Spatial structure and border effect measurement of multi-modal traffic flows in the Guangdong-Hong Kong-Macao Greater Bay Area

doi:10.3969/j.issn.1004-9479.2026.05.20241062

Abstract

Abstract:

Overcoming institutional and boundary barriers to facilitate the free flow of resources is critical for advancing high-quality development in the Guangdong-Hong Kong-Macao Greater Bay Area (GBA). This study utilized road, railway, and courier logistics data from the GBA to construct a multi-modal traffic flow network, analyze its spatial structure characteristics, and compare boundary effects using a border effect measurement model. The findings indicate that: ① The multi-modal traffic flow network in the GBA is characterized by a dual-core pattern centered on Guangzhou and Shenzhen. These cities establish strong connections with surrounding cities through road, railway, and courier logistics, accelerating regional economic integration. ② Regarding network structure, the railway flow network is centered on Guangzhou, demonstrating significant radiating capacity. The road passenger flow network exhibits high flexibility, meeting short-distance and cross-border transportation needs. The courier logistics flow network is more evenly distributed, reflecting the high level of regional economic collaboration. ③ Border effects caused by institutional differences between Hong Kong-Macao and mainland China manifest variably across the three transport modes. The railway flow experiences a strong mediating effect, enhancing cross-border connectivity. The road passenger flow is constrained by the shielding effect of institutional boundaries on cross-border travel, while the courier logistics flow shows reduced border effects due to trade facilitation under institutional differences.

Key words: multi-modal traffic flow network, social network analysis, border effects, Guangdong-Hong Kong-Macao Greater Bay Area

摘要：

突破制度和边界障碍、促进要素自由流通是推进粤港澳大湾区高质量发展的重要内容。基于粤港澳大湾区的公路、铁路和快递物流数据，本文构建多元交通流网络，深入分析该区域的交通流网络空间结构特征，并采用边界效应测度模型对比分析大湾区的边界效应。研究表明：①粤港澳大湾区的多元交通流网络呈现广州、深圳双核心格局，通过公路、铁路和快递物流等多种交通方式与周边城市形成紧密联系，推动了区域内的经济一体化进程。②在网络结构特征方面，铁路流网络以广州为中心，展现出强大的辐射能力；公路客运流网络表现出较高的灵活性，满足短途及跨境交通需求；快递物流流网络则呈现较为均衡的空间分布，反映了整体区域经济的高度协作。③港澳与内地的制度差异带来的边界效应在铁路、公路和快递物流中表现出不同程度的差异，铁路流受到较强的中介效应影响，使跨境流动得以加强；公路流在跨境通行中受到制度边界屏蔽效应的制约；快递物流则因制度差异产生的贸易便利化而减弱了边界效应的影响。

关键词: 多元交通流网络, 社会网络分析, 边界效应, 粤港澳大湾区

Xinxuan LIU, Yuanjun LI, Muxin LIANG, Kanhai SHEN, Qingfang LIU, Qitao WU. Spatial structure and border effect measurement of multi-modal traffic flows in the Guangdong-Hong Kong-Macao Greater Bay Area[J]. World Regional Studies, 2026, 35(5): 144-156.

刘芯萱, 李苑君, 梁木新, 沈堪海, 刘庆芳, 吴旗韬. 粤港澳大湾区多元交通流网络空间结构和边界效应测度[J]. 世界地理研究, 2026, 35(5): 144-156.

Figures/Tables 5

References 42

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计算因子	铁路班次	长途客运班次	快递物流
K	2.014（1.189）	3.699（1.100）	9.041（0.678）
a（GDP）	-0.862e-5（0.000）	1.860e-5（0.000）	-1.152e-5（0.000）
b（常住人口）	0.019（0.008）	0.006（0.008）	0.024（0.006）
c（空间距离）	0.002（0.014）	0.003（0.013）	0.007（0.008）
d（时间距离）	-0.010（0.019）	-0.014（0.018）	-0.007（0.0011）
e（空间邻接）	1.726（0.581）	-0.341（0.565）	0.356（0.373）
f（跨境度量）	0.376（0.879）	1.849（0.692）	-4.209（0.445）
F	40	47	53
P	0	0	0
R²	0.551	0.314	0.895

计算因子	铁路班次	长途客运班次	快递物流
K	2.014（1.189）	3.699（1.100）	9.041（0.678）
a（GDP）	-0.862e-5（0.000）	1.860e-5（0.000）	-1.152e-5（0.000）
b（常住人口）	0.019（0.008）	0.006（0.008）	0.024（0.006）
c（空间距离）	0.002（0.014）	0.003（0.013）	0.007（0.008）
d（时间距离）	-0.010（0.019）	-0.014（0.018）	-0.007（0.0011）
e（空间邻接）	1.726（0.581）	-0.341（0.565）	0.356（0.373）
f（跨境度量）	0.376（0.879）	1.849（0.692）	-4.209（0.445）
F	40	47	53
P	0	0	0
R²	0.551	0.314	0.895

地区间联系	铁路班次	长途客运班次	快递物流
香港-内地	3.03	9.33	0.05
澳门-内地	\	16.76	0.01
内地-内地	4.78	2.40	1.46
全网络	4.48	4.35	0.98

地区间联系	铁路班次	长途客运班次	快递物流
香港-内地	3.03	9.33	0.05
澳门-内地	\	16.76	0.01
内地-内地	4.78	2.40	1.46
全网络	4.48	4.35	0.98