Influence of the High-Speed Rail on the Spatial

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Asia Pacific Journal of Tourism Research Publication details, including instructions for authors and subscription information: http://www.tandfonline.com/loi/rapt20 Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism – Taken Beijing–Shanghai High-Speed Rail of China as Example Degen Wangab, Jia Qiana, Tian Chenb, Meifeng Zhaob & Yun Zhanga a Tourism Department of Suzhou University, Suzhou, Jiangsu 215123, People's Republic of China b Institute of Geographic Sciences and Natural Research of Chinese Academy of Sciences, Beijing 100101, People's Republic of China Published online: 22 Jul 2013.

To cite this article: Degen Wang, Jia Qian, Tian Chen, Meifeng Zhao & Yun Zhang (2014) Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism – Taken Beijing–Shanghai High-Speed Rail of China as Example, Asia Pacific Journal of Tourism Research, 19:8, 890-912, DOI: 10.1080/10941665.2013.818049 To link to this article: http://dx.doi.org/10.1080/10941665.2013.818049

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Inﬂuence of the High-Speed Rail on the Spatial Pattern of Regional Tourism – Taken Beijing–Shanghai High-Speed Rail of China as Example

Degen Wang1,2, Jia Qian1∗, Tian Chen2, Meifeng Zhao2 and Yun Zhang1 1Tourism Department of Suzhou University, Suzhou, Jiangsu 215123, People’s Republic of China 2Institute of Geographic Sciences and Natural Research of Chinese Academy of Sciences, Beijing 100101, People’s Republic of China

This paper compares volumes, flows, and spatial patterns of traffic before and after the opening of the high-speed rail (HSR) link between Beijing and Shanghai. Evidence emerges of a significant change in the shape of isochrones within the region. Under the influence, the temporal and spatial distance between the source region and tourist destination is greatly reduced. Equally, multiple contact modes are more apparent and the overall structure of tourism flow network is closer after the opening of the HSR service. As can be seen from the above, the HSR has a significant impact on regional tourism traffic accessibility and then has a significant on the temporal and spatial distribution of regional tourism resource. The tourism flow will respond positively to the “space compression” effect.

Key words: accessibility, tourism resource, tourist ﬂow, spatial pattern, Jinghu HSR

Introduction number of passengers. The HSR can exert a Downloaded by [University of Central Florida] at 05:30 21 August 2014 “space compression” effect because of its The high-speed rail (HSR) is an important advantages of fastness, safety, and efficiency. milestone of the “traffic revolution” of The HSR is expected to enable increased modern society. The HSR has become a travel distance and affect the travel destination common development trend of railways in choices of tourists, which can significantly different countries because it solves the change the spatial distribution of tourism problem of rapidly transporting a large resources (Wang & Chentian, 2012).

∗Email: [email protected]

# 2013 Asia Paciﬁc Tourism Association Inﬂuence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 891

Studies on HSR in foreign countries began between cities are widened and an HSR early and developed rapidly. Academic “siphoning effect” is produced. Moreover, circles focus on timely HSR development and the HSR improves the accessibility of Iberian’s attach great importance to the impact of urban agglomeration and increases the HSR on tourism research. Results are rela- exchange between this agglomeration and tively abundant and focus mainly on the those outside it. Consequently, the influence impact of HSR on other tourism transpor- of the “core–edge” phenomenon is weakened, tation systems (Oskar, 2008; Park & Ha, the accessibility imbalance in Europe is effec- 2006; Vickerman, 1997) as well on travel tively alleviated, and the development gap modes (Oskar, 2005; Sophie & Romain, between cities is narrowed (Javier, 2001). 2009), travel time (Givoni, 2006; Okada, The HSR significantly affects the spatial 1994), regional tourism income (Banister & pattern of regional tourism by changing the Berechman, 2005; Sophie & Romain, 2009), accessibility. The opening of the HSR from structure of the tourism element in the destina- Perpignan, France to Barcelona, Spain tion (Krugman, 1991; Sophie & Romain, reduced the travel time from 2.75 h to 0.83 h 2009), and spatial structure of the tourism des- but aggravated the spatial competition of tination (Javier, 2001; Javier, Rafael, & regional tourism. Barcelona’s positional Gabriel, 1996; Sophie & Romain, 2009). advantage and tourist facilities concentration The impact of HSR on regional accessibility are also better than those of Perpignan, and tourism spatial structure is the focus of thereby leading to greater tourism develop- this research. ment potential and enhanced tourism aggrega- Compared with the regional accessibility of tion. Perpignan has only a few historical Europe 1993, the situation has remarkably memorial towns with limited tourism products changed since the formation of the HSR and imperfect tourism infrastructures. The network in 2010. The proportion of areas HSR results in the further decline tourist with high accessibility (France, Belgium, the attractions and tourism development in Perpi- Netherlands, Germany, Great Britain, and gan (Sophie & Romain, 2009). Meanwhile, Italy) out of the total area of the European the HSR connects some parts of California’s Union increased from 0.22% in 1933 to northern, central valley, and southern settle- 50.46% in 2010. By contrast, the proportion ment areas, which is convenient for tourists of areas with low accessibility decreased from (Sean, 2008). Japan’s Shinkansen makes 46.3% to 10.35%. Therefore, HSRs improve scenic tourist spots conveniently closer to the the accessibility of the entire European Union source region, thereby showcasing the Downloaded by [University of Central Florida] at 05:30 21 August 2014 and alleviate imbalances in regional traffic phenomenal “use of the Shinkansen as a corri- (Javier et al., 1996). The influences on regional dor” (Lin, 2011). Many large tourist rec- traffic balance at different scales vary depend- reational areas in cities along the Shinkansen ing on the HSR line. In the case of Spain, the are being developed. Cities and commercial HSR has minimal effect on the urban linkage centers strung together by the Shinkansen of its west and southwest parts but consider- form a “functional area” similar to a pearl ably influences the accessibility of cities along necklace and collectively called as “HSR corri- the Madrid–Barcelona–France border. Given dors”. The “HSR tourism circle” and “HSR that the HSR provides more development leisure circle” are formed around these opportunities for these cities, the gaps “corridors”. Residents along the Tokaido 892 Degen Wang et al.

Shinkansen typically take advantage of the changes in the spatial pattern of urban Shinkansen for their daily leisure and travel tourism caused by the HSR. The attractive activities in the “HSR tourism and leisure range of tourism resources is also expanded circles” between Tokyo and Osaka. These and the alternative attractions are objectively areas continue to expand and further acceler- intensified, thereby strengthening the regional ated the transformation and upgrading of the tourism competition (Zhang, 2010). tourism industry (Chen, 2011). In conclusion, the studies on HSR in foreign Considering the rapid development of the countries are more mature and cover a wide HSR in China, domestic scholars have accord- area. Research on the impact of HSR on ingly launched HSR-related tourism studies regional accessibility and the spatial structure with the following main points. The HSR of tourism is prominent and focuses on empiri- induces changes in the location and function cal and quantitative analyses. Compared with of tourism spatial nodes. The HSR enables a foreign research, domestic research on HSR one-day traffic connection among most cities emphasizes the level of assumptions and across the country, particularly central cities inferred descriptive studies without quantitat- such as Beijing, Shanghai, Guangzhou, and ive and empirical research. Quantitative ana- Wuhan. Other cities, such as Baoding, lyses and empirical research on HSR tourism Xinyang, and Shaoguan, are very likely to are therefore urgently required, especially become “small stations” in the HSR network when China enters the HSR networked pattern (Wang & Zou, 2010). Moreover, the period. The strong practical value and theoreti- Wuhan–Guangzhou HSR optimizes the cal significance of quantitative and empirical spatial pattern of the transportation network research on HSR are made obvious in this in the Pan Pearl River Delta. This HSR pro- study. First, in-depth understanding of the influ- motes tourism cooperation between this ence of HSR on the regional tourism spatial region and the central region, exerting an structure can provide a theoretical basis for obvious “city effect” and “integration” the construction of regional tourism transpor- among Guangzhou, Changsha, and Wuhan tation and promote the cohesion of transpor- (Liang, 2010). The HSR changes the spatial tation planning and tourism planning, the pattern of source markets and significantly reasonable spatial arrangement of regional reduces the tourists’ perceived distance tourism resources and elements and the coordi- between the source region and tourist destina- nation and integration of regional tourism to tion (Zhang, 2010). The spatial pattern of determine the motivating power of long-term tourism market is also restructured (Heyan, development and to ultimately lay the “paving Downloaded by [University of Central Florida] at 05:30 21 August 2014 2011). The trend of FIT, urban integration, stone” for the reconstruction of a large-scale and regionalization of relatively developed tourism spatial structure with the national regions connected by the HSR increase in pro- HSR network in the background. Second, the minence. The tourist market radius is con- “space compression” characteristic of HSR sig- siderably expanded. The HSR expands the nificantly affects travel distance and the choice range of the urban recreational belt and per- of tourism destination. A new law regarding fects the spatial pattern of urban tourism tourists’ travel behavior in the era of HSR is (Wang, 2011; Yang, 2011; Zhang, 2011). established in this study; this new law will Meanwhile, the spatial perception distance help enrich and deepen research on the behavior between cities is shortened because of the of tourists in general. Third, HSR is a new mode Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 893

of transportation. The contents of Chinese impact of HSR on regional tourism flow is tourism geography, transportation geography, necessary to address these problems. and behavioral geography can be made abun- This study focuses on the Beijing–Shanghai dant in theory. This study objectively predicts HSR to analyze the changes in the transpor- and evaluates the change in the characteristics tation accessibility of endpoint cities Beijing of the regional tourism spatial structure in the and Shanghai before and after HSR. Changes HSR network era both at the national and in the spatial distribution of regional tourism local levels to avoid the “blindness” of govern- resource points along the Jinhu line are also ment decision-making, to provide a scientific analyzed in terms of time and spatial distance. basis for the study of the rational distribution Apart from considering the changes in accessi- of regional tourism spatial patterns, and to bility and in the spatial pattern of tourism support the government in achieving the goal resources, we also conducted a social network of making tourism the strategic pillar industry analysis to empirically study the changes in of the national economy. the spatial pattern of tourism flows in Beijing and Shanghai before and after HSR.

Research Design and Data Processing Accessibility Evaluation Design HSR has an impact on the accessibility pattern of regional tourism transportation because of Study area and database construction. The the “space compression” effect caused by the Jinghu HSR line involves three municipalities rapidity and convenience of HSR. When (Beijing, Tianjin, and Shanghai) directly selecting a travel destination, people generally under the central government and four pro- consider the smallest “travel tour time ratio”; vinces (Shandong, Anhui, Jiangsu, and this ratio is the ratio of the time for one-way Hebei). The vector data of the space adminis- travel from the place of residence to a tourist trative border come from 1:400,000,000 resource point to the time for the tour in the Chinese basic geographic information data. resource point (Chen & Bao, 1988). Travel The data of waterways and roads (including time is significantly shortened, and the value railways, expressways, national highways, of “travel tour time ratio” increases accord- provincial highways, and roads in general) ingly when traffic accessibility is greatly originate from maps of the “1:4,000,000 improved. The impact of spatial distance on highway traffic edition” and “1:4,000,000 tourists is therefore reduced. Tourists are basic elements edition” of the Ministry of Downloaded by [University of Central Florida] at 05:30 21 August 2014 mainly influenced by time distance. HSR Transportation. Map elements are extracted affects accessibility and creates an impact on from the seven provinces and cities, and vec- the spatial distribution of time distance to torization is performed (Figure 1). tourist resource points. After HSR has affected ArcGIS Desktop 9.3 is used as the operating the elements of tourism such as regional acces- platform to project the transformation of sibility and the spatial distribution of regional graphical data and then to project the equival- tourism resources, how will the subjects of ence conic with the unified space reference tourism, the tourists, respond? How will the system ALBERS (Krasovsky_1940_Albers). travel space behavior change? What are the The data are hierarchically vectored and laws involved in such change? Studying the stored in a geographic database (Geodatabase). 894 Degen Wang et al.

Figure 1 Trafﬁc network of the case area.

Accessibility quantitative evaluation. First, speed of various spatial objects. The speciﬁc the space distance is converted into temporal speed settings are as follows (Table 1). First, distance, and different types of road trafﬁc roads are divided into railways, expressways, speeds must be set to measure the shortest tem- national highways, provincial highways, and poral distance. Different surface types have roads in general. The speed is set according to

Downloaded by [University of Central Florida] at 05:30 21 August 2014 varied commuting modes and travel speeds. the different levels of railway mileage and Thus, this paper divides surface types into speed standards of 2005, as well as to the land, roads, and waters and then separately “Engineering Technical Standards of the establishes time cost values. To maximize cal- People’s Republic of China” (JTGB01-2003). culation accuracy, the selected cell size is 0.5 Second, waterways are considered to have × 0.5 km, and the reference of time cost certain trafﬁc capabilities, but some places values is set as the required minutes for travel- require the circumvention of a certain distance ing an average distance of approximately to reach the other side with higher cost than 1 km. The formula is as follows: cost ¼ 60/V, land traveling. Thus, the average speed for where cost is the cost of time and V is the set 1 km/h is taken (Wang, Xu, & Zhu, 2010). Inﬂuence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 895

Table 1 Main spatial factor cost in Jinghu region

Spatial objects Land Water Railway High speed Nation road Provincial road HSR

Speed (km/h) 16 1 90 120 80 60 300 Time cost (min) 3.75 60 0.67 0.5 0.75 1 0.2

Third, land refers to high-speed, state, and pro- using the cost weighting command in ArcGIS vincial roads, as well as contiguous land parts to obtain the classification figure of the short- outside waters. A person can freely travel in est accessibility time before and after HSR. any direction. Walking, buses, taxis, or private cars are given priority. The walking speed is set for 5 km/h. The speed of the bus Tourism Resource Selection and Analytical is set at 13 km/h after city tests in Beijing and Methods Shanghai. The integrated speed of taxis or private cars is lower because the roads are Tourists tend to choose tourism resources with crowded and traffic lights are numerous. The high standards (Chen & Bao, 1988). Thus, this speed of buses is set at 30 km/h after city tests paper selects as study objects the travel in Beijing and Shanghai. The integrated resource points in the cities serviced by the average speed for walking, buses, and taxis is Jinghu HSR and the surrounding scenic areas 16 km/h. Fourth and last, the speed of the where tourism resources are of high standards. HSR is set at 300 km/h. These points mainly include world heritage, The cost value is used to extract spatial national scenic, and 5A-class tourist areas. At elements from the underlying database and the same time, some sightseeing places to establish vector elements layer. The seven lacking these tourism resources are also con- layers include the roads, land, and waterways sidered, including 4A-level tourist areas, given in Table 1. After determining the cost national forest parks, and rural tourism spots attribute, vector data are converted to raster (Table 2). data, whose values correspond to the cost The research ideas on how the HSR affects value. The superimposed raster data of the distribution pattern of tourism resources various layers of time cost are used to obtain are as follows. First, the endpoint cities Downloaded by [University of Central Florida] at 05:30 21 August 2014 the time cost grid of spatial objects. The core Beijing and Shanghai are taken as the source city accessibility is mainly calculated by a region and the changes in temporal and method called cost-weighted distance. In this spatial distances between core cities and technique, the shortest path method is used tourist resources before and after HSR are to calculate the shortest weighted distance analyzed. Second, the shortest spatial distance between each grid and a purpose grid (or between core cities and tourist resource point grid set) in the raster data (Jiang, Xu, & Qi, are calculated by cyberspace analysis using 2010; Wang et al., 2010). HSR stations in Geographic Information System (GIS). The the core city are taken as source points to cal- spatial distance from the source region to culate the accessibility time to the study region each tourist resource point is divided into 896 ee age al. et Wang Degen Table 2 Classification of spatial distance from Beijing and Shanghai to main resources

Code Name Type Beijing Shanghai Code Name Type Beijing Shanghai

1 Forbidden City – The Great a ∗∗∗∗16 Weishan lake wetland park b ∗∗ ∗∗ Wall 2 The Langfang Mingtang Hot d ∗∗∗∗17 Xuzhou Seoul ﬁlm base d ∗∗ ∗∗ Spring Resort 3 Tianjin ancient culture street c ∗∗∗∗18 Yuntai mountain b ∗∗∗ ∗∗∗ 4 Cangzhou wuqiao circus world d ∗∗∗∗19 Huangzangyu valley national d ∗∗ ∗∗ forest park 5 China’s sun valley scenic area d ∗∗ ∗∗∗ 20 Bengbu grass spring farm d ∗∗∗ ∗∗ 6 Baiyangdian c ∗∗∗∗21 Langya mountain b ∗∗∗ ∗∗ 7 Xibaipo b ∗∗ ∗∗∗ 22 Zhongshan Mountain b ∗∗∗ ∗ 8 Baotu spring d ∗∗ ∗∗∗ 23 Huangshan – ancient village a ∗∗∗ ∗∗ 9 Penglai pavilion c ∗∗∗ ∗∗∗ 24 Three mountain scenic spot b ∗∗∗ ∗ 10 Weihai jiaodong seashore scenic b ∗∗∗ ∗∗∗ 25 The dinosaur city leisure tourist c ∗∗∗ ∗ spot area 11 Weifang kite museum d ∗∗ ∗∗∗ 26 Film and television theme park c ∗∗∗ ∗ 12 Laoshan b ∗∗∗ ∗∗∗ 27 Classical garden a ∗∗∗ ∗ 13 Mount tai a ∗∗ ∗∗∗ 28 Oriental pearl c ∗∗∗ ∗ 14 Confucius – Confucius temple a ∗∗ ∗∗ 29 Summer home a ∗ ∗∗∗ – konglin 15 Sunshine square opening seaside d ∗∗∗ ∗∗∗ 30 Qinhuangdao–Shanhaiguan b ∗ ∗∗∗ resort Downloaded by [University of Central Florida] at 05:30 21 August 2014 2014 21 August at 05:30 Florida] of Central by [University Downloaded

Note: “a” – world heritage, “b” – a national scenic area, “c” – 5A-class tourist area, “d” – 4A-class tourist areas, national forest parks, and feature scenic spots; “∗” – the spatial distance from the core city to the tourist resources is short-range, “∗∗” – the spatial distance from the core city to the tourist resources is medium- range, “∗∗∗” – the spatial distance from the core city to the tourist resources is remote. Inﬂuence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 897

three types (Table 2), namely 0–300 km for are constructed based on data obtained from short range, 300–800 km for medium range, questionnaires (divided into HSR flow and and .800 km for remote range. Finally, not HSR flow). Rows represent the starting changes in the isochronous ring distribution point of the tourist flow and columns represent of each tourist resource point in each core the end point. One is added to the correspond- city are compared. Then, changes in the ing cell for each flow. Most analytical technol- spatial pattern of tourism resources as affected ogies of the SNS are based on binary data; by the HSR are analyzed. “one” represents a relationship and “zero” indicates no relationship. Usually, the value in the original matrix is compared with a Tourism Flow Network Construction and certain segmentation score. “One” means Data Processing that the value is greater than or equal to the score and “zero” otherwise. Thus, a suitable The social network structure (SNS) is a scienti- segmentation score must be selected for scien- fic method used to study the special character- tific analysis. No connection and many istics of tourist flows. The SNS mainly involves relations cannot be reflected if the score is three elements: nodes, relationships, and con- too large. The findings have no results of prac- nections. The tourism destination within the tical significance from a pervasive relationship region is equivalent to the point of SNS, the if the score is too small. Thus, results that are linkages between the destination is equivalent either too large or too small are not conducive to the mapping relationship between points, to the detection of the general trend of the and the transportation channels between desti- tourism network structure and to the reflection nations is equivalent to connections (Chen & of the overall characteristics of tourist activi- Huang, 2006). This paper mainly focuses on ties. This paper selects “three” as the segmen- taking tourists’ activities as the main body. tation score (after testing and comparing) and The tourists’ flow relationships between “two” as the original matrix to obtain the tourism nodes are taken to represent the tourist flow matrix before and after the HSR regional tourism flow network structure. The opening in Beijing and Shanghai. The edge of the network structure is used to rep- network analysis of Netdraw is used to resent the influence of directed tourism flow depict the diagram of a flow network before caused by tourists. The paper takes 30 and after HSR opening in Beijing and Shang- tourism resource points in the Jinghu HSR hai and to compare the differences among region as the nodes and establishes the data- tourist spatial behaviors. Downloaded by [University of Central Florida] at 05:30 21 August 2014 base of tourist flow and direction based on a The “time–space compression” effect pro- questionnaire about tourist flow. duced by the HSR can save tourism time and Survey data preprocessing shows that tour- enables tourist travel to remote destinations ists hardly choose the Weishan Lake Wetland within limited time. To make the time consist- Park, Bengbu grass spring farm, and Dezhou ent before and after HSR opening, this paper Sun Valley scenic areas. Thus, these three chooses a three-day vacation for field research. tourism nodes are eliminated in the formal The 2011 Tomb-sweeping Festival holiday analysis of the entire tourist flow network from April 5 to April 7 is chosen before HSR structure. The matrices of flow network of opening in Shanghai, whereas the 2011 the tourism sources in Beijing and Shanghai Labor Day from May 1 to May 2 is chosen 898 Degen Wang et al.

before HSR opening in Beijing. The 2011 Mid- chronous rings for Beijing and Shanghai Autumn Festival holiday from September 10 show a common feature before HSR opening to September 12 is selected after the HSR (Figure 2(a)). One feature is that the isochro- opening both in Beijing and Shanghai. The nous rings are shaped as continuous and investigation sites are the Shanghai Hongqiao compact concentric circles. Another feature is Station, Beijing South Railway Station, Shang- that the area of isochronous rings is less than hai–Beijing G32 HSR, and Beijing–Shanghai 7 h, which greatly differ from that of more G111 HSR. The number of questionnaires than 7 h. The proportions of the area of iso- before and after HSR opening in Shanghai chronous rings of more than 7 h for Beijing are 549 and 349, and 500 and 300 valid ques- and Shanghai accounting for the whole area tionnaires are obtained, respectively. The are 47.75% and 63.41%, respectively. Mean- number of questionnaires before and after while, the 0–3, 3–5, and 5–7 h ring areas are HSR opening in Beijing are 234 and 338, relatively small with corresponding pro- and 220 and 301 valid questionnaires are portions less than 20%. The isochronous obtained, respectively. The efficiency is more rings for Beijing and Shanghai change similar than 85%. SPSS19.0 software is used for the after HSR opening. The first change is the statistical analysis of questionnaires and GIS shape of the isochronous rings, which and SNS are adopted for the spatial analysis. become ribbons-like (which means the isochronous rings shaped as a banding) and extends outward along the HSR line. The Research Results accessibility range of ,7 h isochronous rings for Beijing and Shanghai considerably Effect of the Jinghu HSR on the Regional expand outward, with the 3–5 h ring Traffic Tourism Accessibility Pattern showing the largest expansion. The expansion values for Beijing and Shanghai are 115.55% Isochronous rings, which refer to the distance and 221.72%, respectively. The proportions from the core city through the traffic of the area accounting for the whole increase network, are often used to express traffic acces- from 19.42% and 11.01% before HSR sibility (Lu & Chen, 2008) One-day isochro- opening to 41.87% and 35.43% after HSR nous rings indicate that one-way travel within opening, respectively. The accessibility range 3 h and inter-city exchanges are possible to of the 7 h isochronous ring significantly accomplish in one day; thus, a “one-day narrows, becoming 88.55% and 74.25% for exchange circle” forms (Wang, 2003). Gener- Beijing and Shanghai, respectively. The pro- Downloaded by [University of Central Florida] at 05:30 21 August 2014 ally, tourism outings take one or more days. portions of the area accounting for the whole Therefore, 3 h is chosen as the minimum iso- are 5.47% and 16.33%, respectively. The chronous ring to represent the spatial range of second change is that the isochronous rings a one-day tour at 2 h intervals. Three isochro- become sparse and discontinuous, especially nous rings are divided into 3–5, 5–7, and the 5 and .7 h rings (Figure 2(b)). .7 h to represent the range of multi-day tours. Variation characteristics of accessibility Spatial characteristics of accessibility isochronous rings before and after HSR isochronous rings before and after HSR opening in Beijing and Shanghai. Analysis opening in Beijing and Shanghai. The iso- of the time rates for the entire Jinghu region Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 899

Figure 2 Effect of the Jinghu HSR on accessibility in Beijing and Shanghai using isochronous rings.

(Figure 2(c)) reveals that the most significant the regions serviced by the HSR line. Increased change is undergone by the belt area along convergence is observed in regions near the the HSR line. The rate of change is more HSR line, whereas convergence is decreased than 55%, particularly the region of isochro- in regions far from the HSR. This finding nous .7 h ring before HSR opening. The shows the distance attenuation law obeyed high rate of change lies in a wider range, by the reachability and time convergence of meaning that time convergence is obvious in the HSR. these areas. In the case of the change in acces- In conclusion, first the shape of the isochro- sibility time for Beijing, the time convergence nous rings of accessibility become ribbon-like is less and the rate of change is ,25% and are extended outward along the HSR

Downloaded by [University of Central Florida] at 05:30 21 August 2014 because the northern Hebei and Shandong line after the opening of HSR. Second, the per- Peninsula regions are far from the HSR line. formance of the isochronous rings becomes In the case of Shanghai, the time convergence sparse, discontinuous, and jumpy from con- for the south Anhui, Jiangsu coastal, and tinuous compaction prior to HSR opening. Shandong Peninsula areas, which are far Third, HSR upsets the balance in the traffic from the HSR line, is less; the rate of change accessibility net of each isochronous ring and is ,25%. An uneven distribution benefiting provides time convergence benefits to tourism traffic time convergence in different tourism traffic time in different regions. Acces- regions before and after HSR opening is sibility from Beijing and Shanghai to the HSR observed. The time convergence is obvious in station is greatly enhanced. Accessibility in the 900 Degen Wang et al.

region near the HSR station is also greatly remote space range located in the Shandong improved. Time convergence is obvious in Peninsula. areas near the HSR station, whereas conver- After HSR opening, the time travel from gence is less obvious in regions far from Beijing to the 27 tourism resource points all HSR. This finding adheres to the distance concentrated in the ,7 h isochronous rings attenuation law of HSR, which indicates that (Figure 3(b) and Table 3), particularly in the the closer an area is to the HSR station, the 3 and 3–5 h rings. The numbers of tourism greater the changes in time and the higher resource points accessed are increased 7 and accessibility is. Conversely, the farther an 10 than before, amplifications are 175% and area is from the HSR site, the smaller the 333.33%, respectively. In the 3 h short-range change in time and the lower accessibility is. isochronous rings, most tourism resource points are located before HSR opening. The added points are all from medium-range distance after HSR opening. The distribution Effect of the Jinghu HSR on the Temporal expands from the areas surrounding Beijing and Spatial Distribution of Regional to the areas outside Shandong, northern Tourism Resources Jiangsu, and northern Anhui, Mounttai, Con- fucius – Confucius temple – konglin, Effect of the HSR on the temporal and spatial Weishan Lake, Seoul Film Base, and Huang- distribution of tourism resources in Beijing cangyu which are near the HSR stations. using isochronous rings. Figure 3(a) and They are in the 5–7 or 7 h isochronous rings Table 3 show that more than half of the before HSR opening and into the 3 h, which travel time from Beijing to the 27 tourism indicates a one-day tourism traffic cycle resource points are above 7 h, which accounts because of the enhanced accessibility after for 55.56% of the entire travel time. Most of HSR opening. The number of tourism resource the points are in remote spatial areas, which points significantly increases, and 91.67% of account for 86.67%, and are mainly distribu- them are distributed in remote distances and ted in Shanghai, Jiangsu, and Anhui provinces, expand to the tourist spots 1000 km outside as well as Shandong Peninsula. About 13.33% Shanghai. The “space–time compression” are in the medium-range distance in northern effect is obvious and significantly close to the Anhui and northern Jiangsu. The tourism spatial distance between the remote tourism resource points in the 3 h isochronous ring destination and tourists. In the 5–7 h isochro- account for 14.81% in the short-range space, nous rings, which are in the .7 h ring before Downloaded by [University of Central Florida] at 05:30 21 August 2014 and are mainly in Tianjin and Hebei, as well HSR opening, the Huangshan ancient village, as other neighboring provinces and cities adja- Yantai penglai pavilion, and Weihai seashore cent to Beijing. The points in 3–5 h account tourist attractions can be found. The travel for 11.11%, most of which are in the time from Beijing to Jinan via Nanjing and medium-range space and are mainly in the from Beijing to Nanjing via Jinan is consider- northwest of Shandong province and southern ably reduced and included in the 7 h ring. Hebei. The points in 5–7 h account for 18.52%, most of which are in the medium- Effect of the HSR on the temporal and spatial range space and are mainly in the central distribution of tourism resources in Shanghai region of Shandong. A small part is in the using isochronous rings. Similar to the Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 901

Figure 3 Comparison of accessibility from Beijing and Shanghai to main resources before and after HSR opening.

spatial distribution of tourism resources in added points are all from the medium-range Beijing using isochronous rings, 57.14% of distance after HSR opening, which expand the travel time from Shanghai to 28 tourism from the Yangtze River Delta region to resource points is more than 7 h (Figure 3(c) southern Shandong, northern Jiangsu, and and Table 4). Most of them are in remote dis- northern Anhui province. In the range of 3– tances (93.75%) and are mainly distributed in 5 h, the number of tourism resource points sig- Beijing, Tianjin, Hebei, and large areas of nificantly increases, and all of them are distrib- Shandong. The points in the range of 3 h, uted in remote distances and expand to the account for 17.86%, in the short distance tourist spots of Beijing. The effect of “space– and are mainly in the Yangtze River Delta time compression” is obvious and significantly region. The proportion of the points in the closes the spatial distance between remote range of 3–7 h is 25%, most of which are in tourism destinations such as Beijing and the medium distance and distributed in north- Mount Tai, as well as the source region of ern Anhui, northern Jiangsu, and Lunan. Shanghai. The points mainly distributed in After the Jinghu HSR opened the range of the Shandong Peninsula, northeast Hebei, the time distance from Shanghai to the 28 and southwest Hebei in the range of 5–7 h tourism resource points remarkably changes, are not near the HSR line and require the Downloaded by [University of Central Florida] at 05:30 21 August 2014 and 92.86% of the points of travel time con- HSR to be transferred. The opening of the centrate on less than 7 h (Figure 3(d) and HSR greatly reduces the distance and travel Table 4). Similarly, the range of the tourism time between Shanghai and the HSR stations. resource points in 3 and 3–5 h significantly Most of them range within 7 h from .7h change. The number of points accessed are before HSR opening. The number of points both increase 6 than before; amplifications in the .7 h range decrease from 16 to 2 are 120% and 300%, respectively. All with 87.5% amplification, with only Yantai tourism resource points before HSR opening and Weihai in the Shandong Peninsula exist in the 3 h isochronous rings, and the included. However, after HSR opening, the 902 ee age al. et Wang Degen

Table 3 Comparison of temporal and spatial distances from Beijing to main resources before and after HSR opening

Before HSR After HSR

Spatial Spatial Isochronous ring distance distance (time distance, in h) Tourism resource points Near Mid FarTourism resource points Near Mid Far

0–3 Mingtang Hot Spring Resort,a 4 0 0 Mingtang Hot Spring Resort,a 470 Ancient culture street,a Wuqiao Ancient culture street,a Wuqiao circus world,a Baiyang Lakea circus world,a Baiyang Lake,a China sun valley scenic area,b baotu spring,b Mount tai,b Confucius – Confucius temple – konglin,b kite museum,b laoshan,c weishan lake,b Seoul ﬁlm base,b Huangcangyub 3–5 Xibaipo,b China sun valley scenic 0 3 0 Xibaipo,b kite museum,b 0211 area,b Baotu springb Wanpingkou seaside resort,c laoshan,c yuntai mountain,c grass c c Downloaded by [University of Central Florida] at 05:30 21 August 2014 2014 21 August at 05:30 Florida] of Central by [University Downloaded spring farm, Langya mountain, Zhongshan mausoleum,c hree mountain,c dinosaur city,c the ﬁlm and television theme park,c classical garden,c Oriental pearlc 5–7 Mount tai,b Confucius – Confucius 0 4 1 Penglai pavilion,c jiaodong seashore 003 b b c

temple – konglin, kite museum, scenic spot, huangshan – ancient Tourism Regional of Pattern Spatial the on Rail High-Speed the of Influence laoshan,c weishan lakeb villagec .7 Penglai pavilion,c jiaodong seashore 0213 - 000 scenic spot,c Wanpingkou seaside resort,c Seoul film base,b yuntai mountain,c Huangcangyu,b grass spring farm,c Langya mountain,c Zhongshan mausoleum,c huangshan – ancient village,c three mountain,c dinosaur city,c the film and television theme park,c classical garden,c Oriental pearlc

aShort-range distance. bMedium-range distance. cRemote distance. Downloaded by [University of Central Florida] at 05:30 21 August 2014 2014 21 August at 05:30 Florida] of Central by [University Downloaded 903 904 ee age al. et Wang Degen

Table 4 Comparison between temporal and spatial distances from Shanghai to the main resources before and after HSR opening

Before HSR After HSR

Spatial Spatial distance distance Isochronous ring (time distance, in h) Tourism resource points Near Mid FarTourism resource points Near Mid Far

0–3 classical garden,a film and television 5 0 0 classical garden,a film and television 560 theme park,a dinosaur city,a three theme park,a dinosaur city,a three mountain,a Zhongshan mountain,a Zhongshan mausoleuma mausoleum,a Langya mountain,b grass spring farm,b Huangcangyu,b Seoul film base,b weishan lake,b Confucius – Confucius temple – konglinb 3–5 Langya mountain,b grass spring 0 2 0 Mount tai,c yuntai mountain,c baotu 008 farmb spring,c China sun valley scenic area,c Wuqiao circus world,c Ancient culture street,c Mingtang Hot Spring Resort,c The Forbidden

Downloaded by [University of Central Florida] at 05:30 21 August 2014 2014 21 August at 05:30 Florida] of Central by [University Downloaded City-the Great Wall,c 5–7 Huangcangyu,b yuntai mountain,c 0 3 2 Wanpingkou seaside resort,c kite 007 Seoul ﬁlm base,b Wanpingkou museum,c laoshan,c Baiyang Lake,c seaside resort,c weishan lakeb Xibaipo,c Mountain Resort,c Qinhuangdao – shanhaiguanc nuneo h ihSedRi nteSailPteno einlTourism Regional of Pattern Spatial the on Rail High-Speed the of Inﬂuence .7 Mount tai,c Confucius – Confucius 0 1 15 Penglai pavilion,c Jiaodong seashore 002 temple – konglin,b baotu spring,c scenic spotc kite museum,c laoshan,c Penglai pavilion,c Jiaodong seashore scenic spot,c Mingtang Hot Spring Resort,c Ancient culture street,c Wuqiao circus world,c Baiyang Lake,c China sun valley scenic area,c Xibaipo,c The Forbidden City-the Great Wall,c Mountain Resort,c Qinhuangdao – shanhaiguanc

travel time from Shanghai to Yantai and 0.05. Thus, only 30 tourism flow contacts Weihai via Jinan decreases from 11.37 and exist in the 600 most possible contacts in the 12.21 h to 8.1 and 9 h, with compression tourism flow network structure without ratios of 28.76% and 26.29%, respectively. HSR. Most of these contacts are single-line In conclusion, 60% of travel time, respect- connection modes, which account for ively, from Beijing and Shanghai to the 63.86% of all contacts. On the other hand, regional tourism resource points is 7 h. Most the proportion of the two-line connection of the tourism resource points are distributed mode is 33.73% and that of the three-line in remote areas. Fifteen percent of the mode is 2.41%. After the opening of the tourism resource points exhibit one-day Jinghu HSR, the overall density of the tourism traffic cycles, most of which are in tourism flow network structure with HSR in short-range distances. After the opening of Beijing increases to 0.118, which means that HSR, most of the tourism resource points 71 tourism flow contacts are in the 600 most could be accessed within 7 h from Beijing and possible contacts. Interaction among tourists Shanghai; other points could be accessed is 0.068 higher in the density of the tourism within 3–5 h. The increase in the number of flow network than before, which is an increase accessible tourism resource points is more of 41 contacts (136.00%). From the view of than 100%. The short-range distance resource the contact of tourism flow, a two-line connec- points in the 3 h isochronous rings before HSR tion mode becomes the most important one, opening and the added points became medium- with the proportion increasing to 51.06% range points when HSR was opened. The from 33.73% (51.38% increase) and single- majority of the added tourism resource points line mode proportion decreasing to 38.73%. in the 3–5 h isochronous rings were distributed The three-line mode markedly increases by in remote distances after HSR was opened. The 206.64%, with no four- and five-line modes number of tourism resource points that can be before. However, HSR opening results in a accessed from Beijing and Shanghai also certain proportion of multi-line modes, increased because HSR changed traffic accessi- accounting for 2.82%. bility. The distance from Beijing and Shanghai The overall density of the tourism flow to the tourism resource points in remote areas network structure without HSR in Shanghai is shorter, thus strengthening the connection is 0.114, which indicates that 74 tourism between the tourist generating region and the flow contacts exist in the 650 most possible tourist destination. contacts in the tourism flow network structure without HSR. Most of these contacts are Downloaded by [University of Central Florida] at 05:30 21 August 2014 single-line connection modes accounting for Effect of the Jinghu HSR on the Spatial 68.53% of all contacts. The proportion of Distribution of Regional Tourism Flow two-line connection modes is 25.89% and that of three-line connection modes is as low Effect of the Jinghu HSR on the density and as 5.58%. After the opening of the Jinghu contact degrees of the tourism flow HSR, the density of the tourism flow network. As observed from the density of network structure in Shanghai is 0.171, the tourism network (Figure 4 and Table 5), which means that 111 tourism flow contacts the overall density of the tourism flow generating tourist flow belong to the 650 network structure without HSR in Beijing is most possible contacts. Interaction among Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 907

Figure 4 Effect of the Jinghu HSR on the spatial distribution of tourist ﬂow in Beijing and Shanghai

tourists is 0.057 higher in the density of the by Xibaipo) is higher, accounting for tourism flow network than before, which is 10.16%, 6.67%, 6.11%, and 3.33%, an increase of 37 contacts (50% increase). respectively. Meanwhile, although Mount From the view of the contact of tourism Tai is located in the range of 5–7 h, its dis- flow, the two-line connection mode is the tance to Beijing is less than 500 km. Thus, most important one, with the proportion together with its tourism resources with high increasing to 55.51% from 25.58% (an standards, a strong tourist attraction remains increase of 114.41%). By contrast, the elusive for Beijing residents. Its proportion in single-line mode sharply decreases. An the passenger market is the highest (9.32%). obvious increase in the three- and multi-line On the other hand, Jinan is an important modes compared with the values before HSR transportation hub in Shandong province and opening is observed, with a cumulative pro- plays an important role in passenger transfer portion of 12.24% (an increase of 119.35%). in the Shandong Peninsula. Jinan also sets the trend for passenger flow performance Effect of the Jinghu HSR on tourism flows and prior to HSR opening and mainly operates in directions of the tourism flow network. The Qingdao, Yantai, and Weihai, which are rep- residents of Beijing mainly travel in 5 h iso- resented by Laoshan, Penglai Pavilion, and chronous rings before the opening of the Chengshan coastal scenic spots. The cumulat- Downloaded by [University of Central Florida] at 05:30 21 August 2014 HSR (Table 4(a); the thickness of the line rep- ive proportion accounts for 20.11%. In the resents the passenger flow volume), which is range of .7 h, the cumulative proportion of located 430 km away from Beijing (and end the passenger market of the 10 sightseeing up in Jinan). The passenger market of Beijing places except for Shandong Peninsula, which accounts for one-third of all HSR passengers. has a remote-range spatial area (starting The proportion of passenger flow of the sight- from Bengbu, 800 km away from Beijing), is seeing districts of Tianjin (represented by 21.88%. This finding mainly shows a “point- Ancient Culture Street), Jinan (represented by to-point” monotonous mode from the source Baotu Spring), Baoding (represented by region and tourist destination, and also Baiyangdian), and Shijiazhuang (represented shows “a single destination travel pattern” in 908 Degen Wang et al.

Table 5 Comparison of the tourist ﬂow density and connection degree in the study areas before and after HSR opening

Increase or decrease Before HSR After HSR amplitude

Beijing Shanghai Beijing Shanghai Beijing Shanghai Contact mode (%) (%) (%) (%) (%) (%)

Single-line 63.86 68.53 38.73 28.35 239.35 258.63 Two-line 33.73 25.89 51.06 55.51 +51.38 +114.41 Three-line 2.41 5.58 7.39 8.27 +206.64 +48.21 Four-line 0 0 2.12 3.54 / / Five-line 0 0 0.70 0.43 / / Network structure 0.050 0.114 0.118 0.171 136.00 50.00 density

the travel space type as proposed by Stewart Tai increase. Nanjing, Suzhou, Shanghai, and Vog (1997). and Huangshan are remote-range sightseeing Most residents of Beijing travel within the places whose markets significantly increase range of 5 h isochronous rings (Figure 4(b)), by 314.9%, 66%, 196.45%, and 255.8%. even though the spatial distance has been Jinan still plays a role in passenger transfer extended to Shanghai, which is 1318 km from the Shandong Peninsula. The proportion away. The cumulative proportion of the pas- of passengers transiting to Qingdao, Yantai, senger market is 87.74%, much higher than and Weihai all decrease, and most of them before HSR opening (33.69%, an increase are diverted to remote-range tourist spots. of 160.43%). In particular, the proportion The direction of passenger flow in medium of passenger flow outside the remote tourist and remote ranges is not a single “point-to- sites (starting from Bengbu) is 45.06%, point” mode; some HSR stations play a role which is 105.94% higher than before. Passen- in passenger diffusion. The HSR passengers gers from Beijing to Tianjin, Jinan, Taishan, of Mount Tai diffuse to the Confucius – Con-

Downloaded by [University of Central Florida] at 05:30 21 August 2014 and the sightseeing places represented by the fucius temple – konglin of Qufu and Rizhao. Zhongshan Tomb of Nanjing tourism, by The HSR passengers of Xuzhou diffuse to classical gardens of Suzhou tourism, Lianyungang represented by Yuntaishan. by Oriental Pearl of Shanghai tourism, and The HSR passengers of Nanjing mainly by passengers from Huangshan are more in diffuse to Huangshan and partly to Suzhou the range of 5 h, which account for 8.5%, and the HSR passengers of Suzhou diffuse 11.07%, 10.08%, 13.83%, 8.3%, 10.87%, to Shanghai. and 5.93%, respectively. Tianjin is a short- Most residents of Shanghai travel within the range sightseeing place whose proportion range of 3 h, which is a spatial area of 300 km drops, whereas those for Jinan and Mount away from Shanghai, and end up in Nanjing Inﬂuence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 909

before HSR opening as indicated by the resented by the Mountain Resort) and tourism flow network of Shanghai (Figure 4). Qinhuangdao (represented by Beidaihe). The cumulative passenger market proportion HSR passengers from Xuzhou diffuse to Lia- is 50.38% and is mainly distributed in nyungang and Zaozhuang. Thus, the HSR Suzhou, Nanjing, and Changzhou represented sites diffuse passengers to one another. A by the Dinosaur Leisure City, which accounts cross-flow phenomenon is observed in Jinan for 13%–14%. The passenger flow in the and Taishan, Jinan and Beijing, Taishan and Yangtze River Delta from Shanghai is two- Beijing, as well as Xuzhou and Taishan. or multi-line modes for the short distance Similar to Beijing, the passenger flow in the between sightseeing places and easily forms a remote-range shows a “linear” or “camp series of interactive travel modes. In the base” mode (Stewart & Vog, 1997). range of .7 h, the cumulative passenger In conclusion, the characteristics of the market proportion of the 16 sightseeing tourism flow network structure are not places in remote-range spatial areas (starting obvious and the coefficient of density is low from Bengbu, 800 km away from Shanghai) without HSR. The relationship among the is 38.21%. The proportions of sightseeing tourism nodes is weak and the network struc- places are high, accounting for 6.69% and ture is loose. The latter generates “point-to- 7.56%, respectively, and are basically point” monotonous modes between the “point-to-point” monotonous modes from source region and the tourist destination. the source region and tourist destination. Fifty percent of the residents’ travel spatial Most Shanghai residents travel within the area in Beijing and Shanghai is within range of the 5 h isochronous ring (Figure 500 km, which has a low proportion of 4(d)), and the spatial distance has been remote range. The characteristics of the extended to Beijing that is 1318 km away. tourism flow network structure became con- The cumulative passenger market proportion scious and the coefficient of density became is 81.84%, which is 55.27% higher than high when HSR was opened. A strong before in the same isochronous ring. In par- relationship exists among the tourism nodes ticular, the cumulative travel market pro- and the network structure becomes a “core portion in the remote tourist sites (starting edge” type diffusion network structure. Resi- from Quhu) significantly increases to dents in Beijing and Shanghai travel within 115.20%. The travel market proportion in 5 h. The cumulative passenger market pro- 300 km shows a downward trend of portion is approximately 85%, especially in 57.56%. Based on the direction of tourism remote areas that exhibit an increase of more Downloaded by [University of Central Florida] at 05:30 21 August 2014 flow, the interactive mode remains in the than 100%. The tourism spatial distance is Yangtze River Delta region after HSR extended to 1000 km. opening. The HSR stations in medium- and remote-ranges play a role in passenger diffusion. Jinan as a transit point of the Shandong Conclusions Peninsula diffuses HSR passengers to Qingdao, Yantai, Weihai, and Weifang. HSR Transport infrastructure is an indispensable passengers from Mount Tai diffuse to the prerequisite for tourism development. Revolu- three holes of Qufu and Rizhao. HSR passen- tionary breakthroughs in every transportation gers from Beijing diffuse to Chengde (rep- mode greatly affect the development of 910 Degen Wang et al.

regional tourism and the evolution of tourism ation law obeyed by the reachability and spatial patterns. HSR as an important symbol time convergence of the HSR. of today’s “transportation revolution” not (2) The travel time of Beijing and Shanghai only changes the constitution of traffic pat- residents to remote resource points is terns in competition with other transportation more than 7 h before HSR opening. The modes, but also plays an important role in the tourism resource points covered by a development of regional tourism and evol- one-day tour are all in a short-range ution of tourism spatial patterns. HSR travel spatial extent of 300 km. Given the signifi- is the focus of the current study. The opening cant changes in accessibility after HSR of the Beijing–Shanghai HSR led to a con- opening, the scope of tourism resource siderable reduction in travel time from points covered by a one-day tour of Beijing to Shanghai: from more than 10 h to Beijing and Shanghai substantially approximately 5 h (calculated in 300 Km/h). expand and extend from short-range to The opening of the said HSR also produced medium-range. The travel time from an obvious “time compression” effect. There- Beijing and Shanghai to medium- and fore, studying the influence of the Beijing– remote-range sites is in the isochronous Shanghai HSR on the change in the regional ring of 5 h from the previous 7 h, particu- tourism spatial pattern is typical and represen- larly Beijing and Shanghai, which are each tative. Such study can provide fundamental other’s source region and tourist destina- examples and related references for research tion. The travel time is reduced to 5 h on the impact of the national HSR network after HSR opening from the previous on national large-scale patterns of regional 10 h. The effect of “space–time com- tourism and reconstruction of the national pression” is obvious and significantly tourism spatial pattern, which adapts to the closes the temporal and spatial distance characteristics of HSR. The conclusions of between remote tourism destination and this research are as follows. tourists. (3) About 50% of Beijing and Shanghai resi- (1) The isochronous rings of Beijing and dents travel within the range of 500 km. Shanghai are shaped as continuous and The proportion of a remote trip to/from compact concentric circles before HSR Beijing and Shanghai is lower before opening. The .7 h rings are widely dis- HSR opening, which shows a “point-to- tributed. The shape becomes a sparse and point” monotonous mode. This mode discontinuous ribbon after HSR opening. indicates the connection between the Downloaded by [University of Central Florida] at 05:30 21 August 2014 Each isochronous ring along the HSR source region and single tourist destina- extends outward, with the 3–5 h ring tion. It also shows a two- or multi-line showing the largest increase and the contact mode of tourism flow in the range of the .7 h ring being significantly spatial extent of short- and medium- narrowed. An uneven distribution of the ranges. Overall, the density of the non- benefit of tourism traffic time convergence HSR tourism flow network is low, the in different regions is observed. More con- link among tourism nodes is weak, and vergence is found in regions near the HSR the network structure is loose. After HSR line and less in those far from the HSR. opening, the main mode of tourism This finding shows the distance attenu- flow in Beijing and Shanghai becomes a Influence of the High-Speed Rail on the Spatial Pattern of Regional Tourism 911

two-line mode. Three- and multi-line HSR is only a part of the Chinese “four verti- contact modes also account for more cal and four horizontal” national railway than 10%. The contact mode of tourism network. Whether the conclusions of the flow is diversified, specifically the spatial research are universal requires further analysis behavior modes of tourism flow in of the other HSR lines in the “four vertical and medium- and remote-ranges, which are four horizontal” system and the summation of higher than before. A “linear” or “camp the general effects of the national HSR base” mode is observed. Overall, the network on the national large-scale regional density of the HSR tourism flow network tourism spatial pattern. Analysis of the other is high, the link between tourism nodes is HSR lines requires field survey work and col- strong, and the network structure is rela- lection of relevant and timely data and infor- tively close. As observed from the mation before the opening of the other HSR tourism flow direction, the direction is lines. Collection and examination of field mainly concentrated on the 5 h isochro- data and information after HSR opening are nous rings and the spatial distance is also required. Conducting a comparison of more than 1000 km. From the view of the conditions before and after HSR opening the spatial distance, the proportion of pas- is also helpful. senger flow in remote ranges significantly increases and the cumulative passenger growth rate is more than 100%. Acknowledgements (4) The spatial distribution of tourism flow in tourism resource points reveals the further The project of National Natural Science Foun- enhancement of the attraction of such dation of China (to Degen Wang) (Grant No. points with high standards, including 41271134) and the Humanities and Social world heritage, national scenic, and 5A- Science Research Foundation of Ministry of class tourist areas located in medium- Education (to Degen Wang) (Grant No. and remote-ranges. The magnitude of pas- 10YJC790245). senger traffic is also significantly enhanced. Although passenger traffic in tourism resource points with low stan- References dards and popularity is higher after HSR opening, the magnitude of increase is not Banister, D., & Berechman, Y. (2005). Transport invest- obvious. ment and the promotion of economic growth. Journal Downloaded by [University of Central Florida] at 05:30 21 August 2014 (5) The HSR significantly affects regional of Transport Geography, 3, 209–218. Chen, C. (2011, March 4). The effect of SHINKANSEN to tourism traffic accessibility and in turn tourism in Japan. China Tourism News,,3–4. the spatial distribution of regional Chen, J., & Bao, J. (1988). A study of tourist behavior and tourism resources. Tourists are likely to its practical significance. Geographical Research, 7(3), positively respond to the “space com- 44–50. pression” effect produced by the HSR Chen, X., & Huang, F. (2006). Research on tourism spatial after the change in tourist subjects. structure and its optimization: A network analysis. Geography and Geo-Information Science, 22(5), 75–80. Givoni, M. (2006). Development and impact of the This study considers the Beijing–Shanghai modern high-speed train: a review. Transport HSR a study example. The Beijing–Shanghai Reviews, 26, 593–611. 912 Degen Wang et al.

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