HSR mechanisms and effects on the spatial structure of regional tourism in China

doi:10.1007/s11442-016-1355-3

Abstract

Abstract:

Chinese railway has entered the “HSR era”, while the structure of “four vertical and four horizontal” railways for transit passengers is almost completed. Taking the Beijing-Shanghai High-Speed Rail (hereinafter referred to as HSR) as an example, this paper first explores HSR’s effects on the spatial structure of regional tourist flows using the social network analysis. Next, it notes changes in the accessibility of regional transportation. After analyzing the factors including initial endowment of regional tourism resources, hospitality facilities, the density of the regional tourism transportation network, and locations, the paper discusses the mechanisms through which HSR affects regional tourist flows. The study shows the following: (1) HSR’s effects on the spatial structure of regional tourist flows are manifested through the Matthew effect, the filtering effect, the diffusion effect and the overlying effect, and (2) the Matthew effect of HSR is manifested under an obvious interaction of the location, the initial endowment of tourism resources, hospitality capacity, tourist transportation network density and “time-space compression”. The filtering effect of HSR is manifested for those tourism nodes without favorable location conditions, endowment of tourism resources, hospitality capacity, or tourist transportation network density and without obvious benefits from “time-space compression”. Those tourism nodes that boast advantages in terms of location condition, endowment of tourism resources, hospitality capacity, tourist transportation network density and obvious “time-space compression” will become sources for the diffusion effect. HSR will strengthen the aggregation effects of tourist flow in these diffusion sources, which will thereafter diffuse to peripheral tourist areas, manifesting “aggregation-diffusion”. HSR has overlapped tourists’ spatial traveling range over large-scale spaces. However, the overlying effect is only generated in those tourism nodes with a favorable location condition, an endowment of tourism resources, hospitality capacity, tourist transportation network density, and obvious “time-space compression”.

Key words: spatial structure, HSR effect, mechanism, Beijing-Shanghai HSR

Degen WANG, Li WANG, Tian CHEN, Lin LU, Yu NIU, August Lew ALAN. HSR mechanisms and effects on the spatial structure of regional tourism in China[J].Journal of Geographical Sciences, 2016, 26(12): 1725-1753.

Figures/Tables 12

Figure 1

Figure 2

Table 1

Changes of network centrality of tourist flow of Beijing and Shanghai before and after HSR"

The network of tourist flow in Beijing							The network of tourist flow in Shanghai
Tourism nodes	Before opening HSR			After opening HSR			Tourism nodes	Before opening HSR			After opening HSR
	Degree centrality		Middle centrality	Degree centrality		Middle centrality		Degree centrality		Middle centrality	Degree centrality		Middle centrality
	Outward	Inward	Middle centrality	Outward	Inward	Middle centrality		Outward	Inward	Middle centrality	Outward	Inward	Middle centrality
D2	0.00	3.85	0.00	0.00	0.00	0.00	D27	3.85	11.54	0.46	7.69	3.85	0.00
D3	0.00	6.95	0.00	0.00	4.85	0.00	D26	3.85	7.70	0.00	7.69	7.69	0.19
D4	0.00	3.85	0.00	0.00	3.70	0.00	D25	11.54	11.54	0.92	5.64	9.12	0.39
D6	0.00	3.85	0.00	0.00	3.70	0.00	D24	3.85	7.69	0.00	3.85	0.00	0.00
D7	0.00	3.85	0.00	0.00	3.70	0.00	D22	7.69	11.54	0.92	9.74	13.96	2.68
D5	0.00	0.00	0.00	0.00	0.00	0.00	D21	0.00	3.85	0.00	0.00	3.85	0.00
D8	15.23	3.85	0.77	15.39	3.85	0.46	D20	0.00	0.00	0.00	0.00	0.00	0.00
D9	0.00	3.85	0.00	0.00	4.15	0.00	D19	0.00	3.85	0.00	0.00	3.85	0.00
D10	0.00	3.85	0.00	0.00	4.15	0.00	D18	0.00	3.85	0.00	0.00	7.69	0.00
D11	0.00	3.85	0.00	0.00	4.50	0.00	D17	0.00	3.85	0.00	7.69	3.85	0.00
D12	0.00	3.85	0.00	3.85	7.69	0.00	D16	0.00	0.00	0.00	0.00	0.00	0.00
D13	3.85	3.85	0.15	7.69	11.54	0.92	D15	0.00	3.85	0.00	3.85	4.15	0.00
D14	0.00	3.85	0.00	0.00	4.52	0.00	D14	0.00	3.85	0.00	0.00	7.69	0.00
D15	0.00	3.85	0.00	0.00	4.15	0.00	D13	0.00	3.85	0.00	19.23	26.92	9.85
D16	0.00	0.00	0.00	0.00	0.00	0.00	D10	0.00	0.00	0.00	3.85	3.85	0.00
D17	0.00	3.85	0.00	3.85	3.85	0.15	D11	0.00	0.00	0.00	0.00	0.00	0.00
D18	0.00	0.00	0.00	0.00	3.85	0.00	D12	0.00	3.85	0.00	3.85	7.69	0.08
D19	0.00	0.00	0.00	0.00	3.85	0.00	D8	0.00	3.85	0.00	15.39	7.69	3.65
D20	0.00	0.00	0.00	0.00	0.00	0.00	D9	0.00	0.00	0.00	0.00	3.85	0.00
D21	0.00	0.00	0.00	0.00	3.85	0.00	D5	0.00	0.00	0.00	0.00	0.00	0.00
D22	0.00	3.85	0.00	7.69	7.70	0.35	D7	0.00	3.85	0.00	0.00	0.00	0.00
D24	0.00	0.00	0.00	0.00	3.85	0.00	D6	0.00	0.00	0.00	0.00	0.00	0.00
D25	0.00	0.00	0.00	0.00	3.70	0.00	D4	0.00	0.00	0.00	3.85	0.00	0.00
D26	0.00	0.00	0.00	3.85	3.85	0.00	D3	0.00	3.85	0.00	3.85	4.52	0.00
D27	0.00	3.85	0.00	3.85	11.54	0.11	D2	0.00	0.00	0.00	0.00	3.85	0.00
D28	0.00	3.85	0.00	0.00	11.54	0.00	D1	0.00	3.85	0.00	11.54	26.92	4.23
D23	0.00	3.85	0.00	0.00	3.85	0.00	D30	0.00	0.00	0.00	0.00	3.85	0.00
-	-	-	-	-	-	-	D29	0.00	3.85	0.00	0.00	4.52	0.00

Table 1

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Table 2

Figure 10

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Cities	The rank of travel demand in HSR	The rank of initial endowment of tourism resources	The rank of hospitality capacity	The rank of tourist transportation network density	The travel time of HSR	The travel time of bullet train
Tianjin	5/4	12/12	7/12	3/3	0.40/3.99	0.93/8.90
Cangzhou	20/25	25/26	22/23	19/19	0.75/3.40	1.80/8.10
Dezhou	27/24	18/20	24/25	13/13	1.10/3.10	2.50/7.30
Jinan	2/3	20/21	6/6	9/9	1.40/2.95	3.30/6.50
Taian	4/2	14/15	11/10	11/11	1.60/2.60	3.80/6.10
Zaozhuang	13/2	8/8	23/24	10/10	2.10/2.00	5.10/4.80
Xuzhou	19/18	23/24	18/18	14/14	2.30/1.80	5.50/4.40
Suzhou	17/20	26/27	27/28	17/17	2.50/1.60	6.00/3.90
Bengbu	26/26	22/23	26/27	12/12	2.80/1.40	6.60/3.30
Chuzhou	24/19	21/22	25/26	21/21	3.15/1.00	7.50/2.40
Nanjing	1/7	4/3	5/5	6/6	3.30/0.87	7.80/2.00
Zhengjiang	22/21	16/17	21/22	4/4	3.50/0.68	8.30/1.60
Changzhou	21/6	19/18	15/15	5/5	3.70/0.50	8.80/1.10
Wuxi	16/10	9/7	13/13	8/8	3.80/0.37	9.00/0.85
Suzhou	6/5	2/2	3/3	2/2	3.90/0.25	9.30/0.57

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