Research Article
Economic and Environmental Effects of Public Transport Subsidy Policies: a Spatial CGE Model of Beijing
Table 2
Partial results of benchmark equilibrium.
| | | Zone 1 (9) | Zone 2 (8) | Zone 3 (7) | Zone 4 (6) | Zone 5 |
| | Rent (¥/m2/a) | 200 | 250 | 320 | 400 | 1200 | | Product price (¥/unit) | 96.624 | 101.843 | 108.127 | 113.720 | 162.286 | | Output (million/a) | 3.1720 | 3.1955 | 2.8373 | 2.4420 | 1.2089 | | Housing area per capita (m2) | 77.834 | 61.964 | 47.309 | 36.869 | 12.127 | | Housing population | 14242 | 14644 | 11686 | 8507 | 1842 | | Employment population | 13394 | 13152 | 11200 | 8786 | 6939 | | Job–housing balance ratio | 0.940 | 0.898 | 0.958 | 1.033 | 3.767 | | Housing population density (p/km2) | 2550 | 3496 | 4185 | 6093 | 5276 | | Gasoline consumption of private cars (l/km) | 0.095 | 0.098 | 0.107 | 0.138 | 0.169 | | CO2 emissions of private car (g/km) | 277.24 | 288.08 | 311.98 | 404.78 | 495.63 |
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