1月16日，2015
随着私家车销售和使用增长，中国石油的需求和进口也大幅增加。过去13年里，中国私家车销售年增长29%，这也刺激了汽油消费的增加。中国目前是世界第二大原油消费国，仅次于美国。这种增长主要集中在中国更富裕的东部省份，其中一些省份已经出台措施限制拥有私家车。在中国其他地区，中央政府出台鼓励政策以增加收入，这可能将导致汽车销售和能源消费的增长。
中国汽车市场现在的分布反映出中国家庭可支配收入的地区差异。在2012年，东部省份人均可支配收入比中部、西部和北部省份高超过40%。在可支配收入中，东部省份人均交通运输支出比中部、西部和北部省份高超过60%。
东部省份汽车拥有率高于中部、西部和北部省份，这种趋势在中国大城市更为显著。在东部中国，北京每千人汽车拥有为183人（2011年数据）；同时这一数据在重庆为28人，这在全国主要城市中排最低。但北京低于美国（超过800人）和欧洲（约600人）。
中国政府有几项长期项目，意在缩小东部沿海省份和其他地区间的收入差距。通过交通、通信和其他基础设施建设的投资，通过劳动密集型产业（劳动力成本低）向这一地区转移，这将促进西部内陆省份的经济。自这些项目实施以来，西部省份成为中国经济增长最快的省份。
中国的经济发展和交通运输政策继续开放和改革，并且这些政策将对各地区未来机动化产生不同影响。近期的国家政策则集中在限制机动车排放、促进燃油效率提升和新能源汽车上；而地区政策试图通过支持地方汽车制造业和相关产业来提振经济发展。长期而言，日益增长的城市化,效率更佳的交通和劳动力转移或许会使省际收入差距将继续缩小，并且城市化增长预期继续向西部地区倾斜。
撰稿人：维多利亚·艾斯卡（VictoriaZaretskaya），马克·施佩尔（Mark Schipper）January 16, 2015
Regional differences in China’s vehicle adoption reflectdifferences in income
Oil demand and imports in China have increased significantly asprivate passenger vehicle sales and use have increased. Sales of privatepassenger vehicles have grown by 29% annually over the past 13 years, which hasincreased gasoline consumption in China. China is currently the world'ssecond-largest oil consumer, behind the United States. Increased sales havemainly been focused in China's wealthier, eastern provinces, where someprovinces have now instituted policies to limit vehicle ownership. In otherparts of the nation, the central government has encouraged policies to increaseincomes, which will likely lead to increased vehicle use and energyconsumption.
The distribution of China's current vehicle market generally reflects theregional differences in household and disposable incomes across the country. Asof 2012, per capita disposable income in eastern provinces was more than 40%higher than it was in central, western, and northeastern provinces. Within thatdisposable income, per capita expenditures on transportation and communicationin eastern provinces were more than 60% higher than those in central, western, andnortheastern provinces (see graph below).
The eastern provinces have higher rates of vehicle ownership than thecentral, western, and northeastern provinces, and this trend is intensified inChina's large cities. In eastern China, Beijing had 183 vehicles per 1,000people (as of 2011), while Chongqing in the west had only 28 vehicles per 1,000people, the lowest among China's major cities. Even in Beijing, vehicleadoption rates remain below those of the United States (more than 800 vehiclesper 1,000 people) and Europe (around 600 vehicles per 1,000 people).
The Chinese government has several longstanding programs aimed ataddressing the income disparity between eastern coastal provinces and otherparts of the country. These programs have focused on expanding the economies ofthe western inland provinces by investing in transportation,telecommunications, and other infrastructure projects and taking advantage oflower labor costs by promoting reallocation of labor-intensive manufacturingindustries to these provinces. Since the implementation of these initiatives,the western provinces have been among the fastest growing in China.
China's economic development and transportation policies continue tobroaden and evolve, and these policies will have regionally different effectson future motorization. Recent national policy focuses on curbingvehicle-related emissions and promoting growth in fuel-efficient andalternative vehicles, while regional policies attempt to stimulate economicdevelopment by supporting local vehicle manufacturing and other relatedindustries. In the long term, growing urbanization, more efficienttransportation, and labor migration likely mean that income disparity betweenprovinces will continue to decline, and motorization growth is expected tocontinue shifting toward western parts of the country.
Principal contributor: VictoriaZaretskaya, Mark Schipper
随着私家车销售和使用增长，中国石油的需求和进口也大幅增加。过去13年里，中国私家车销售年增长29%，这也刺激了汽油消费的增加。中国目前是世界第二大原油消费国，仅次于美国。这种增长主要集中在中国更富裕的东部省份，其中一些省份已经出台措施限制拥有私家车。在中国其他地区，中央政府出台鼓励政策以增加收入，这可能将导致汽车销售和能源消费的增长。
中国汽车市场现在的分布反映出中国家庭可支配收入的地区差异。在2012年，东部省份人均可支配收入比中部、西部和北部省份高超过40%。在可支配收入中，东部省份人均交通运输支出比中部、西部和北部省份高超过60%。
东部省份汽车拥有率高于中部、西部和北部省份，这种趋势在中国大城市更为显著。在东部中国，北京每千人汽车拥有为183人（2011年数据）；同时这一数据在重庆为28人，这在全国主要城市中排最低。但北京低于美国（超过800人）和欧洲（约600人）。
中国政府有几项长期项目，意在缩小东部沿海省份和其他地区间的收入差距。通过交通、通信和其他基础设施建设的投资，通过劳动密集型产业（劳动力成本低）向这一地区转移，这将促进西部内陆省份的经济。自这些项目实施以来，西部省份成为中国经济增长最快的省份。
中国的经济发展和交通运输政策继续开放和改革，并且这些政策将对各地区未来机动化产生不同影响。近期的国家政策则集中在限制机动车排放、促进燃油效率提升和新能源汽车上；而地区政策试图通过支持地方汽车制造业和相关产业来提振经济发展。长期而言，日益增长的城市化,效率更佳的交通和劳动力转移或许会使省际收入差距将继续缩小，并且城市化增长预期继续向西部地区倾斜。
撰稿人：维多利亚·艾斯卡（VictoriaZaretskaya），马克·施佩尔（Mark Schipper）January 16, 2015
Regional differences in China’s vehicle adoption reflectdifferences in income
Oil demand and imports in China have increased significantly asprivate passenger vehicle sales and use have increased. Sales of privatepassenger vehicles have grown by 29% annually over the past 13 years, which hasincreased gasoline consumption in China. China is currently the world'ssecond-largest oil consumer, behind the United States. Increased sales havemainly been focused in China's wealthier, eastern provinces, where someprovinces have now instituted policies to limit vehicle ownership. In otherparts of the nation, the central government has encouraged policies to increaseincomes, which will likely lead to increased vehicle use and energyconsumption.
The distribution of China's current vehicle market generally reflects theregional differences in household and disposable incomes across the country. Asof 2012, per capita disposable income in eastern provinces was more than 40%higher than it was in central, western, and northeastern provinces. Within thatdisposable income, per capita expenditures on transportation and communicationin eastern provinces were more than 60% higher than those in central, western, andnortheastern provinces (see graph below).
The eastern provinces have higher rates of vehicle ownership than thecentral, western, and northeastern provinces, and this trend is intensified inChina's large cities. In eastern China, Beijing had 183 vehicles per 1,000people (as of 2011), while Chongqing in the west had only 28 vehicles per 1,000people, the lowest among China's major cities. Even in Beijing, vehicleadoption rates remain below those of the United States (more than 800 vehiclesper 1,000 people) and Europe (around 600 vehicles per 1,000 people).
The Chinese government has several longstanding programs aimed ataddressing the income disparity between eastern coastal provinces and otherparts of the country. These programs have focused on expanding the economies ofthe western inland provinces by investing in transportation,telecommunications, and other infrastructure projects and taking advantage oflower labor costs by promoting reallocation of labor-intensive manufacturingindustries to these provinces. Since the implementation of these initiatives,the western provinces have been among the fastest growing in China.
China's economic development and transportation policies continue tobroaden and evolve, and these policies will have regionally different effectson future motorization. Recent national policy focuses on curbingvehicle-related emissions and promoting growth in fuel-efficient andalternative vehicles, while regional policies attempt to stimulate economicdevelopment by supporting local vehicle manufacturing and other relatedindustries. In the long term, growing urbanization, more efficienttransportation, and labor migration likely mean that income disparity betweenprovinces will continue to decline, and motorization growth is expected tocontinue shifting toward western parts of the country.
Principal contributor: VictoriaZaretskaya, Mark Schipper
