丹尼爾·海厄特　常玉田

The opening of the high-speed rail link between Hong Kong and the Chinese mainland has once again brought the economic benefits of this new age technology into the limelight. A long way since 1876， when the first commercial train was launched in China， this new catalyst for continued economic growth is gradually becoming the norm.

The network is changing China in many ways. Like railway towns that sprouted along the tracks in 19th century Britain and America， urban growth in China too is following the rail lines. Offices， residential areas and shopping districts which were non-existent only a decade back， are mushrooming as lines continue to be built.

Adjacent to congested commercial cities， where house prices are comparatively high， bullet trains have created new satellite towns. All the amenities of large metropolises are available to these towns through their fast transport links. Local governments find it especially helpful to efficiently manage large， but not oversized cities.

This high-speed railway network has resulted in the creation of business opportunities. It is an extensive eco-system that is generating profits not merely through the sale of tickets but through its overall economy-boosting capacity which is driving China forward despite international financial turmoil like the recession of the 2000s and protectionist moves of this year. At the same time， it is redistributing economic activities across the country and revising traditional business models.

Remote cities which previously used to carry out commercial activities in isolation are now connected with large industrial zones. Meanwhile， the cities in close proximity sharing common industrial capabilities are forming economic clusters and building on their mutual expertise.

Economic imbalances between China’s east and west are also fading. By way of the increased connectivity， lesser developed regions like Xinjiang are catching up with developed regions. The province， previously lagging in economic growth， has transformed into a major logistics center of the Belt and Road Initiative （BRI）. Its capital city， Urumqi， is today a prime destination for businessmen from the east to conduct export-related affairs.

Individual businesses are also expanding in the deeply integrated economy as stakeholders from the service and manufacturing sectors become closer. Labor is increasingly flexible， and consumers are ever willing to travel to other cities.

Business seekers from foreign countries find it easier to travel deeper and further in China to reach the right manufacturers. Interior cities， which have lower wages than the developed east coast， are more attractive now with increased connectivity and accessibility.

With their increased passenger handling capacity， the high-speed trains are taking the burden off regular-speed tracks. This provides added space for freight transportation， bringing in extra energy supplies to factories located deep in the mainland and taking an additional amount of their manufactured goods out to the ports.

Another major aspect of this futuristic system is its impact on holiday travel. The national travel spree that takes place every year with the Lunar New Year has often been called the world’s largest migration. Contrary to the experiences of the past where it took days for the government to cater for this colossal surge， the new network can better accommodate the load.

China’s social environment is changing as well. People who used to visit their loved ones less often due to the long distances are now traveling more frequently. This is improving the already strong structure of Chinese society that is ingrained in well-established familial links.

The tourism industry has also been boosted by the high-speed train network. People can now make trips to places which couldn’t be reached before over a weekend. Similarly， they have greater access to remote areas and less explored regions of the country. Consequently， there has been a massive economic inflow at tourist destinations where the lives of people connected to the industry have been dramatically improved.

Gratefully， the government has not set fares in line with the trains’ speed. A one-way trip from Beijing to Shanghai， for example， costs a mere 80 dollars. This is an essential prerequisite for the venture to be successful. On the other hand， income levels have been constantly rising， thus reducing the affordability gap.

High-speed trains are significantly contributing to China’s economic and social growth. In reaching Hong Kong， it now provides Hong Kong with better integration to the BRI and with the Greater Bay Area. As the network continues to expand， it will not be long until all regions of the country will start progressing at the same interdependent pace.

中國(guó)香港與內(nèi)地之間的高速鐵路開(kāi)通了，高鐵這一新時(shí)代技術(shù)的經(jīng)濟(jì)效益再次引起了關(guān)注。中國(guó)第一條商用列車早在1876年開(kāi)始運(yùn)營(yíng)，而今高鐵逐步成為常用的新型交通工具，推動(dòng)了經(jīng)濟(jì)持續(xù)增長(zhǎng)。

高速鐵路網(wǎng)絡(luò)正以多種方式改變著中國(guó)。在19世紀(jì)的英國(guó)和美國(guó)，許多城鎮(zhèn)在鐵路沿線發(fā)展起來(lái);今日中國(guó)的城鎮(zhèn)化與此類似，也沿著鐵路線蓬勃發(fā)展。10年前還沒(méi)有寫字樓、住宅區(qū)和商業(yè)區(qū)，這些正隨著鐵路的持續(xù)建設(shè)而如雨后春筍般出現(xiàn)。

擁擠的商業(yè)城市里，房?jī)r(jià)相對(duì)較高。在鄰近這些城市的地方，隨著高鐵的開(kāi)通出現(xiàn)了許多新的衛(wèi)星城鎮(zhèn)。這些城鎮(zhèn)借助于快速的交通連接，也可享受大城市所有的便利設(shè)施。地方政府發(fā)現(xiàn)，可以借此高效地管理規(guī)模適中的大城市。

高鐵網(wǎng)絡(luò)創(chuàng)造了許多商業(yè)機(jī)會(huì)。高鐵是一個(gè)廣闊的生態(tài)系統(tǒng)，不僅通過(guò)出售車票營(yíng)利，還能拉動(dòng)整體經(jīng)濟(jì)，創(chuàng)造利潤(rùn)。盡管本世紀(jì)前10年因?yàn)榻?jīng)濟(jì)衰退而出現(xiàn)國(guó)際金融危機(jī)，盡管今年美國(guó)對(duì)華采取了一系列貿(mào)易保護(hù)主義動(dòng)作，但高鐵這種拉動(dòng)能力推動(dòng)著中國(guó)經(jīng)濟(jì)向前發(fā)展。與此同時(shí)，因?yàn)楦哞F，全國(guó)的經(jīng)濟(jì)活動(dòng)得以重新配置，傳統(tǒng)的商業(yè)模式得以不斷修整。

以前一度在隔離狀態(tài)中開(kāi)展商業(yè)活動(dòng)的偏遠(yuǎn)城市，現(xiàn)已與大型工業(yè)區(qū)連接起來(lái)了。同時(shí)，彼此相鄰且工業(yè)能力相當(dāng)?shù)某鞘姓谛纬山?jīng)濟(jì)集群，并在相同的專業(yè)基礎(chǔ)上壯大了規(guī)模。

中國(guó)東西部之間的經(jīng)濟(jì)失衡也在逐漸消失。通過(guò)提升連通性，新疆等欠發(fā)達(dá)地區(qū)正在趕上發(fā)達(dá)地區(qū)。新疆此前經(jīng)濟(jì)增長(zhǎng)滯后，如今已變成“一帶一路”倡議中的一大物流中心，其首府烏魯木齊已是東部商人辦理出口相關(guān)事務(wù)的主要目的地。

服務(wù)業(yè)和制造業(yè)中的利益相關(guān)者相互距離更近之后，個(gè)體企業(yè)在深度整合的經(jīng)濟(jì)中也在擴(kuò)大經(jīng)營(yíng)。勞動(dòng)力流動(dòng)越來(lái)越活泛，消費(fèi)者也更愿意前往其他城市消費(fèi)。

國(guó)外來(lái)華尋求商機(jī)的人士發(fā)現(xiàn)，為找到合適的制造商而前往遙遠(yuǎn)的中國(guó)內(nèi)地越來(lái)越容易了。內(nèi)陸城市的工資低于發(fā)達(dá)的東部沿海地區(qū)，現(xiàn)在隨著連通性和可達(dá)性的提升，其吸引力也更大了。

隨著載客能力的提高，高鐵減輕了常規(guī)鐵路的運(yùn)輸負(fù)擔(dān)，從而為貨運(yùn)提供了更多空間，可為深處內(nèi)地的工廠輸送更多的能源供應(yīng)，并將其更多的產(chǎn)品運(yùn)往沿海港口。

高鐵這一未來(lái)運(yùn)輸系統(tǒng)的另一個(gè)主要影響在假日旅行方面。每個(gè)農(nóng)歷新年都會(huì)出現(xiàn)的全國(guó)旅行狂潮常被視為世界上最大的人口流動(dòng)。過(guò)去，政府需要數(shù)天時(shí)間來(lái)應(yīng)對(duì)這種巨大的浪涌，但這樣的經(jīng)歷已成過(guò)往，新的高鐵網(wǎng)絡(luò)可以更好地滿足客運(yùn)需求。

中國(guó)的社會(huì)環(huán)境也在變化。過(guò)去由于距離遙遠(yuǎn)，人們不那么經(jīng)常拜訪親人，現(xiàn)在旅行探親則更為頻繁，從而強(qiáng)化了建立在完善的家族聯(lián)系中且原本就很牢固的社會(huì)結(jié)構(gòu)。

高鐵網(wǎng)絡(luò)也促進(jìn)了旅游業(yè)的發(fā)展。以往人們無(wú)法踏足的地方，現(xiàn)在一個(gè)周末就可以游玩。同樣，他們可以更方便地前往偏遠(yuǎn)地區(qū)和較少探索的地方。因此，各旅游目的地均有大量的經(jīng)濟(jì)輸入，旅游業(yè)相關(guān)人員的生活得到了顯著改善。

政府并沒(méi)有因?yàn)楦哞F速度加快而設(shè)定高票價(jià)，這一點(diǎn)令人感念。例如，從北京到上海的單程票價(jià)僅為80美元。票價(jià)低廉是高鐵這一項(xiàng)目成功的先決條件。另一方面，人們的收入水平不斷上升，從而降低了負(fù)擔(dān)能力上的差距。

高鐵對(duì)中國(guó)經(jīng)濟(jì)和社會(huì)的發(fā)展做出了重大貢獻(xiàn)?，F(xiàn)在香港已通高鐵，可以更好地參與“一帶一路”倡議以及融入粵港澳大灣區(qū)。隨著高鐵網(wǎng)絡(luò)的不斷擴(kuò)大，要不了多長(zhǎng)時(shí)間，中國(guó)的所有地區(qū)都將相互依存，同步發(fā)展。