日本铁路考察报告——对我国铁路产业及北京城市轨道交通发展方向的一些建议

轨道交通可以压缩时空距离,提升时空价值,实现交通功能与其他功能有机耦合,已成为解决人地关系紧张和＂城市病＂的重要甚至唯一途径。日本经验表明,轨道交通发展重点已从路网扩充向综合枢纽及铁路客站城市方向转移。快速轨道交通要适应城市群连绵成带发展需要,要大力发展通勤铁路和环状线,按照TOD模式实现交通枢纽与土地联合开发,构建铁路车站城市。我国要加强高速铁路和城市轨道交通时空规制,培育铁路文化、铁路精神和铁路意识,构建高速铁路建设触发机制,完善交通枢纽和综合运输规划体制,促进方式间有序竞争,形成财政补贴长效机制,实施计程票制和收益管理制度,优化运营组织,促进我国轨道交通事业可持续发展。     

基于“丝绸之路经济带”倡议的陆桥通道高速铁路物流组织研究

高速铁路的迅速发展给我国物流行业带来了新的发展机遇,高速铁路物流是一种创新物流模式,其优质服务能够为市场提供高效物流供给,促进高速铁路物流与快递、制造、商贸与金融等产业融合。为提升"丝绸之路经济带"区域高速铁路物流发展水平,在阐述铁路货运通道能力和客运通道能力适应性,分析"丝绸之路经济带"区域高速铁路物流发展形势的基础上,预测高速铁路物流发展需求,并提出"丝绸之路经济带"区域陆桥通道高速铁路物流组织方案,为"丝绸之路经济带"区域高速铁路物流发展管理提供参考。     

关于我国高速铁路票价机制改革对策研究

铁路客运票价管理机制正在经历着从政府定价向市场化定价的改革完善过程,健全高速铁路票价体系、合理确定票价水平、充分发挥价格杠杆作用,已成为铁路客运票价逐步与市场接轨亟待解决的关键问题。通过对国外高速铁路及国内民航客运的票价管理机制、票价体系、优惠策略等进行梳理,总结成功经验和做法,分析其对我国高速铁路票价市场化改革的启示。围绕我国铁路客运市场化改革发展需要,就高速铁路票价体系设计、票价机制完善、票价策略优化等问题,研究提出适合我国高速铁路发展现状的票价机制改革思路及对策,有利于深化铁路运价体制改革,提高铁路市场化经营管理水平。     

我国高速铁路专利预警机制的研究

随着中国铁路"走出去"战略的深入推进,企业知识产权保护和战略意识也随之提高。为了保护我国高速铁路自主创新成果,提高铁路企业的知识产权风险防控能力,结合我国高速铁路技术特点和发展需要,提出高速铁路专利预警机制目标和机构设置原则,构建专利技术检索、专利风险评估、专利风险告警、风险应对控制等环节的高速铁路专利预警运行机制,并针对高速铁路技术可能面临的侵权风险,提出专利风险防御、侵权诉讼抗辩、败诉应对等策略,为我国铁路企业开展国内外专利预警工作提供借鉴和参考。     

京津冀一体化背景下法国铁路管理体制对河北省城际铁路运营管理的启示

法国高速铁路是欧盟铁路"网运分离"模式的典型代表。简要介绍法国高速铁路的发展现状,着重探讨法国铁路的管理体制。通过对法国铁路建运机制的分析,提出对河北省城际铁路发展的启示,并研究探讨适合河北省城际铁路的运营管理模式。     

高速铁路委托运营管理模式研究

针对我国高速铁路委托运营管理现状,分析我国既有合资铁路的3种运营管理模式——自管自营模式、部分委托模式和委托运输模式。在阐述高速铁路运营管理模式选择应遵循原则的基础上,从铁路项目技术参数、客流结构、平行线路竞合关系、运输价格、区域内其他高速铁路发展关系等方面,探讨高速铁路运营管理模式选择的影响因素,提出高速铁路运营管理模式的选择方案建议。     

韩国高速铁路投融资体制和运营管理模式

研究韩国高速铁路投融资模式和运营管理模式,系统总结韩国高速铁路建设发展的特点和经验。韩国是通过引进国外先进技术并进行再创新的途径发展高速铁路,深入研究韩国高铁建设运营的实践经验,对于推动我国铁路现代化建设、实现高速铁路可持续发展具有重要的参考价值。     

铁路公益性运输服务补贴机制研究

对铁路公益性运输服务的公益性程度进行分类,对铁路运输企业公益性亏损的成因从价格规制与低票价政策、承担社会福利性优惠项目、承担政府指令性任务以及其他公益性政策亏损四个方面予以界定。借鉴可竞争性理论,研究铁路公益性运输服务亏损单独分类测算的原则和方法,提出铁路公益性运输服务亏损补贴机制由直接授权经营转向竞争性招投标授权经营的方向,建议我国铁路公益性服务采取直接财政补贴和政策扶持两种补贴方式,并探讨了建立监督考核制度以完善铁路公益性运输服务补贴机制的途径。     

中国铁路体制改革的基本发展方向分析

推进铁路制度创新,转变铁路体制机制,是提高铁路监管效率、运营效率和综合效率的必由之路。我国铁路体制改革的基本发展方向是：第一,推进铁路＂政企分开＂,构建异体独立监管机构;第二,推进铁路产业重组,构建适应市场经济需要的铁路运输企业;第三,推进综合交通体系建设,构建部委间协调机制。     

我国铁路快速客运网运输组织模式探讨

随着我国铁路快速客运网的初步建成,成网条件下高速铁路的运营管理受到越来越多的关注。运输组织模式作为运营管理的核心内容,对铁路运输的安全、效率效益和服务品质均有直接的影响。在分析我国铁路快速客运网的层次结构(由高速铁路主干网、城际客运系统、既有线提速线路3层结构构成)及其功能定位和分工的基础上,探讨铁路快速客运网运输组织模式的原则,提出"本线运输+换乘"的运输组织模式,即动车组列车在高速铁路和城际铁路上本线运行、跨线客流和长距离本线客流在大站换乘的运输组织模式,并进一步从换乘设计和组织、运行组织方案的配合、票务政策和市场营销、各种运输方式配合等方面探讨实施该模式的保障条件。     

Evaluating accessibility impacts of the proposed America 2050 high-speed rail corridor for the Appalachian Region

Transportation improvements are often considered to be precursors of economic growth. This paper examines industry-specific ‘attractiveness’ due to changes in the transportation network for 23 counties in the Appalachian Region. The network improvements result from new highway construction and the proposed America 2050 High-Speed Rail (HSR) plan for the Piedmont Atlantic Megaregion. The impacted counties that are proximate to five HSR stations (Birmingham, Atlanta, Greenville, Charlotte, and Greensboro) are studied for potential accessibility changes between the years 2002 to 2035. The impacts are examined with respect to six key industry sectors found around the proposed HSR stations: manufacturing; retail; construction; mining, quarrying, oil and gas extraction; health-care services; and all other remaining industries combined. The analysis shows that, for transportation improvements with highways only (and no HSR), a decrease in accessibility for all the impacted counties occurs for the six industry sectors examined in the future year of 2035. The HSR speed of 150 miles per hour is found to be adequate enough to cause positive changes in potential accessibility of the directly impacted counties containing the Birmingham and Greenville HSR stations. With combined transportation network improvements from both highway construction and the new 150 mph HSR line, counties around the Atlanta and Greensboro HSR stations would see accessibility increases in 2035 compared to 2002 with respect to five industry sectors: manufacturing; retail; construction; health-care services; and all other remaining industries combined. However, accessibility changes with respect to mining, quarrying, oil and gas extraction would be positive specifically only for the indirectly impacted counties around the Atlanta HSR station and the county containing the Greenville HSR station. This clearly shows differences in the spatial distribution of attractiveness for different industry sectors across the impacted counties along the HSR corridor. Thus, this exploratory analysis could serve as an aid to proactive public policy decision-making for large-scale transportation network improvements, such as the HSR, in understanding and improving economic activities for different industry mixes across other regions of the United States.     

Impact of high-speed rail on market concentration and Lerner index in China's airline market

China has become the second largest air transport market in the world since 2005. Its total length of high-speed rail (HSR) tracks in operation has been greater than that of all other countries combined since 2012. HSR poses a significant challenge to the Chinese airline industry, especially on major airline routes. The impacts of HSR on two market-competition measures, namely, the Herfindahl–Hirschman Index (HHI) and the Lerner index, are examined in this study. In general, the entry of HSR had the effect of reducing market power measured by both the unweighted and weighted Lerner indexes. However, the Lerner index and HHI of the routes with parallel HSR services remained consistently higher than those of the routes without parallel HSR services.     

Spatial and temporal heterogeneity of the impact of high-speed railway on urban economy: Empirical study of Chinese cities

The relationship between high-speed railway (HSR) construction and economic development has become a significant concern in recent decades. This study uses the spatiotemporal panel data of China's HSR construction and economic development from 2008 to 2018 as bases to discuss the spatial–temporal heterogeneity of the relationship between HSR and the urban economy. Firstly, this research measures the accessibility of different dimensions (i.e. location accessibility, potential accessibility and daily accessibility), and assesses the regional disparity of HSR accessibility and urban GDP using the Gini index. Secondly, the direct and indirect effects of HSR on economic development are analyzed from the global perspective by using the spatial Durbin model. Lastly, the geographically and temporally weighted regression model is applied to assess the spatial–temporal heterogeneity of the correlation between HSR and economic development from a local perspective. The conclusions are as follows. (1) The construction of HSR might reduce the regional disparity of daily accessibility, but expand the disparity of potential accessibility and location accessibility. (2) From a global perspective, HSR has a significant positive impact on urban economic development, but this impact was mainly produced by the spillover effect and not the direct effect. Specifically, the smaller the spatial–temporal distance between cities, the higher the level of regional integration and the better the economic development of cities. (3) The HSR impact on urban economic growth has a periodic feature. The stimulation of large-scale railway construction will expand the economic effect of HSR, although network improvement will gradually converge the corresponding impact. (4) From a local perspective, the HSR impact on economic development has significant spatial heterogeneity. Although HSR has a certain inhibitory effect on the economic development of Eastern China, it has a positive impact on the economic growth of the western region.     

Impacts of high-speed rail on the inequality of intercity accessibility: A case study of Liaoning Province,China

The rapid development of Chinese high-speed rail (HSR) not only improves the convenience of daily transportation, but also promotes the regional economy of cities along the HSR lines. Accessibility improvement and spatial inequality reduction caused by HSR would play a positive role in transportation development projects appraisal and help achieve the regional coordinated development. Our purpose is to assess how much improvement of economic potential accessibility can each city get from the HSR based on the existing highway and HSR networks, as well as the changes in spatial disparity and accessibility distribution patterns. Taking Liaoning Province as a case, this paper studies the spatial pattern and inequality of accessibility in two intercity transportation scenarios using a gravity-based model. The sensitivity analysis of the parameter and the test of different mass indicators are also conducted. The results show that cities in the central areas have better accessibility than peripheral areas. Cities in the peripheral areas and near the HSR lines tend to benefit more from HSR. The inequality of accessibility decreases a lot in cities with HSR access but only has a minor reduction on a whole scale.     

The impacts of high-speed rail extensions on accessibility and spatial equity changes in South Korea from 2004 to 2018

The construction of South Korean High-Speed Rail (HSR) or Korea Train eXpress (KTX) has been evolving in phases since its first operation in 2004. This development raises concerns whether the benefits from the extended HSR network would again be limited to the initial HSR corridors and will deepen the inequalities in accessibility with the rising issue of uneven regional development of the country. This paper measures the accessibility of each stage of HSR network extension and evaluates its spatial distribution, variation, and changes using weighted averaged travel time and potential accessibility indicators. The results of this study find different accessibility impacts from each stage of HSR extension. Although travel-time reduction and increased attractions have been widened in more cities by each HSR extension, the spatial equity is degenerated by the extension in 2010/2011 as the improvement of accessibility has been concentrated in cities along the primary HSR corridor near the already-advantageous Seoul capital area. In contrast, the future HSR extension in 2018 will enhance equitable accessibility to the isolated regions such as the northeast and the southwest regions of the country. However, the relative degree of accessibility improvement will not be large enough for increasing the spatial equity of accessibility without more extended HSR networks between provinces.     

Constructing a mixed-logit model with market positioning to analyze the effects of new mode introduction

This study aims to investigate how the introduction of high-speed rail (HSR) influences traveler choice behavior and the market structure in the western corridor of Taiwan. A new mixed-logit model with factor decomposition is constructed to analyze the market positioning of the existing modes and HSR; the data is collected using the stated preference method. The empirical results show that travel cost is the major factor in market positioning. After the introduction of HSR, travelers’ mode preference did not change, whereas locations across modes on the market-positioning map as well as some coefficients of the explanatory variables changed.     

高速铁路与转变经济发展方式

将经济发展理论与中国高速铁路发展实践紧密结合,论述高速铁路发展在推动中国经济结构调整、带动产业结构升级、促进生态文明建设与和谐社会建设方面的重要作用。认为高速铁路事业的蓬勃发展,是中国转变经济发展方式、建设社会主义和谐社会的重要推动力量。     

Accessibility impacts of China’s high-speed rail network

The large-scale implementation of High-Speed Rail (HSR) network in China not only offers a new option for travelers’ mode choice, but also may influence, or even generate, the redistribution of demographic and economic activities. As has been observed over the past several years in other countries, the impact of HSR spans a wide range. However, few quantitative studies have been conducted to measure this impact. As a new attempt, this study uses accessibility analysis for quantifying the impact of China’s HSR network. Weighted average travel times and travel costs, contour measures, and potential accessibility are employed as indicators of accessibility at the macro or national level. Forty-nine major cities in the HSR network are used in the accessibility analysis. Accessibility quantification and spatial distribution analysis for the study cities are performed on a Geographical Information System (GIS) platform. Accessibilities associated with varying availabilities of HSR, conventional rail, and airline are estimated and compared. The selected indicators and computational methods are found effective in evaluating the accessibility impacts of HSR from different conceptualization strategies and perspectives. They also offer complementary information on accessibility capacity of the study cities created by the HSR network.     

Impacts on accessibility of China’s present and future HSR network

Although the construction of China’s high-speed rail (HSR) network only started in 2003, the network is already the largest in the world. This paper analyses the impact of the evolving HSR network on the accessibility by HSR and conventional ground transport of 333 prefecture-level cities and 4 municipalities. This paper employs three indicators of accessibility, and analyses three Scenarios. It shows that the HSR network will bring about substantial improvement in accessibility, and lead to national time–space convergence, but will also increase the inequality of nodal accessibility between eastern, central, and western regions, between cities with different sizes of population (excluding the case of the daily accessibility indicator) and between cities that differ in the shortest distance to HSR stations. The HSR network enlarges internal disparities in each of the regions and the five types of cities. The internal inequality of nodal accessibility in all three Scenarios generally increases from the eastern region via the central region to the western region, as well as from very large cities to small cities, varying inversely with the level of economic development and population size. Spatially, accessibility increases generally conform to the distance decay rule but with minor fluctuations. The 50 cities with the largest increases in accessibility are mostly located 50 km or less away from HSR stations and have populations of over 3 million, with the smaller ones located along HSR lines or around large cities such as Beijing, Shanghai, and Guangzhou. As time progresses, the planned HSR network will result in more balanced development, but regional disparities in accessibility will still be greater than before the construction of the HSR.