The Accessibility Changes of Chinese High Speed Railway Network

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1 The Chages of Chiese High Speed Railway Network Qia Zhao +, Liagpig Hog 2 ad Xiagbai Wu 3 School of Architecture ad Urba Plaig, Huazhog Uiversity of Sciece ad Techology 2 School of Architecture ad Urba Plaig, Huazhog Uiversity of Sciece ad Techology 3 College of Oceaography ad Evirometal Sciece, Xiame Uiversity Abstract. High speed railways (HSRs) play a sigificat role i trasportatio etwork ad Chia has udergoe extesive developmet i HSRs i recet years. The pricipal aim of this paper is to evaluate the accessibility chages of rail trasportatio etwork i Chia after the itroductio of HSRs from the atioal poit of view. We build a atioal rail etwork coverig 3 urba odes (27 provices ad 4 muicipalities) i Chia, ad compare the situatios i the years of 2006, 2009 ad 200. A weighted average accessibility idicator is used to measure the chages i accessibility i 2006, 2009 ad 200. Keywords: High Speed Railways, Idicator, Chia.. Itroductio High speed railways (HSRs), operated at a speed of 200 km/h or higher, brig a major improvemet i the accessibility level of trasportatio etworks, ad modify the relative distace of differet places (Gutierrez et al, 996). There are several well-kow HSR systems all over the world, for example Shikase i Japa ad Trai à Grade Vitesse (TGV) i Frace. Now the Chiese HSR etwork developmet is at a early stage with a limited umber of lies, but the overall competitive stregth of trasportatio etwork has icreased because of great reductio of travel time amog cities liked by HSRs. Although some researches have already aalysed the accessibility chages by HSRs i Chia, they just focused o oe specific HSR lie, such as Jighu HSR (likig Beijig ad Shaghai) or Wuguag HSR (likig Wuha ad Guagzhou) (see, for example, Jiag et al, 200). By buildig a atioal rail trasport etwork, this paper tries to aalyse the accessibility chages by HSRs from the atioal poit of view. 2. Idicator Selected I geeral, accessibility is a measuremet of locatio o a surface relative to suitable destiatios, adjusted for the characteristics of trasport etwork or etworks likig poits o that surface (Vickerma, 974). Accordig to Hase (959), accessibility is defied as the potetial of opportuities for iteractio. Hase (959) used the desire ad ability of persos or compaies to overcome spatial distace to adjust the spatial distributio of activities about a zoe, ad the cocept ca be expressed by the followig formula: A 2 = S 2 x () T 2 Where A 2 is a relative measure of the accessibility at Zoe to a activity located withi Zoe 2, S 2 equals the size of the activity i Zoe 2; i.e., umber of jobs, people, etc., T -2 equals the travel time or distace betwee Zoe ad 2, x is a expoet describig the effect of the travel time betwee the zoes. If more ad more jobs are located earer to Zoe, the accessibility to employmet at Zoe will grow. The ecoomic potetial is a gravity-based measure which is a measure of the accessibility of a give volume of ecoomic activity to a particular regio, ad its classical mathematical expressio is as follows (Gutierrez, 200): M j Pi= (2) a T ij + Correspodig author. Tel.: ; fax: address: zhaoqiawh@gmail.com. 5

2 Where P i is the ecoomic potetial of ode i, a is a parameter reflectig the distace decay, M j is the mass of the destiatio, T ij is the travel time, cost or distace betwee ode i ad ode j. There are a wide variety of models to measure accessibility, ad selectig a proper idicator is very importat for measurig the accessibility. I fact, results could be differet depedig o the idicator we choose. This paper adopts the weighted average accessibility idicator described i Gutierrez et al (996) ad modified by oe of the authors, Zhao, as show below. A ( Tij( GDPj( ) i( = Where A i( = the accessibility idicator of origi i i time t, T ij( = the travel time through the rail ad HSRs betwee the origi i ad the destiatio j (i miutes) i time t, GDP j( = the gross domestic product of the destiatio j i time t, i subscripts refer to the origi, j subscripts refer to the destiatio, t subscripts refer to the time. Although i order to demostrate the pure rail effect, the GDP ecoomic activity measure i the idicator was fixed (Gutierrez et al, 996), we adjusted the origial formula by usig differet GDP values from differet times, because accessibility depeds both o a variatio of the access times ad o the ecoomic weights of regios. Chia is a rapidly developig coutry ad has great ecoomic gap betwee differet regios. HSRs will brig differet ecoomic attractio ad growth potetial i developig regios ad developed regios ad modify their relative locatio. As a descriptio of usig fixed GDP will be show i the followig parts, we ca compare the situatios usig fixed GDP or chaged GDP. Also, because of their ormally close ties, the GDP of the provice as a whole rather tha the GDP of its etwork trasportatio ode is used i the calculatios. I this paper, this idicator is more suitable tha those of ecoomic potetial. First, the goal of this paper is to idicate the accessibility chages which are brought i by the reductio of time distace betwee cities after the implemet of HSRs from locatioal rather tha ecoomic poit of view. Secod, short distaces cotribute heavily ad log distaces cotribute little i the ecoomic potetial idicator, while there is o distace decay i the weighted average accessibility idicator. This study aims to create a Chiese-wide trasportatio etwork ad it is reasoable to cosider the effect of log distaces istead of short distaces. I coclusio, accordig to the aims of the study, the accessibility to destiatio is assumed to be a fuctio of a weighted average of the miimal travel times by rail ad the ecoomic weight (GDP) of the destiatio i differet years (2006, 2009 ad 200). 3. Rail Trasportatio etwork buildig ad accessibility calculatio Util ow, there have bee six atioal campaigs called Railway Speed Up which ehaced the speed of atioal railways i Chia. Whe the sixth Railway Speed Up Campaig was commeced o April 8th, 2007, the first HSR service from Shaghai to Suzhou was put ito use. After that, several Chia HSR traisets etered ito operatio. Accordig to the govermet website XINHUANEWS i Chia ow possesses the logest HSRs miles i the world ad plas to create a extesive atioal HSR etwork to improve the accessibility levels of the liked cities, brigig them closer to each other i terms of travel times. 3.. Network buildig i Chia Accordig to the Miistry of Railway s Mid-to-Log Term Railway Network Pla (revised i 2008), the atioal HSRs grid is composed of 8 HSR corridors, amog which four ruig orth-south ad four goig east-west, ad has a total of 6,000 km i There are 27 provices ad 4 muicipalities (excludig Hog Kog, Macau ad Taiwa) i Chia, ad this paper icludes all 3 for aalysis. There are several reasos for this. I Chia, the muicipalities ad provicial capitals are ot oly political ad ecoomic ceters, also major trasport odes where importat GDP j( (3) 6

3 dimesios of the local ad regioal trasportatio ifrastructures are located. I this etwork coverig 3 odes, oly 2 odes had HSRs service i the year of 200 ad 0 did ot (Fig. ). Thus, because the HSR etwork has t covered whole Chia, we adopt the HSR data for the accessibility idicator if there is a HSR lie passig by a ode, or adopt the miimal time for regular trais if there is o HSR. Fig. : Distributio of HSR odes i of the 3 odes calculatio Betwee 2007 ad 200, more tha 0 HSR lies i Chia were iaugurated ad may existig rail lies were upgraded. By 2008, the mileage of HSRs i operatio totaled 649 km ( km i 2009 ( ad with a huge developmet the mileage rose to 8358 km i 200 ( Because of great developmet, the travel times of rails i 2006, 2009 ad 200 are used for aalyzig accessibility chages. The GDP data of 3 provices ad muicipalities i 2006, 2009 ad 200 were obtaied from the Chiese Natioal Bureau of Statistics database ( I the rail trasportatio etwork, the travel times of differet years from oe poit of origi to ay other ode are the miimal miutes, which is obtaied by the ew trai schedule software called Chia Railway Timetable. This software is developed by the Chia Railway Publishig House. I the data collectio, the origis ad destiatios used i this paper are the 3 odes i rail trasportatio etwork as metioed before i Chia Whe we ecouter the situatio that a ew lie was iaugurated durig a year, we use the mea of travel time which is the average of all travel times for before ad after the chage. Takig Hewu HSR (likig Hefei ad Wuha) for example, this lie came ito service i April 2009 ad the travel time from Hefei to Wuha was 25 miutes, while the previous time was 45 miutes, so the mea travel time i the year of 2009 is 207 miutes. Trasfer times which exist for idirect lies, refer to the time required i the itermediate stops to trasfer to aother trai or statio: 300 miutes is used as the average trasfer time i trasit based o the experiece. This icludes ot oly the time i waitig for the ext trai, but also the time whe the user may chage statios. For example, may railways to Tiaji eed to trasfer at Beijig ad go to a differet statio to cotiue the trip. The procedure of calculatig the accessibility idicator i a Matlab is rather simple. The 3 urba agglomeratios i Chia are represeted by odes o the rail trasportatio etwork, with the followig attributes: ame of the ode, GDP, travel time, direct lies or idirect. The a accessibility idicator for each ode was obtaied applyig formula 3, ad as show i Table. The travel times betwee every two odes amog those 3 odes i 2006, 2009 ad 200 are obtaied from differet Chia Railway Timetable versios i differet times; each versio lasts for several moths, ad some railways may have little chages durig these moths. 7

4 Regio Node 2006 i miutes Table : Idicators of the 3 Nodes i miutes 200 i miutes Differece percet Huabei Beijig Tiaji Shijiazhuag Taiyua Huhehaote Dogbei Sheyag Chagchu Harbi Huadog Shaghai Najig Hagzhou Hefei Fuzhou Nachag Ji a Zhoga Zhegzhou Wuha Chagsha Guagzhou Naig Haikou Xi a Chogqig Chegdu Guiyag Kumig Lasa Xibei Xi a Lazhou Xiig Yichua Wulumuqi Chages As Table shows, from 2006 to 200, the accessibility idicator of each ode has bee produced ad the accessibility has bee greatly improved by the operatio of HSRs. The ode with the highest chage is Wuha with 26.72%, Hefei with 26.4%, Shaghai with 25.38%, the Sheyag with 24.7%, Taiyua with 23.94% ad Chagsha with 2.2%. I cotrast, odes i the orthwest ad southwest parts have little improvemet, like Naig with 0.5%, Lasa with 6.84%, Lazhou with 6.84%. But i overall, the HSRs have improved the competitive stregth of rail system i Chia, makig travels more coveiet. Calculatios of relative differeces i the accessibility idicator betwee 2009 ad 200 offer somewhat differet results. The HSR etwork has icreased some places accessibility by substatially reducig the travel times. The ode with the highest chage is Wuha with 0.52%, the Chagsha with 7.30% ad Shaghai with 6.2%. However, Table also shows that the itroductio of HSRs has had some egative effects where the accessibilities of te odes were slightly reduced from 2009 to 200. A commo reaso for this is that whe high speed ad ordiary trais use the same tracks, the ordiary trais may eed to stop at the passig statios i order to esure that the high speed trais have the priority to ru o time. The we use the fixed GDP to calculate, ad the situatio was differet from the result above. As we adopt the GDP of 2006 for aalysig, there were two odes: Tiaji ad Yichua experiece a worse trasport chage from 2006 to 200 ad six odes: Tiaji, Chagchu, Harbi, Chogqig, Lasa ad Xiig experieced a worse chage from 2009 to 200. Chagsha ad Wuha experiece a greatest chage 8

5 from 2006 to 200 ad 2009 to 200. The result of fixed GDP is ot as reasoable as chaged GDP, because egative situatio of two odes from 2006 to 200. But the cetre regio, like Wuha ad Chagsha experiece good chage i two methods. I regioal terms, the data idicates the most accessible areas of Chia stretch from the easter regio to the cetral regio. The more peripheral odes i terms of accessibility are i the orthwest ad southwest. The HSRs improve the accessibility level overall, but it ideed aggravate the trasportatio etwork gap amog easter, cetral ad wester regios. Nowadays there are great differeces i speeds withi the railway etwork i Chia, from km/h or greater o the HSR lies to probably 60 km/h or less i some regios such as those i the orthwest ad southwest. 4. Refereces [] J. Gutierrez, R. Gozalez, G. Gomez. The Europea high speed trai etwork. Joural of Trasport Geography. 996, vol. 4, o. 4, pp [2] J. Gutierrez. Locatio, ecoomic potetial ad daily accessibility: a aalysis of the accessibility impact of the high-speed lie Madrid-Barceloa-Frech border. Joural of Trasport Geography. 200, 9: [3] W. G. Hase. How accessibility shapes lad use. Joural of the America Istitute of Plaers. 959, vol. 25, issue. 2, pp [4] H. B. Jiag, J. G. Xu, Y. Qi. The ifluece of Beijig-Shaghai high-speed railways o lad accessibility of regioal ceter cities. Acta Geographica Siica. 200, vol. 65, o. 0, pp [5] R. W. Vickerma., attractio ad potetial: a review of some cocepts ad their use i determiig mobility. Eviromet ad Plaig. 974, A6 (6): [6] [7] [8] [9] [0] The Chiese Natioal Bureau of Statistics database. 9