| 摘要: |
| 本文运用空间经济学方法，结合
GIS和大数据分析技术对我国京沪高铁沿线
城市发展分异状况进行了统计分析，结果显
示近十年来，高铁网络的建设扩大了沿线各
行政级别城市之间的分化，并且这种发展分
异与高铁网络中知识资源流动和商业商务资
源流动的不同趋势具有相关性。地县级城市
应当顺应高铁网络中资源流向，将宝贵的空
间资源更多地投入于科教事业，从而为区域
产业的重整和分工奠定基础。 |
| 关键词: 高铁效应 城市群 高铁新城 |
| DOI：10.13791/j.cnki.hsfwest.20200609 |
| 分类号: |
| 基金项目:中国科学院咨询课题（2018-ZW01-A-031） |
|
| Analysis on the Mechanism of High-Speed Rail Effect and the Differentiation of UrbanDevelopment Along the Railway |
|
XU Zhonghua,YAN Jianwei
|
| Abstract: |
| In the past decade, China’s high-speed rail network has expanded rapidly and has
become the most important medium and long-distance passenger transport tool in China.
With the continuous growth of high-speed rail passenger flow and the improvement of high-
speed rail ride convenience, the transfer effect of employment opportunities, population and
wealth gradually appears, which has begun to have a profound impact on the domestic urban
system pattern. China’s high-speed rail network construction, on the one hand, strengthens
the connection between cities, improves the traffic accessibility of marginal cities, and greatly
speeds up the speed and total amount of commercial and knowledge resources flow between
them and provincial capital cities. On the other hand, it also expands the economic hinterland
of cities above the provincial capital and leads to the rapid convergence of commercial and
business resources to these cities. As a result, the population and wealth tend to gather in one
direction too fast, which makes the urban agglomerations increasingly split into a bipolar
pattern of “provincial capital prefecture city”. China’s high speed rail network city is a one-way
game of wealth, which is causing a disastrous asset bubble, resulting in industrial crowding out
effect and seriously overcoming the overall development potential of the city group. Through
the research, it is found that although the formation of this unbalanced pattern is induced by the
construction of high-speed rail network, it is also related to the misunderstanding of the effect
of high-speed rail by governments at all levels and the adoption of inappropriate development
policies. As far as the provincial governments are concerned, the provincial governments have
generally believed that the high-speed rail network is conducive to the balanced development
within the urban agglomeration, so they continue to adopt the strategy of strengthening the
provincial capital, trying to drive the overall development of the region with the provincial
capital as the leader. However, the actual effect is quite the opposite. In the high-speed rail
network environment, continuing to adopt the polarization development strategy, that is,
continuously concentrating science, education, culture and health facilities and infrastructure
facilities in the provincial capital cities will only trigger a fierce wave of asset speculation
within the urban agglomeration, making the competition between urban agglomerations close
to zero sum game. Finally, the excessive growth of provincial capital mainly comes from the
loss of prefecture and county-level cities, rather than that of the provincial capital. It is the
high-quality growth part from itself. With the continuous decline of local cities, the whole
urban agglomeration will gradually lose the vitality of diversity and innovation. As far as
the provincial capital city government is concerned, the crowding effect caused by excessive wealth accumulation will soon make the innovation cost in the city remain high, and the urban innovation potential will be seriously weakened,
and the science, education, culture and health facilities gathered together are being involuted. For local county-level city governments, excessive
hope on high-speed rail network will bring a large number of commercial and business people flow, and the city will increase employment
opportunities and financial revenue, which is a powerful tool to promote economic growth, thus accelerating the transformation to the tertiary
industry. It is due to the improper decision-making of county-level city governments that lead to the premature exclusion of manufacturing
elements in urban spatial planning. At the same time, the seriously lack of scientific and educational innovation policy support from the superior
government leads to their increasingly low innovation ability and less complementary function with provincial capital cities. By comparing
the changes of resource flow trend in the five years before and after the opening of high-speed rail network, it is found that in the aspect of the
important development resources flowing in the high-speed rail network, there is also knowledge flow, in addition to commercial and business
resources flow, and the flow trend of the two is opposite. Therefore, theoretically speaking, both provincial capital cities and prefecture level
cities have great development potential, but the development orientation should be different. If cities at all levels in the region can adopt the
development orientation that is suitable for the resource flow trend of high-speed rail network, it may achieve win-win results, otherwise, it may
lead to serious resource waste and development crisis. |
| Key words: High-Speed Rail Effect Urban Agglomeration High-Speed Railway New Town |
