高铁建设对粤港澳大湾区城市群空间经济关联的改变及影响分析
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摘要
基于高铁建设背景,利用2003年~2015年的城市面板数据,对粤港澳大湾区城市群空间经济关联的变化特征及其影响因素进行研究,结果表明:粤港澳大湾区城市群的网络密度处于不断上升的趋势,其空间结构朝着多中心、网络化的方向发展,各城市间的经济联系也在不断增强。多期DID模型的检验结果表明,高铁开通这一政策因素有效提升了大湾区城市群的空间经济关联水平,并且人均收入、市场内部潜力和信息条件也是重要的影响因素。从大湾区—周边层面来看,高铁开通对粤港澳大湾区城市间空间经济关联的影响要大于对周边地区城市的影响。高铁建设对大湾区沿线城市的影响时滞约1年,其时间效应呈现动态变化特征。
Based the background of high-speed railway construction,this paper,using the urban panel data from 2003 to 2015,makes a deep research on the change features and its influencing factors in spatial economic association of the urban agglomerations in Guangdong-Hong Kong-Macao Greater Bay Area. The results show that the network density of urban agglomerations in the Greater Bay Area is on the rising trend,and its spatial structure is in the development towards the polycentric and networked; the economic links among the cities are also growing. The test results through multi-DID model show that the policy for opening high-speed railway has effectively promoted the spatial economic correlation level of urban agglomerations in the Greater Bay area,and the per capita income,internal market potential and information conditions are also important factors. From the perspective of the Greater Bay Area and peripheric area,the impact of the opening of high-speed railway on urban spatial economic association between the cities in the Greater Bay Area is greater than that of the cities in the peripheral areas. It is around one year of time-delay in the influence of high-speed railway construction on the cities along the railway in the Greater Bay Area,and its time effect is characterized with dynamic change.
Based the background of high-speed railway construction,this paper,using the urban panel data from 2003 to 2015,makes a deep research on the change features and its influencing factors in spatial economic association of the urban agglomerations in Guangdong-Hong Kong-Macao Greater Bay Area. The results show that the network density of urban agglomerations in the Greater Bay Area is on the rising trend,and its spatial structure is in the development towards the polycentric and networked; the economic links among the cities are also growing. The test results through multi-DID model show that the policy for opening high-speed railway has effectively promoted the spatial economic correlation level of urban agglomerations in the Greater Bay area,and the per capita income,internal market potential and information conditions are also important factors. From the perspective of the Greater Bay Area and peripheric area,the impact of the opening of high-speed railway on urban spatial economic association between the cities in the Greater Bay Area is greater than that of the cities in the peripheral areas. It is around one year of time-delay in the influence of high-speed railway construction on the cities along the railway in the Greater Bay Area,and its time effect is characterized with dynamic change.
引文
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[2]BLUM U,HAYNES K E,KARLSSON C.Introduction to the special issue the regional and urban effects of high-speed trains[J].Annals of Regional Science,1997,31(1):1-20.
[3]SHAW S L,FANG Z,LU S,et al.Impacts of high speed rail on railroad network accessibility in China[J].Journal of Transport Geography,2014,40:112-122.
[4]王雨飞,倪鹏飞.高速铁路影响下的经济增长溢出与区域空间优化[J].中国工业经济,2016(2):21-36.
[5]彭宇拓.论高速铁路对加速我国城市化进程的促进作用[J].理论学习与探索,2010(5):18-19.
[6]王昊,龙慧.试论高速铁路网建设对城镇群空间结构的影响[J].城市规划,2009(4):41-44.
[7]贾善铭,覃成林.高速铁路对中国区域经济格局均衡性的影响[J].地域研究与开发,2015(2):13-20.
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[15]孙亚男,刘华军,崔蓉.中国地区经济差距的来源及其空间相关性影响:区域协调发展视角[J].广东财经大学学报,2016(2):4-15.
[16]钟韵,胡晓华.粤港澳大湾区的构建与制度创新:理论基础与实施机制[J].经济学家,2017(12):50-57.
[17]侯赟慧,刘志彪,岳中刚.长三角区域经济一体化进程的社会网络分析[J].中国软科学,2009(12):90-101.
[18]GHANI E,GOSWAMI A G,KERR W R.Highways and spatial location within cities:evidence from India[J].World Bank Economic Review,2017,30:22.
[19]李红昌,Linda Tjia,胡顺香.中国高速铁路对沿线城市经济集聚与均等化的影响[J].数量经济技术经济研究,2016(11):127-143.
[20]覃成林,种照辉.高速铁路发展与铁路沿线城市经济集聚[J].经济问题探索,2014(5):163-169.
[21]张书明,王晓文,王树恩.高速铁路经济效益及其影响因素研究[J].山东社会科学,2013(2):174-177.
[22]DAI N,HATOKO M.Reevaluation of Japanese high-speed rail construction:recent situation of the north corridor shinkansen and its way to completion[J].Transport Policy,2007,14(2):150-164.
[23]董艳梅,朱英明.高铁建设能否重塑中国的经济空间布局——基于就业、工资和经济增长的区域异质性视角[J].中国工业经济,2016(10):92-108.
[24]HUNG M,WANG Y.Mandatory CSR disclosure and shareholder value:evidence from China[R].Working Paper,University of Southern California and The Hong Kong University of Science and Technology,2014.
[25]蒋华雄,孟晓晨.京沪高铁对沿线城市间空间相互作用影响研究[J].北京大学学报:自然科学版,2017(5):905-912.
(1)数据来源于《粤港澳大湾区城市群手册2017》。
(1)限于篇幅,文内没有展示粤港澳大湾区各年的网络结构变化图,如有需要,可向作者索取。
(1)按照我国《铁路安全管理条例》的规定,高速铁路泛指运行速度大于200 KM/h的铁路运输种类,包括高速动车组和城际高速,而常规铁路包括动车和普通列车。
[2]BLUM U,HAYNES K E,KARLSSON C.Introduction to the special issue the regional and urban effects of high-speed trains[J].Annals of Regional Science,1997,31(1):1-20.
[3]SHAW S L,FANG Z,LU S,et al.Impacts of high speed rail on railroad network accessibility in China[J].Journal of Transport Geography,2014,40:112-122.
[4]王雨飞,倪鹏飞.高速铁路影响下的经济增长溢出与区域空间优化[J].中国工业经济,2016(2):21-36.
[5]彭宇拓.论高速铁路对加速我国城市化进程的促进作用[J].理论学习与探索,2010(5):18-19.
[6]王昊,龙慧.试论高速铁路网建设对城镇群空间结构的影响[J].城市规划,2009(4):41-44.
[7]贾善铭,覃成林.高速铁路对中国区域经济格局均衡性的影响[J].地域研究与开发,2015(2):13-20.
[8]LI X,HUANG B,LI R,et al.Exploring the impact of high speed railways on the spatial redistribution of economic activities—Yangtze River Delta urban agglomeration as a case study[J].Journal of Transport Geography,2016,57:194-206.
[9]GUTIRREZ J.Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line MadridBarcelona-French border[J].Journal of Transport Geography,2001,9(4):229-242.
[10]HALL P.Magic carpets and seamless webs:opportunities and constraints for high-speed trains in Europe[J].Built Environment,2009,35(1):59-69.
[11]UREA 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.
[12]韩会然,焦华富,李俊峰,等.皖江城市带空间经济联系变化特征的网络分析及机理研究[J].经济地理,2011(3):384-389.
[13]MART-HENNEBERG J.European integration and national models for railway networks(1840-2010)[J].Journal of Transport Geography,2013,26(1):126-138.
[14]KE X,CHEN H,HONG Y,et al.Do China’s high-speed-rail projects promote local economy?—new evidence from a panel data ap-proach[J].China Economic Review,2017,44:203-226.
[15]孙亚男,刘华军,崔蓉.中国地区经济差距的来源及其空间相关性影响:区域协调发展视角[J].广东财经大学学报,2016(2):4-15.
[16]钟韵,胡晓华.粤港澳大湾区的构建与制度创新:理论基础与实施机制[J].经济学家,2017(12):50-57.
[17]侯赟慧,刘志彪,岳中刚.长三角区域经济一体化进程的社会网络分析[J].中国软科学,2009(12):90-101.
[18]GHANI E,GOSWAMI A G,KERR W R.Highways and spatial location within cities:evidence from India[J].World Bank Economic Review,2017,30:22.
[19]李红昌,Linda Tjia,胡顺香.中国高速铁路对沿线城市经济集聚与均等化的影响[J].数量经济技术经济研究,2016(11):127-143.
[20]覃成林,种照辉.高速铁路发展与铁路沿线城市经济集聚[J].经济问题探索,2014(5):163-169.
[21]张书明,王晓文,王树恩.高速铁路经济效益及其影响因素研究[J].山东社会科学,2013(2):174-177.
[22]DAI N,HATOKO M.Reevaluation of Japanese high-speed rail construction:recent situation of the north corridor shinkansen and its way to completion[J].Transport Policy,2007,14(2):150-164.
[23]董艳梅,朱英明.高铁建设能否重塑中国的经济空间布局——基于就业、工资和经济增长的区域异质性视角[J].中国工业经济,2016(10):92-108.
[24]HUNG M,WANG Y.Mandatory CSR disclosure and shareholder value:evidence from China[R].Working Paper,University of Southern California and The Hong Kong University of Science and Technology,2014.
[25]蒋华雄,孟晓晨.京沪高铁对沿线城市间空间相互作用影响研究[J].北京大学学报:自然科学版,2017(5):905-912.
(1)数据来源于《粤港澳大湾区城市群手册2017》。
(1)限于篇幅,文内没有展示粤港澳大湾区各年的网络结构变化图,如有需要,可向作者索取。
(1)按照我国《铁路安全管理条例》的规定,高速铁路泛指运行速度大于200 KM/h的铁路运输种类,包括高速动车组和城际高速,而常规铁路包括动车和普通列车。