高铁背景下河南城市铁路费用可达性及消费预期
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摘要
以河南省16地市为研究对象,采用平均旅行费用、相对费用指数、边际费用均值和消费预期指数等指标,依据2008年和2015年两个年份河南城市之间以及与省外146个地市间的最短旅行时间和相应的旅行费用数据,对河南省城市省内和省外铁路费用可达性水平及变化状况、城市居民的高铁消费预期进行测度和分析.研究发现:(1)随着高速铁路的开通,大部分城市省内平均旅行费用表现出不同程度的提升,但受城市区位、高速铁路开通运营、普通客运列车调图等影响,各城市铁路客运旅行费用变化幅度差距较大,城市省内平均旅行费用的绝对和相对差距也在增大;(2)各城市省际旅行费用都表现出不同程度的提升,区位对省际旅行费用影响不大,城市以高铁连通的城市数、城市间是否有直通列车等客运组织因素对省际旅行费用的影响较为明显.(3)居民对高铁的消费预期是由时间节约增加的费用成本、相同时间的收入水平两个因素共同决定的.通过对河南省城市省内和省际铁路客运旅行费用可达性水平的研究可以为高铁快速发展背景下合理确定高铁票价以及优化铁路客运组织提供参考依据.
The level and variation of internal provincial and external provincial rail cost accessibility of Henan cities and the residents' consumption expectation of HSR( high-speed railway) are measured by the methods of average travel cost,relative cost index,marginal cost average value and the consumption expectation index,based on the shortest travel time and corresponding travel cost between cities in Henan and that among external provincial cities in 2008 and 2015. Results show that:( 1) With the construction of HSR,the internal provincial average travel cost of majority cities in Henan has been increased,while due to the location,operation of HSR and train passenger scheduling,the disparity of the variation of internal provincial travel cost of Henan cities is remarkable,and the absolute and relative gap between average travel cost of Henan cities is also increasing;( 2) The inter-provincial travel cost of each city also has been improved in varying degrees,while factors of passenger transport organization such as the number of cities connected by HSR and whether there are direct trains among cities have a higher impact on inter-provincial travel cost than location.( 3) Residents' consumption expectation of HSR is determined by two factors,namely,the travel cost added corresponding of time saving and the income level. Through the study of internal and external provincial cost accessibility level and variation of the cities in Henan under the construction and operation of HSR,the paper can provides some references for adjusting ticket price of HSR and optimizing railway passenger transport organization under the background of the rapid development of HSR.
The level and variation of internal provincial and external provincial rail cost accessibility of Henan cities and the residents' consumption expectation of HSR( high-speed railway) are measured by the methods of average travel cost,relative cost index,marginal cost average value and the consumption expectation index,based on the shortest travel time and corresponding travel cost between cities in Henan and that among external provincial cities in 2008 and 2015. Results show that:( 1) With the construction of HSR,the internal provincial average travel cost of majority cities in Henan has been increased,while due to the location,operation of HSR and train passenger scheduling,the disparity of the variation of internal provincial travel cost of Henan cities is remarkable,and the absolute and relative gap between average travel cost of Henan cities is also increasing;( 2) The inter-provincial travel cost of each city also has been improved in varying degrees,while factors of passenger transport organization such as the number of cities connected by HSR and whether there are direct trains among cities have a higher impact on inter-provincial travel cost than location.( 3) Residents' consumption expectation of HSR is determined by two factors,namely,the travel cost added corresponding of time saving and the income level. Through the study of internal and external provincial cost accessibility level and variation of the cities in Henan under the construction and operation of HSR,the paper can provides some references for adjusting ticket price of HSR and optimizing railway passenger transport organization under the background of the rapid development of HSR.
引文
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[23]杨金华.高速铁路对湖南城市群可达性的影响[J].人文地理,2014,29(2):108-112.
[24]高安刚,朱芳阳.高速铁路对西南地区可达性及经济联系的影响研究[J].铁道运输与经济,2014,36(5):1-5.
[25]高尚,薛东前.高铁背景下河南省铁路交通可达性与经济潜力格局[J].经济经纬,2017,34(2):13-18.
[26]Ure1a J M,Menerault P,Garmendia M. The high-speed rail challenge for big intermediate cities:A national,regional and local perspective[J]. Cities,2009,26(5):266-279.
[27]Condeco-Melhorado A,Gutierrez J,Martin J. Spatial impacts of road pricing:Accessibility,regional spillovers and territorial cohesion[J]. Transportation Research Part A,2011,45(3):185-203.
[28]Koopmans C,Groot W,Warffemius P,et al. measuring generalized transport costs as an indicator of accessibility changes over time[J]. Transport Policy,2013,29:154-159.
[29]张凯烊,孟晓晨.“被高铁”现象的理性分析—以京沪高铁为例[J].地理科学进展,2016,35(4):496-504.
[30]黄洁,钟业喜,李建新,等.基于高铁网络的中国省会城市经济可达性[J].地理研究,2016,35(4):757-769.
[2]Coto-Millán P,Inglada V,Rey B. Effects of network economic in high-speed rail:the Spanish case[J]. Annals of Regional Science,2007,41(4):911-925.
[3]马颖忆,陆玉麒,柯文前,等.泛亚高铁建设对中国西南边疆地区与中南半岛空间联系的影响[J].地理研究,2015,34(5):825-837.
[4]金凤君,焦敬娟,齐元静.东亚高速铁路网络的发展演化与地理效应评价[J].地理学报,2016,71(4):576-590.
[5]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.
[6]Chen C L. Reshaping Chinese space-economy through high-speed trains:opportunities and challenges[J]. Journal of Transport Geography,2012,22(5):312-316.
[7]Sasaki K,Ohashi T,Ando A. High-speed rail transit impact on regional systems:does the Shinkansen contribute to dispersion[J]. Annals of Regional Science,1997,31(1):77-98.
[8]孟德友,陈文峰,陆玉麒.高速铁路建设对我国省际可达性空间格局的影响[J].地域研究与开发,2011,30(4):6-10.
[9]冯长春,丰学兵,刘思君.高速铁路对中国省际可达性的影响[J].地理科学进展,2013,32(8):1187-1194.
[10]文嫮,韩旭.高铁对中国城市可达性和区域经济空间格局的影响[J].人文地理,2017,32(1):99-108.
[11]钟业喜,黄洁,文玉钊.高铁对中国城市可达性格局的影响分析[J].地理科学,2015,35(4):387-395.
[12]姜博,初楠臣,修春亮,等.中国“四纵四横”高铁网络可达性综合评估与对比[J].地理学报,2016,71(4):591-604.
[13]Cao J,Liu X,Wang Y,et al. Accessibility impacts of China’s high-speed rail network[J]. Journal of Transport Geography,2013,28:12-21.
[14]Jiao J,Wang J,Jin F,et al. Impacts on accessibility of present and planned HSR network in China[J]. Journal of Transport Geography,2014,40:132-132.
[15]罗鹏飞,徐逸伦,张楠楠.高速铁路对区域可达性的影响研究—以沪宁地区为例[J].经济地理,2004,24(3):407-411.
[16]蒋海兵,徐建刚,祁毅.京沪高铁对区域中心城市陆路可达性影响[J].地理学报,2010,65(10):1287-1298.
[17]赵丹,张京祥.高速铁路影响下的长三角城市群可达性空间格局演变[J].长江流域资源与环境,2012,21(4):391-398.
[18]汪德根,章鋆.高速铁路对长三角地区都市圈可达性影响[J].经济地理,2015,35(2):54-61.
[19]陶卓霖,杨晓梦,梁进社.高速铁路对长三角地区陆路可达性的影响[J].经济地理,2016,36(8):40-46.
[20]何丹,杨犇.高速铁路对沿线地区可达性的影响研究—以皖北地区为例[J].长江流域资源与环境,2013,22(10):1264-1275.
[21]姜博,初楠臣,王媛,等.高速铁路影响下的城市可达性测度及其空间格局模拟分析—以哈大高铁为例[J].经济地理,2014,34(11):58-62.
[22]郝宁.高速铁路对京津冀地区发展影响研究[D].北京:中国地质大学硕士学位论文,2014.
[23]杨金华.高速铁路对湖南城市群可达性的影响[J].人文地理,2014,29(2):108-112.
[24]高安刚,朱芳阳.高速铁路对西南地区可达性及经济联系的影响研究[J].铁道运输与经济,2014,36(5):1-5.
[25]高尚,薛东前.高铁背景下河南省铁路交通可达性与经济潜力格局[J].经济经纬,2017,34(2):13-18.
[26]Ure1a J M,Menerault P,Garmendia M. The high-speed rail challenge for big intermediate cities:A national,regional and local perspective[J]. Cities,2009,26(5):266-279.
[27]Condeco-Melhorado A,Gutierrez J,Martin J. Spatial impacts of road pricing:Accessibility,regional spillovers and territorial cohesion[J]. Transportation Research Part A,2011,45(3):185-203.
[28]Koopmans C,Groot W,Warffemius P,et al. measuring generalized transport costs as an indicator of accessibility changes over time[J]. Transport Policy,2013,29:154-159.
[29]张凯烊,孟晓晨.“被高铁”现象的理性分析—以京沪高铁为例[J].地理科学进展,2016,35(4):496-504.
[30]黄洁,钟业喜,李建新,等.基于高铁网络的中国省会城市经济可达性[J].地理研究,2016,35(4):757-769.