rail Station and Urban Development

“…通过改变站区可达性和增加投资，车站建设还将对城市 的空间形态产生影响。以里尔、布鲁塞尔、伦敦、马德里和 鹿特丹为例，霍尔指出，通过带动站区发展，高铁建设进一 步加强了中央商务区的地位 [38] 。不管是建在城市中心还是郊 区，车站建设均可成为城市功能和形态调整的良好机遇。许 多西班牙的中小城市利用高铁站建设，同时启动了城市更新 和改造项目，改变了旧有铁路对城市功能和形态的分割，实 现了城市与高铁建设的协调发展 [65] 。而当地政府不同的管理 战略(如，将车站与其他交通方式相连、减弱车站对城市的 分裂作用、建设车站的新城市形象等)带来了法国斯特拉斯 堡、荷兰阿纳姆、英国斯特拉特福德、西班牙昆卡、德国卡 塞尔、比利时列日等城市高铁站区的更新和发展 [66] 。我国高 铁车站多为近年建设开发，其对所在城市空间形态的影响仍 未完全显现，但从其规划内容看，较多的车站区域都被定位 为综合发展的城市新区或新城，而商务金融服务、商业休闲、 房地产等为主要产业类型 [52] 。 新车站的建设可以改变原有的城市发展重心，并加速城 市边远地区的城镇化发展 [67] 。同时，这种建设还可能将城市 从单中心向多中心模式转变 [68] [6] 。尤其对于车站设在城市边 缘的中小城市，政府有效的介入至关重要。因为能否克服 交通可达性差、周边商业设施差等困难关乎这一车站的成 败。而大多数类似规划尚都缺乏不同公共管理部门间的协 调以及政府与私人部门间的合作 [34] 。空间规划应该涉及更 广阔的领域，需要整合不同功能类型的项目，这不仅需要 提升空间协调度、保证规划的可行和现实，还要寻求公共 与私人部门的合作，满足各方利益 [49] 。车站的物理形态仅 是站区吸引商业活动、得到繁荣发展的诸多因素中的一个 方面。站区的规划和开发需要同时兼顾三个维度： 城市本身、 规划与开发过程、制度因素。保证各参与主体的有效沟通 是高铁站区开发成功的关键 [23] 。 协调多元利益需要关注规划过程。由于多年较慢的决策 过程和随之而来的市场投机，比利时布鲁塞尔高铁站的建设 危及了城市原有的社会和经济肌理，影响了车站地区的城市 品质和环境质量。而综合不同空间尺度(地方、 区域、 国家) 的战略性规划不但协调不同层级政府的规划政策诉求，还可 以帮助解决"以市场为导向"和"积极政府干预"间的矛 盾 ；同时，应建立一种公平、公开、透明的决策程序以使地 方的声音得到表达 [30] 。应该注重规划的过程，以及各种权力 关系在其中的变化和重新组合 [22] 。规划时对某些方面的侧重 往往与价值观和偏好相关，因此，高铁站区的规划应该以规 划过程为导向，尽量增加多方参与，保证沟通有效，实现协 商、合作式的规划 [24] 。…”