SSCI论文-高铁旅游效应(3)

Related research

Empirical research on the interrelationships between transport and tourismdevelopments has largely been lacking, not to mention studies exploring theconsequences of railway developments in tourism terms. Generally, transport-related variables have been incorporated into broader models of forecastingtourism demand through applications of such approaches as regression and timeseries analyses (Song and Li, 2008). The costs of transportation, in bothtemporal and monetary terms, have also constituted models for evaluatingtourist expenditures and the mechanisms of the absorption of those expendituresinto the local economy of the destination (Li and Liu, 2005). Khadaroo andSeetanah (2008) employ a gravity framework in confirming the importance oftransport infrastructure in determining the tourism attractiveness ofdestinations.More specifically, Zhang and Lu (2002) compare differentfunctionsof rail, highway and air transport in tourism development andelaborateon their respective strengths and deficiencies. Furthermore, a uniquesociological perspective of transportation is provided by Yeoman (2006) on howtransportation might help enhance authentic experiences of the tourist.When it comes to the issue of high-speed railway and tourism, existing

Impacts of the high-speed train on China’s tourism demand161

research efforts have concentrated on cases in Europe, where the high-speedrailway was first completed and operated, in France in 1983. Beneficial effectsthat can be brought about by the high-speed rail to local tourism developmenthave been addressed, particularly the cultivation of new market segments, likebusiness and urban tourism (Masson and Petiot, 2009). In particular, theenvironmental advantages represented by the high-speed mode have often beenraised in response to challenges concerning its costs (Nakagawa and Hatoko,2007). However, potential challenges that could arise, while still lackingevidencefrom empirical examinations, are highlighted. For instance, theavailabilityof high-speed railway may deprive business opportunities for othercomponents of the tourism industry – for example, accommodation nights inhotels (Bull, 1991). Furthermore, the effects of high-speed rail could beunbalancedin spatial terms, with gains for one destination being losses foranother along the route (Sinclair and Stabler, 1997). Masson and Petiot (2009)further argue that high-speed rail should not be treated as a panacea for tourism,and the existing tourism potential of the destination, with no exception of itscurrent transport infrastructure, should be taken into account for high-speedrail to exert positive effects on destination development. At the same time,managerial challenges and financial concerns have further clouded the prospectsof high-speed railways and the confidence of both public and private investors,with the latest evidence in Taiwan (Rong and Zhang, 2010).Since CRH trains have been in operation for only a few years, studies ontheir tourism impacts have been quite limited, mostly centring around generalplanning and development strategies (Hu, 2010; Zhang, 2010; Huang, 2011).Considering the scale of the high-speed railway in China, as well as recentcontroversies over its economic and social effects, it is imperative in boththeoretical and practical senses to explore the economic values of the CRHtrains in tourism terms. In this paper we aim to assess the tourism impactsof CRH trains in a comprehensive, consistent and context-relevant manner.Specifically, the objectives are to explore and model the major factors pertinentto the tourism impacts of CRH trains, and to evaluate and compare theeconomic impacts of CRH trains on tourism development in selected Chinesedestination areas.

Methodology

This study selects the three provinces along the Wuhan–Guangzhou high-speedrailway as its research samples; namely, Hubei, Hunan and Guangdong. Theselection is based on the peculiarities of this route, which contribute to thevalidity of the study. First, the route spans 11 destinations in three provincesin the middle and south of China with varying levels of economic and socialdevelopment. For example, the destination of Guangzhou in Guangdong, theterminus of the railway, is an internationalized metropolitan city with richtourist attractions and advanced infrastructure. The destination at the other end,Wuhan in Hubei province, is a regional centre in the middle of China. For citiessuch as Shaoguan in Guangdong and Xiangtan in Hunan, where the economiesare much less developed, pro-poor tourism styles have been long practised.Therefore, investigations of these destinations can yield the broadest picture of

162TOURISM ECONOMICS

the tourism impacts brought by the high-speed railway. Second, the Wuhan–Guangzhou route was the longest high-speed railway – nearly 1,070 km – withthe fastest trains at the time of its completion in December 2009, attractingconsiderable attention from both policymakers and the mass media. So assessingthe tourism impacts of this route is expected to attenuate discourses from thetourism field in the broader public debate. Third, while there have already beenhigh-speed railways connecting more representative Chinese destinations suchas Beijing and Shanghai, the effects of mega events like the 2008 OlympicGames in Beijing and 2010 World Expo in Shanghai may have overwhelmedthe influences of the high-speed railway itself.In accordance with the requirements of the construction of this model, theperiods of January 2008 to December 2009, preceding the operation of thehigh-speed railway, and January 2010 to December 2011, after the start of itsoperation, are chosen as the time series frame.This study expresses the tourism receipts of the three provinces of Guangdong,Hubei and Hunan during the research period as a function of income, pricesand the high-speed railway as follows:

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