论收入分配差距与分配秩序

我国居民收入和生活水平不断提高的同时 ,也出现了收入差距不断扩大 ,甚至可能贫富两极分化的趋势 ,在一定程度上引起社会动荡和人们不满 ,本文认为 ,根本原因不在于差距本身 ,而在于分配秩序 ,进而提出整顿分配秩序、规范收入分配。     

试论我国的收入分配政策

在当前收入分配政策的实施过程中,逐步形成了城乡差距、区域差距、行业差距和群体差距等问题,本文的重点是分析我国当前的收入分配政策执行中存在的问题和原因,并提出进一步完善我国收入分配政策的建议。     

期待收入分配制度改革更期待……

据媒体披露,备受社会各界关注的收入分配改革方案将在12月份出台．我国改革开放进行了30多年,国力不断增强,但社会财富却急速向少数人手中聚集,低收入阶层尚未分享到改革开放的成果因此,近年来呼吁出台收入分配改革方案的呼声不断,低收入群体热切期盼提高收入水平,缩小不合理的收入分配差距。     

铁路企业工资收入分配体制改革初探

铁路企业现行工资收入分配体制中存在诸多问题，难以适应现代企业制度的要求。提出按劳分配和按生产要素参与相结合的多种分配形式，逐步实行市场机制调节、站段自主分配、职工民主参与、国家监控指导的收入分配制度，使铁路企业发挥主观能动性，不断提高生产效率和经济效益。     

列车票额分配优化模型应用探讨

列车票额分配的优劣直接影响列车的上座率和售票收入。对售票历史数据进行分析,选择合适的数学模型对票额分配效果进行计算,可以得出比现有分配方案更为优化的分配方案。随着需求的变化,根据优化模型对票额分配方案作相应的调节,可以进一步提高上座率和增加收入。     

试析湖北农民增收的制约因素及政策导向

改革开放以来 ,湖北农村经济快速发展 ,农民收入和生活水平显著提高 ,全省整体实现了由温饱向小康的转变。另一方面 ,湖北农民收入分配中农民收入在全国的位次虽然前移 ,但与先进省份差距仍然较大 ,同时工资性收入偏低、增速明显放缓、地区间差距拉大等问题突出。加入 WTO后 ,湖北农民增收面临的形势更加严峻 ,必须针对制约湖北农民增收因素以及农民收入分配中的特殊性 ,找到有效的对策措施。     

辅助生产费用交互分配法再认识

辅助生产费用的交互分配法存在各部门负担费用不一、未考虑辅助生产部门的自身消耗等不足,因此改进现行交互分配法,提高分配结果的准确性,有利于企业提高成本核算的效率。     

道路客运班线分配方案浅析

我国高速公路发展迅速,道路综合网络体系也逐步建成。道路运输要适应自身的快速发展,必须调整和优化道路客运站场班线分配,从而提高服务水平。合理的道路客运班线分配方案可以充分利用道路客运资源,提高客运班线的经济效益和社会效益。为此,笔者从影响班线分配因素、班线分配原则、班线基本分配方案及合理优化班线分     

完善铁路运输企业货运收入分配办法的探讨

铁路在跨越式发展进程中,面临着管理体制方面的改革,而运输进款和费用的清算是铁路财务体制改革和管理的重要内容和工作焦点。据此对铁路货运收入清算的有关问题进行了分析,并提出了进一步的完善对策。     

直面收入差距的思想暗礁

正近些年,公路职工收入差距扩大成为不争事实。认清形势,并从这一角度研究公路行业思想政治建设,对进一步加快公路体制改革具有重要作用。现状特点目前公路职工的收入来源于两个方面:一是工资和奖金,称为"制度内收入";二是职工运用个人的生产资料或知识技能等参与市场经济活动等获得的收入,称为"合理收入"。职工收入差距主要有四个特点:地域性,即同行业不同地域之间存在收入差距:由于地域经济发展的不平衡,发达地区与欠发达地区、同为发达     

Making the connections between transport disadvantage and the social exclusion of low income populations in the Tshwane Region of South Africa

To date, the majority of studies which consider transport from a social exclusion perspective have been conducted in the context of the developed world where both income poverty and lack of transport are relative rather absolute states. In a unique departure from these previous studies, this paper explores the relationship between transport and social disadvantage in the development context, the key difference being that income poverty is absolute and where there is much lower access to both private and public transportation generally. Thus, it seeks to explore whether the concept of social exclusion remains valid, when it is the majority of the population that is experiencing transport and income poverty compared with the minority who do so in advanced economies.The paper is based on a scoping study for the Republic of South Africa Department of Transport (RSA DOT), which primarily involved focus group discussions with a range of socially deprived urban and peri-urban population groups living in the Tshwane region of South Africa. In a second departure from previous studies which consider transport and social disadvantage in the development context, the study takes a primarily urban focus. The rationale for this is that theoretically low income urban settlements do not suffer from the lack of transport infrastructure and motorised transport services in the way that more remote rural areas do. The policy issue is therefore less a question of addressing a deficit in supply and more one of addressing particular aspects of public transit service failure, which are more readily amenable to relatively low cost, manageable, small-scale national and local policy interventions.A primary aim for the study was to reinvigorate cross-government debate of these issues in the hope of breaking South African government’s long-standing and persistent policy inertia in the delivery of equitable and socially sustainable urban transport systems.     

Assessment of mobility inequalities and income data collection. Methodological issues and a case study (Douala,Cameroon)

In order to understand the scale and nature of inequalities in intra-urban mobility we need reliable income data, but this is generally difficult to collect in household surveys. The methodological approaches that are employed to overcome difficulties in income data collection may affect the relative position of individuals and households within the income distribution and our estimates of mobility inequalities. In the context of a case study of Douala, this paper evaluates how the way income data is collected affects its accuracy and therefore the measurement of daily mobility inequalities. Simplified data collection tends to minimise the scale of inequalities as it misrepresents the income distribution. The error is greater in remote zones. Shortcomings in the statistical apparatus with regard to income data thus blur our perception of mobility inequalities and impede investigation of the links between daily travel, poverty and social exclusion.     

Panel evidence on the impact of tourism growth on poverty,poverty gap and income inequality

Using a panel of 13 tourism-intensive economies for the period 1995–2012, this paper shows that rising growth in tourism which is proxied by tourism receipts to GDP ratio has an impact on poverty conditional on the poverty measure used. Using a panel Vector Autoregression method, there is little evidence to suggest that growth in tourism reduces headcount poverty. However, the poverty gap measure shows that the amount of money needed to help the poor out of poverty is significantly reduced. Based on different types of Gini coefficient, the results fail to find an improvement in income inequality resulting from tourism growth. Alternative measures such as relative poverty and poverty gap may be considered to better assess the impact of tourism on the poor.     

Exploring the role of worker income and workplace characteristics on the journey to work

Traditional trip distribution processes that rely heavily on gravity models fail to capture how the characteristics of individuals or the heterogeneity in the attributes of attraction zones may influence the accessibility to jobs and, therefore, journey-to-work patterns. Different approaches, such as destination choice models, are not generally applied because of limited data availability and calibration requirements. This paper proposes an alternative approach to overcome this challenge by combining a utility-based measure of accessibility and a maximum range of commuting distance to predict the journey-to-work patterns of individual worker-agents using an open-access database. A multinomial logit model is estimated and an agent-based model is developed using data from the Census Transportation Planning Products (CTPP) 5-year database. The proposed methodology is demonstrated using a case study based on Tippecanoe County, Indiana, and the results are compared to a double-constrained gravity model. Results indicate that the utility functions derived from the CTPP database can replicate the aggregated journey-to-work patterns by income levels. Furthermore, it was found that the utility functions for low-, middle-, and high-household income groups could be different. Finally, while a calibrated gravity model could produce a trip-length distribution and average commuting distance more similar to observed data, the destination choice model provides more insights into the trip patterns across different household income groups, thereby providing a better basis for policy analysis.     

Does low income translate into lower mobility? An investigation of activity space in Hong Kong between 2002 and 2011

Daily mobility of disadvantaged social groups, particularly low-income people, has gained increasing interest since the daily life of these people may encounter significant constraints that lead to certain social issues such as social exclusion and segregation. The concept and measure of activity space have been applied to measure the spatial barriers and inequalities faced by the low-income group in their daily life. However, research on how the daily mobility of different social strata has evolved over a longer period in parallel with urban development has been very limited. This study aims to address these gaps by investigating the activity space of the low-income group in comparison with other income groups in Hong Kong from 2002 to 2011, a period when several subway lines were opened. Four indicators were employed to capture the spatial extent and diversity of activity space. Propensity score matching was used to compare the activity space and mobility of the low-income group with those of the below-average and higher-income groups, while controlling for several confounding factors. The findings indicate that the activity space of the low-income people has not improved over the decade, despite some marked expansion of public transport infrastructure and urban development. In addition, a persistent gap in activity space between the low-income group and other income groups has remained stark in both urban areas and the new towns. Policy recommendations are put forward with a view to improving the daily mobility of the low-income group, with avenues for future research identified as well.     

轨道交通PPP项目车公里付费模式下政府可行性缺口补助的计算——以天津地铁11号线一期工程PPP项目为例

PPP投融资模式通过社会资本方参与项目建设和运营,大大减轻地方政府城市轨道交通建设和运营所承担的投资风险及负担,拓宽融资渠道,减轻政府近期支出压力,实现优势互补,形成多方共赢的局面。其中,付费模式是轨道交通PPP项目的重要基础,关系到PPP项目的风险分配和收益回报,因而是政府和社会资本关注的核心问题,也是PPP项目合同中最为关键的条款。根据我国的多年实践,可行性缺口补助作为政府付费模式与使用者付费的结合,是我国城市轨道交通PPP付费的最佳模式之一,而车公里付费模式是可行性缺口补助模式中的最新模式。结合天津地铁11号线一期工程PPP项目,对车公里付费模式下政府可行性缺口补助的计算进行了研究,并就相关重点问题提出了建议。     

The sky is the limit? The determinants and constraints of European airports commercial revenues

This study investigates the determinants of commercial and retail airport revenues from real estate operations. Aviation revenues per passenger are mainly determined by the national income per capita in the area where the airport is located, the percentage of leisure travelers and the size of the airport. Main drivers of commercial revenues per passenger include the number of passengers passing through the airport, the ratio of commercial to total revenues, national income, the share of domestic and leisure travelers and the number of flights. These results are in line with previous findings of a negative influence of business travelers on commercial revenues per passenger. We also find that a large amount of retail space per passenger is generally associated with lower commercial revenues per square meter confirming decreasing marginal revenue effects. Real estate revenues per passenger are positively associated with national income per capita at airport location, share of intra-EU passengers and percent delayed flights.     

Multi-objective optimal planning for designing relief delivery systems

The fatal earthquake on September 21, 1999 caused significant damages to Taiwan, which made the national government focus on strengthening relief systems regarding natural disasters. Disaster prevention, protection, and reconstruction are the major areas of focus to reduce human suffering and damage from disasters. A key point is the ability to enhance the distribution of relief materials effectively. In this study, we construct a relief-distribution model using the multi-objective programming method for designing relief delivery systems in a real case. The model features three objectives: minimizing the total cost, minimizing the total travel time, and maximizing the minimal satisfaction during the planning period. The first two objectives pursue the efficiency goal, whereas the third pursue fairness – making best effort to ensure relief commodity delivery to all demand points. Results of an empirical study are presented and suggestions are given for future research.     

Study of the regional accessibility calculation by income class based on utility-based accessibility

With the Republic of Korea facing many challenges in urban housing development, the Korean government has implemented various public housing policies to stabilise the residential life of low-income households. While the government has established different housing policies for each household income class, there is a lack of research on rational accessibility models that consider the characteristics of each income class. Therefore, this study constructed an accessibility calculation model that reflects the transportation characteristics of various household income classes and used it to calculate the accessibility of each area and the household location of each income class. The results demonstrated limited difference in accessibility between income classes in Seoul; however, in Incheon and Gyeonggi Province, high-income accessibility was lower than low-income accessibility. It was also confirmed that the low-income households were more likely to be located in areas of low accessibility, while middle and high-income households were more likely to be located in areas of high accessibility. The main contributions of this study are as follows. First, it systematically derives the traffic characteristics by income class and uses these to calculate accessibility. Second, it presents a more reasonable model for calculating accessibility than the nominal model used in government policy decisions. Finally, it evaluates household location by income class based on the accessibility calculated in this study.