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“高铁居民”实现共同富裕的“梗阻”因素——“非均衡态”高铁布局与逆城市化
引用本文:孙文浩,张杰.“高铁居民”实现共同富裕的“梗阻”因素——“非均衡态”高铁布局与逆城市化[J].商业经济与管理,2023,43(1):70-85.
作者姓名:孙文浩  张杰
作者单位:1. 大连理工大学 经济管理学院
2. 中国人民大学 中国经济改革与发展研究院
基金项目:辽宁省社会科学规划基金项目
摘    要:如何实现全体人民共同富裕对推进“中国式现代化”至关重要。文章基于“中心—外围”城市高铁网络非均衡增密格局研究“高铁居民”共同富裕的实现路径。主要发现:第一,高铁网络增密对城市恩格尔系数存在显著倒U形影响,高铁网络增密更有利于相对富裕并且贫富差距较大城市的“高铁居民”实现共同富裕。第二,高铁网络非均衡增密会扩大“中心—外围”城市“高铁居民”贫富差距。第三,距离中心城市66.10公里范围以内的非中心城市开通高铁站有利于“高铁居民”共同富裕,距离中心城市66.10—105.76公里的非中心城市开通高铁站不利于“高铁居民”共同富裕。第四,非中心城市逆城市化是高铁网络非均衡增密拉大“中心—外围”城市“高铁居民”贫富差距的重要原因。高铁网络增密格局应从非均衡态向均衡态转变以加速“高铁居民”推进共同富裕进程。

关 键 词:高铁网络  恩格尔系数  泰尔指数  共同富裕  逆城市化
收稿时间:2022-10-24

Obstructive Factor of Common Prosperity among “High-speed Rail Residents”: High-speed Rail Network Unbalanced Densification and Counter Urbanization
SUN Wenhao,ZHANG Jie.Obstructive Factor of Common Prosperity among “High-speed Rail Residents”: High-speed Rail Network Unbalanced Densification and Counter Urbanization[J].Business Economics and Administration,2023,43(1):70-85.
Authors:SUN Wenhao  ZHANG Jie
Institution:1.School of Economics and Management, Dalian University of Technology
2.Institute of China Economic Reform & Development, Renmin University of China
Abstract:How to achieve common prosperity is crucial to “Chinese-style modernization”. Based on the unbalanced densification pattern of high-speed rail network in “center-periphery” metropolitans, this paper studies the common prosperity path of “high-speed rail residents”. The main findings are as follows: first, the high-speed rail network densification has a significant inverted U-shaped impact on the urban Engel coefficient, and high-speed rail network densification is more conducive to achieving common prosperity for “high-speed rail residents” in cities that are relatively rich and have more income inequality. Second, high-speed rail network unbalanced densification will widen the income gap in “center-periphery” metropolitans. Third, the opening of high-speed rail stations in non-central cities within 66.10km from the central city is beneficial for common prosperity of “high-speed rail residents”, while the opening of high-speed rail stations in non central cities within 66.10~105.76km from the central city is not beneficial for common prosperity of “high-speed rail residents”. Fourth, the counter-urbanization of non-central cities is an important reason for the unbalanced expansion of the high-speed rail network and the widening of the gap between the rich and the poor of the high-speed rail residents in “center-periphery” metropolitans. The high-speed rail network densification pattern should be transformed from unbalance to balance for common prosperity among “high-speed rail residents”.
Keywords:
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