地理学报 ›› 1997, Vol. 52 ›› Issue (s1): 28-38.doi: 10.11821/xb1997S1004
• 论文 •
Becky PY Loo1, CK Leung2
Abstract: The Open Policy can be seen as a step of the People’ s Republic of China (PRO to move towards market socialism. Accordingly, market mechanisms have been given a greater role to play. Since the 1970s, the export-oriented industries in Hong Kong have been declining due to rising production costs. The opening of the Zhujiang Delta region, with its abundant and cheap land and labour, has led to the large-scale relocation of industry into the region. Hence, there have been multiple increases in the flows of people and goods between Hong Kong and Guangdong, especially along the Guangzhou-Shenzhen-Hong Kong corridor. Transport short-ages have been increasingly blamed as the bottlenecks for further economic growth. This situa-tion has not only urged the government to open the transport industry but also send a signal of " unsatisfied demand" to potential investors. Hence, major regional transport infrastructure has been developed along the economic corridors of Guangzhou to Shenzhen (and Hong Kong)and Guangzhou to Zhuhai. The building of Guangzhou-Shenzhen Express Railway and Guangzhou-Shenzhen-Zhuhai Superhighway are some cases in point. Apart from economic considerations, the traditional political and military considerations of developing land trans-portation between Guangzhou and its surrounding provincial capitals (especially Hainan) have been overwhelmed by the paramount concern of the return of Hong Kong’ s sovereignty to the PRC in 1997. In this respect, the central and local governments have taken the initiatives to develop very large-scale transport infrastructure linking Hong Kong with Beijing. The Beijing-Jiujiang-Kowloon Railway and proposed Beijing-Guangzhou Expressway are two examples.Such change in the transport geography of the region has also been closely associated and enabled by changes in the related areas of transport finance,enterprise management and facility usage. The rapid economic development of the Zhujiang Delta region has enabled the commer-cial principle of building and maintaining transport infrastructure from the income generated by the facilities themselves to be applied. New financial arrangements, including the Build-Oper-ate-Own (BOO) and Build-Operate-Transfer (EOT) , have been introduced. Consequently, there has been increasing participation of domestic and foreign investors in transport develop-ment, especially after the mid-1980s. Moreover, there have also been changes in the manage-ment of transport enterprises according to the prudent commercial principle of " independent operation, finance,transformation and development". The concept of free usage of transport facilities has also been seriously challenged with the levy of road and bridge tolls. Under such changing circumstances, new problems, such as the questions of balanced regional developm-net, rural transportation and transport for the poor, are created; and they also represent new challenges to the Chinese government.
regional transport infrastructure,
卢佩莹, 梁志强. 论改革开放政策与珠江三角洲交通发展的关系[J]. 地理学报, 1997, 52(s1): 28-38.
Becky PY Loo, CK Leung. TRANSPORT INFRASTRUCTURAL DEVELOPMENT IN THE ZHUJIANG DELTA UNDER THE OPEN POLICY[J]. Acta Geographica Sinica, 1997, 52(s1): 28-38.
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