中文摘要：

通过分析高铁开通前后旅客在不同距离上的交通方式选择偏好,得出高铁在100-300km、700-1000 km分别对汽车和航空市场造成冲击。基于函数模型和典型航线的数据指标,进一步探究高铁与汽车和航空的竞争格局。结果显示：1高铁与汽车的市场临界点为152km;2高铁与航空的市场临界点是633 km;3高铁对航线影响的一般规律：首先,一次性通车的高铁对重合航线的影响大于分段开通的高铁;其次,大型交通枢纽城市之间航线最易受高铁影响,且影响存在“马太效应”;第三,商贸繁荣、旅游发达,或受地形影响的两地航线更能抵御高铁冲击;第四,高铁对纵向航线的冲击大于横向航线。最后,提出汽车和航空应采取的应对措施,以期为建成和完善全国现代综合交通运输体系提供参考。

英文摘要：

After comparing the preference of transportation at different distances before and after high-speed rail opened, the paper discovers high-speed rail produces great impacts on highways and aviation markets in the distance ranges of 100-300 km and 700-1000 km, respectively. Then the paper further explores the competition patterns between high-speed rail and highways and high-speed rail and aviation by applying the Logit model and analyzing data indicators of typical air routes. The results show that： （1） the market boundary distance between high-speed rail and highways is 152 km; （2） the market boundary distance between high-speed rail and aviation is 633 km; （3） the general laws of the influence of high-speed rail on aviation routes are as follows： first of all, the impact of simultaneously established high-speed rails on aviation routes is greater than that of sectionally established ones. Secondly, routes between cities with large transport hubs are most likely to be affected by high-speed rail with the ＂Matthew effect＂. Thirdly, routes between cities with flourishing trade, well-developed tourism or those influenced by topography are more likely to withstand the impacts brought by high-speed rail. Fourthly, longitudinal routes are affected more than lateral ones. At last, based on these conclusions, the paper puts forward measures that should be taken by highways and air transportation systems in order to provide reference for the construction and improvement of a national modern integrated transport system.