轨道交通溢价效应差异性:理论、现象及机制

Research on the Urban Transit Access Premium Variety:Theory, Phenomenon and Mechanism

通过对轨道交通溢价效应产生、变化的理论模型推导,对实证案例开展归纳和元分析,研究溢价效应差异性的产生机制。结果表明:轨道线路规划建设期比运营期对房产/土地溢价影响更高,通勤铁路溢价效应强度低于轻轨、地铁;商业设施所受积极溢价影响强于居住地产;溢价效应呈现空间分异特征,城市非中心区溢价效应强于中心区,服务设施配置水平差异会造成溢价效应强度波动4%~5%;由轨道站点向外,溢价效应级差递减,在400m、800m两个断裂点逐次衰减近1/4;采用空间回归模型、双重差分模型有助于提高溢价效应评估精确性。轨道交通站点地区规划和溢价回收政策制定,应考量溢价效应时空差异带来的利益协调和市场波动,提高空间、经济效益。

The land and property value arises from rail transit proximity and the phenomenon vary among cases.Based on empirical cases,this paper conducts meta-analysis model to find out the key factors that produce the variations.Light rail and metro produce more significant transit access premium than commuter rail,especially in the planning and constructing period.And office value increases more than residential property.On the other hand,we observe the spatial heterogeneity caused by environment elements that surround transit stations.Compared with CBD,the transit access premium is higher in suburban.The premium decreases from transit station to outside circles.And public facility accessibility and demographic also produce the variations.At last,the method introduced in transit access premium estimating could produce bias.Amid rapid rail transit development in China,the evidence reported here could help better inform cities of TOD planning and value capture policy.