高铁服务供给对省域制造业空间集聚的影响研究
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摘要
基于2008—2013年中国工业企业数据库微观制造业企业数据,运用EG指数法测算了中国30个省份在县级层面的制造业平均集聚程度,结果显示:从30个省份制造业平均集聚程度走势来看,2009年左右中国制造业整体空间集聚程度呈现逐年下降特征,空间扩散态势明显,但具有省际异质性特征;在测度中国各省份制造业分行业集聚程度基础上,通过手工收集各省份高铁日出行频次数据,运用GMM估计方法实证检验了高铁服务供给对省域制造业空间集聚的影响,实证结果显示,从整体上看,高铁服务供给的增加对制造业空间集聚起到显著的抑制作用,促进了制造业的空间分散;进一步通过分行业考察发现,高铁服务供给对技术密集型制造业行业空间集聚的负向影响,大于劳动密集型和资本密集型制造行业。通过分时段回归和替换核心解释变量对实证结论进行稳健性测试,发现结论依然成立。
Based on the micro-manufacturing enterprise data of China Industrial Enterprise Database from 2008 to 2013,the EG index method is used to measure the average concentration of manufacturing industry in the 30 provinces of China at the county level. The results show that from the trend of the average agglomeration degree of manufacturing industry from 30 provinces,the overall spatial agglomeration of China manufacturing industry has been declining year by year,and the spatial diffusion situation is obvious,but it has inter-provincial heterogeneity. On the basis of measuring the concentration of manufacturing industry in various provinces in China,the data of the high-speed trains in each province is collected,and GMM estimation method is used to empirically test the impact of high-speed rail service supply on the spatial agglomeration of provincial manufacturing industry. The empirical results show that: overall,the increase of high-speed rail service supply plays a role in manufacturing industry space agglomeration. Significant inhibition has promoted the spatial dispersion of the manufacturing industry; further investigations by industry have found that the negative impact of high-speed rail service supply on the spatial agglomeration of technology-intensive manufacturing industries is greater than that of labor-intensive and capitalintensive manufacturing. We tested the robustness of the empirical conclusions by time-phase regression and replacement of the core explanatory variables,and found that after the time-phase regression and the replacement of the core explanatory variables,the conclusion is still valid.
Based on the micro-manufacturing enterprise data of China Industrial Enterprise Database from 2008 to 2013,the EG index method is used to measure the average concentration of manufacturing industry in the 30 provinces of China at the county level. The results show that from the trend of the average agglomeration degree of manufacturing industry from 30 provinces,the overall spatial agglomeration of China manufacturing industry has been declining year by year,and the spatial diffusion situation is obvious,but it has inter-provincial heterogeneity. On the basis of measuring the concentration of manufacturing industry in various provinces in China,the data of the high-speed trains in each province is collected,and GMM estimation method is used to empirically test the impact of high-speed rail service supply on the spatial agglomeration of provincial manufacturing industry. The empirical results show that: overall,the increase of high-speed rail service supply plays a role in manufacturing industry space agglomeration. Significant inhibition has promoted the spatial dispersion of the manufacturing industry; further investigations by industry have found that the negative impact of high-speed rail service supply on the spatial agglomeration of technology-intensive manufacturing industries is greater than that of labor-intensive and capitalintensive manufacturing. We tested the robustness of the empirical conclusions by time-phase regression and replacement of the core explanatory variables,and found that after the time-phase regression and the replacement of the core explanatory variables,the conclusion is still valid.
引文
[1]WEBER A.Theory of the location of industries[M].Chicago,IL:University of Chicago press,1929.
[2]HOOVER E M.Location theory and the shoe and leather industries[M].Cambridge,MA:Harvard University Press,1937.
[3]OHLIN B.Interregional and international trade[M].Cambridge,MA:Harvard University Press,1952.
[4]ISARD W.Location and space-economy[J].Cambridge,MA:MIT Press,1956.
[5]KRUGMAN P R.Geography and trade[M].Cambridge,MA:MIT Press,1993.
[6]KRUGMAN P.Increasing returns and economic geography[R].Journal of political economy,1991,99(3):483-499.
[7]KRUGMAN P,VENABLES A J.Globalization and the inequality of nations[J].The quarterly journal of economics,1995,110(4):857-880.
[8]ALANN'ON-PRADO A,ARAUZO-CAROD J.Agglomeration,accessibility and industrial location:evidence from Spain[J].Entrepreneurship and regional development,2013,25(3/4):135-173.
[9]SONG Y,LEE K,ANDERSON W P,et al.Industrial agglomeration and transport accessibility in metropolitan Seoul[J].Journal of geographical systems,2012,14(3):299-318.
[10]MEJIA-DORANTES L,PAEZ A,VASSALLO J M.Transportation infrastructure impacts on firm location:the effect of a new metro line in the suburbs of Madrid[J].Journal of transport geography,2012,22:236-250.
[11]RIOS-QUEZADA G,OBREGON-BIOSCA S A.The accessibility by the road transport infrastructure and industrial location theory[J].Economia sociedad y territorio,2017,17(55):581-617.
[12]唐红祥.交通基础设施视角下西部地区制造业集聚的区位熵分析[J].管理世界,2017(6):178-179.
[13]刘荷,王健.交通基础设施对制造业集聚的溢出效应:基于地区和行业的实证分析[J].东南学术,2014(4):96-105.
[14]叶炜,林善浪.高速公路的发展是否促进了地区制造业产业集聚?---基于中国高速公路网与制造业微观企业数据的实证研究[J].经济经纬,2017(4):8-12.
[15]邓涛涛,王丹丹,吴丹.交通基础设施、空间溢出与制造业地理集聚---基于省级分行业面板数据分析[J].区域经济评论,2017(2):33-40.
[16]毛琦梁,王菲.空间接近能促进空间均衡吗?---基于交通发展对制造业增长的非线性影响研究[J].产业经济研究,2017(6):38-51.
[17]SHAO S,TIAN Z,YANG L.High speed rail and urban service industry agglomeration:evidence from China’s Yangtze River Delta Region[J].Journal of transport geography,2017,64:174-183.
[18]DAI X,XU M,WANG N.The industrial impact of the Beijing-Shanghai high-speed rail[J].Travel behaviour and society,2018,12:23-29.
[19]SUN B,YU H,PENG Z-R,et al.High-speed rail and manufacturing agglomeration:evidence from Beijing-Guangzhou high-speed rail in China[J].Transportation research record,2017,2606(1):86-95.
[20]李雪松,孙博文.高铁开通促进了地区制造业集聚吗?---基于京广高铁的准自然试验研究[J].中国软科学,2017(7):81-90.
[21]SASAKI K,OHASHI T,ANDO A.High-speed rail transit impact on regional systems:does the shinkansen contribute to dispersion?[J].The annals of regional science,1997,31(1):77-98.
[22]KIM K S.High-speed rail developments and spatial restructuring:a case study of the capital region in South Korea[J].Cities,2000,17(4):251-262.
[23]HEUERMANN D F,SCHMIEDER J F.The effect of infrastructure on worker mobility:evidence from high-speed rail expansion in Germany[J].Journal of economic geography,2018,19(2):335-372.
[24]张明志,余东华,孙媛媛.高铁开通对城市人口分布格局的重塑效应研究[J].中国人口科学,2018(5):94-108.
[25]LONG F,ZHENG L,SONG Z.High-speed rail and urban expansion:an empirical study using a time series of nighttime light satellite data in China[J].Journal of transport geography,2018,72:106-118.
[26]王赟赟,陈宪.市场可达性,人口流动与空间分化[J].经济评论,2019(1):3-18.
[27]ALONSO-VILLAR O,CHAMORRO-RIVAS J-M.How do producer services affect the location of manufacturing firms?The role of information accessibility[J].Environment and planning A,2001(9):1621-1642.
[28]DONG X,ZHENG S,KAHN M E.The role of transportation speed in facilitating high skilled teamwork[R].NBERworking papers,2018.
[29]ELLISON G,GLAESER E L.Geographic concentration in US manufacturing industries:a dartboard approach[J].Journal of political economy,1997,105(5):889-927.
[30]DURANTON G,OVERMAN H G.Testing for localization using micro-geographic data[J].The review of economic studies,2005,72(4):1077-1106.
[31]文东伟,冼国明.中国制造业产业集聚的程度及其演变趋势:1998-2009年[J].世界经济,2014(3):3-31.
[32]CHEN Z,HAYNES K E.Impact of high-speed rail on regional economic disparity in China[J].Journal of transport geography,2017,65:80-91.
[33]WANG L,DUAN X.High-speed rail network development and winner and loser cities in megaregions:the case study of Yangtze River Delta,China[J].Cities,2018,83:71-82.
[34]贺灿飞,潘峰华,孙蕾.中国制造业的地理集聚与形成机制[J].地理学报,2007(12):1253-1264.
[35]陈曦,席强敏,李国平.城镇化水平与制造业空间分布---基于中国省级面板数据的实证研究[J].地理科学,2015(3):259-267.
[36]路江涌,陶志刚.我国制造业区域集聚程度决定因素的研究[J].经济学(季刊),2007(3):801-816.
[37]杨洪焦,孙林岩,吴安波.中国制造业聚集度的变动趋势及其影响因素研究[J].中国工业经济,2008(4):64-72.
[38]徐保昌,谢建国.市场分割与企业生产率:来自中国制造业企业的证据[J].世界经济,2016(1):95-122.
[39]陆铭,陈钊.分割市场的经济增长---为什么经济开放可能加剧地方保护?[J].经济研究,2009(3):42-52.
[40]吕越,吕云龙,高媛.中间品市场分割与制造业出口的比较优势---基于全球价值链的视角[J].产业经济研究,2017(5):51-61.
[41]鲁桐,党印.公司治理与技术创新:分行业比较[J].经济研究,2014(6):115-128.
[42]DEBREZION G,PELS E,RIETVELD P.The impact of railway stations on residential and commercial property value:a meta-analysis[J].The journal of real estate finance and economics,2007,35(2):161-180.
(1)资料来源:中国国家铁路局(http://www.nra.gov.cn)
(2)资料来源于国家铁路局2004年、2008年《中长期铁路网规划》(http://www.nra.gov.cn)
(3)劳动密集型制造业:包括农副食品加工业(13)、食品制造业(14)、饮料制造业(15)、烟草制品业(16)、纺织业(17)、纺织服装、鞋、帽制造业(18)、皮革、毛皮、羽毛(绒)及其制品业(19)、木材加工及木、竹、藤、棕、草制品业(20)、家具制造业(21)等9个二位数制造业行业;资本密集型制造业:包括造纸及纸制品业(22)、印刷业和记录媒介的复制(23)、文教体育用品制造业(24)、石油加工、炼焦及核燃料加工业(25)、化学原料及化学制品制造业(26)、化学纤维制造业(28)、橡胶和塑料制品业(29)、非金属矿物制品业(30)、黑色金属冶炼及压延加工业(31)、有色金属冶炼及压延加工业(32)、金属制品业(33)等11个二位数行业;技术密集型制造业:包括医药制造业(27)、通用设备制造业(34)、专用设备制造业(35)、交通运输设备制造业(36)、电气机械及器材制造业(37)、计算机、通信和其他电子设备制造业(38)及仪器仪表制造业(39)等7个二位数行业。
[2]HOOVER E M.Location theory and the shoe and leather industries[M].Cambridge,MA:Harvard University Press,1937.
[3]OHLIN B.Interregional and international trade[M].Cambridge,MA:Harvard University Press,1952.
[4]ISARD W.Location and space-economy[J].Cambridge,MA:MIT Press,1956.
[5]KRUGMAN P R.Geography and trade[M].Cambridge,MA:MIT Press,1993.
[6]KRUGMAN P.Increasing returns and economic geography[R].Journal of political economy,1991,99(3):483-499.
[7]KRUGMAN P,VENABLES A J.Globalization and the inequality of nations[J].The quarterly journal of economics,1995,110(4):857-880.
[8]ALANN'ON-PRADO A,ARAUZO-CAROD J.Agglomeration,accessibility and industrial location:evidence from Spain[J].Entrepreneurship and regional development,2013,25(3/4):135-173.
[9]SONG Y,LEE K,ANDERSON W P,et al.Industrial agglomeration and transport accessibility in metropolitan Seoul[J].Journal of geographical systems,2012,14(3):299-318.
[10]MEJIA-DORANTES L,PAEZ A,VASSALLO J M.Transportation infrastructure impacts on firm location:the effect of a new metro line in the suburbs of Madrid[J].Journal of transport geography,2012,22:236-250.
[11]RIOS-QUEZADA G,OBREGON-BIOSCA S A.The accessibility by the road transport infrastructure and industrial location theory[J].Economia sociedad y territorio,2017,17(55):581-617.
[12]唐红祥.交通基础设施视角下西部地区制造业集聚的区位熵分析[J].管理世界,2017(6):178-179.
[13]刘荷,王健.交通基础设施对制造业集聚的溢出效应:基于地区和行业的实证分析[J].东南学术,2014(4):96-105.
[14]叶炜,林善浪.高速公路的发展是否促进了地区制造业产业集聚?---基于中国高速公路网与制造业微观企业数据的实证研究[J].经济经纬,2017(4):8-12.
[15]邓涛涛,王丹丹,吴丹.交通基础设施、空间溢出与制造业地理集聚---基于省级分行业面板数据分析[J].区域经济评论,2017(2):33-40.
[16]毛琦梁,王菲.空间接近能促进空间均衡吗?---基于交通发展对制造业增长的非线性影响研究[J].产业经济研究,2017(6):38-51.
[17]SHAO S,TIAN Z,YANG L.High speed rail and urban service industry agglomeration:evidence from China’s Yangtze River Delta Region[J].Journal of transport geography,2017,64:174-183.
[18]DAI X,XU M,WANG N.The industrial impact of the Beijing-Shanghai high-speed rail[J].Travel behaviour and society,2018,12:23-29.
[19]SUN B,YU H,PENG Z-R,et al.High-speed rail and manufacturing agglomeration:evidence from Beijing-Guangzhou high-speed rail in China[J].Transportation research record,2017,2606(1):86-95.
[20]李雪松,孙博文.高铁开通促进了地区制造业集聚吗?---基于京广高铁的准自然试验研究[J].中国软科学,2017(7):81-90.
[21]SASAKI K,OHASHI T,ANDO A.High-speed rail transit impact on regional systems:does the shinkansen contribute to dispersion?[J].The annals of regional science,1997,31(1):77-98.
[22]KIM K S.High-speed rail developments and spatial restructuring:a case study of the capital region in South Korea[J].Cities,2000,17(4):251-262.
[23]HEUERMANN D F,SCHMIEDER J F.The effect of infrastructure on worker mobility:evidence from high-speed rail expansion in Germany[J].Journal of economic geography,2018,19(2):335-372.
[24]张明志,余东华,孙媛媛.高铁开通对城市人口分布格局的重塑效应研究[J].中国人口科学,2018(5):94-108.
[25]LONG F,ZHENG L,SONG Z.High-speed rail and urban expansion:an empirical study using a time series of nighttime light satellite data in China[J].Journal of transport geography,2018,72:106-118.
[26]王赟赟,陈宪.市场可达性,人口流动与空间分化[J].经济评论,2019(1):3-18.
[27]ALONSO-VILLAR O,CHAMORRO-RIVAS J-M.How do producer services affect the location of manufacturing firms?The role of information accessibility[J].Environment and planning A,2001(9):1621-1642.
[28]DONG X,ZHENG S,KAHN M E.The role of transportation speed in facilitating high skilled teamwork[R].NBERworking papers,2018.
[29]ELLISON G,GLAESER E L.Geographic concentration in US manufacturing industries:a dartboard approach[J].Journal of political economy,1997,105(5):889-927.
[30]DURANTON G,OVERMAN H G.Testing for localization using micro-geographic data[J].The review of economic studies,2005,72(4):1077-1106.
[31]文东伟,冼国明.中国制造业产业集聚的程度及其演变趋势:1998-2009年[J].世界经济,2014(3):3-31.
[32]CHEN Z,HAYNES K E.Impact of high-speed rail on regional economic disparity in China[J].Journal of transport geography,2017,65:80-91.
[33]WANG L,DUAN X.High-speed rail network development and winner and loser cities in megaregions:the case study of Yangtze River Delta,China[J].Cities,2018,83:71-82.
[34]贺灿飞,潘峰华,孙蕾.中国制造业的地理集聚与形成机制[J].地理学报,2007(12):1253-1264.
[35]陈曦,席强敏,李国平.城镇化水平与制造业空间分布---基于中国省级面板数据的实证研究[J].地理科学,2015(3):259-267.
[36]路江涌,陶志刚.我国制造业区域集聚程度决定因素的研究[J].经济学(季刊),2007(3):801-816.
[37]杨洪焦,孙林岩,吴安波.中国制造业聚集度的变动趋势及其影响因素研究[J].中国工业经济,2008(4):64-72.
[38]徐保昌,谢建国.市场分割与企业生产率:来自中国制造业企业的证据[J].世界经济,2016(1):95-122.
[39]陆铭,陈钊.分割市场的经济增长---为什么经济开放可能加剧地方保护?[J].经济研究,2009(3):42-52.
[40]吕越,吕云龙,高媛.中间品市场分割与制造业出口的比较优势---基于全球价值链的视角[J].产业经济研究,2017(5):51-61.
[41]鲁桐,党印.公司治理与技术创新:分行业比较[J].经济研究,2014(6):115-128.
[42]DEBREZION G,PELS E,RIETVELD P.The impact of railway stations on residential and commercial property value:a meta-analysis[J].The journal of real estate finance and economics,2007,35(2):161-180.
(1)资料来源:中国国家铁路局(http://www.nra.gov.cn)
(2)资料来源于国家铁路局2004年、2008年《中长期铁路网规划》(http://www.nra.gov.cn)
(3)劳动密集型制造业:包括农副食品加工业(13)、食品制造业(14)、饮料制造业(15)、烟草制品业(16)、纺织业(17)、纺织服装、鞋、帽制造业(18)、皮革、毛皮、羽毛(绒)及其制品业(19)、木材加工及木、竹、藤、棕、草制品业(20)、家具制造业(21)等9个二位数制造业行业;资本密集型制造业:包括造纸及纸制品业(22)、印刷业和记录媒介的复制(23)、文教体育用品制造业(24)、石油加工、炼焦及核燃料加工业(25)、化学原料及化学制品制造业(26)、化学纤维制造业(28)、橡胶和塑料制品业(29)、非金属矿物制品业(30)、黑色金属冶炼及压延加工业(31)、有色金属冶炼及压延加工业(32)、金属制品业(33)等11个二位数行业;技术密集型制造业:包括医药制造业(27)、通用设备制造业(34)、专用设备制造业(35)、交通运输设备制造业(36)、电气机械及器材制造业(37)、计算机、通信和其他电子设备制造业(38)及仪器仪表制造业(39)等7个二位数行业。