Research Article
Economic and Environmental Effects of Public Transport Subsidy Policies: a Spatial CGE Model of Beijing
Table 4
Spatial effects of four public transport subsidy policies.
| | Subsidy(millions) | Scenario | | Scenario 1 | Scenario 2 | Scenario 3 | Scenario 4 | | 14.55 | 80.55 | 182.36 | 14.55 | 80.55 | 182.36 | 14.55 | 80.55 | 182.36 | 14.55 | 80.55 | 182.36 |
| | Urban residents | +402 | 0 | -554 | +499 | +519 | +547 | +548 | +756 | +995 | +335 | -509 | -2115 | | Urban residents ratio (%) | +0.95 | 0.0 | -0.07 | +1.18 | +1.23 | +1.29 | +1.30 | +1.79 | +2.36 | +0.79 | -1.21 | -5.01 | | Urban employed population | -34 | 0 | +61 | -9 | +137 | +359 | +1 | +170 | +361 | -82 | -361 | -1054 | | Urban employed population ratio (%) | -1.31 | 0.0 | +0.13 | -0.02 | +0.29 | +0.77 | 0.00 | +0.36 | +0.77 | -0.17 | +0.77 | -2.25 | | Interzone commuting ratio (%) | -27.13 | 0.0 | +41.85 | -32.67 | -31.32 | -29.20 | -32.70 | -31.52 | -30.10 | -23.11 | +33.73 | +159.83 | | Interzone shopping ratio (%) | -9.22 | 0.0 | +12.63 | -11.40 | -11.49 | -11.62 | -11.40 | -11.46 | -11.49 | -7.78 | +10.54 | +45.05 | | Innerzone commuting ratio (%) | +2.51 | 0.0 | -3.61 | +2.99 | +2.57 | +1.93 | +2.94 | +2.34 | +1.64 | +2.14 | -2.04 | -8.10 | | Innerzone shopping ratio (%) | +1.64 | 0.0 | -2.30 | +2.20 | +2.05 | +2.09 | +1.90 | +1.44 | +0.90 | +1.31 | -1.77 | -6.10 |
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