地理科学进展 ›› 2015, Vol. 34 ›› Issue (6): 665-675.doi: 10.18306/dlkxjz.2015.06.002

• 城市与交通地理 • 上一篇    下一篇

中国集中连片特困地区公路交通优势度及其对经济增长的影响

王武林1, 杨文越1, 曹小曙1,2,*()   

  1. 1. 中山大学地理科学与规划学院,广州 510275
    2. 陕西师范大学交通地理与空间规划研究所,西安 710062
  • 收稿日期:2014-11-01 修回日期:2015-03-01 出版日期:2015-06-15 发布日期:2015-06-15
  • 通讯作者: 曹小曙 E-mail:caoxsh@mail.sysu.edu.cn
  • 作者简介:

    作者简介:王武林(1982-),男,湖南邵阳人,博士研究生,研究方向为区域交通地理,E-mail: wangwulin421@163.com

  • 基金资助:
    中央高校基本科研业务费专项资金项目(GK201303006);国家自然科学基金项目(41171139,41130747)

Road transport superiority degree and impact on economic growth in the concentrated contiguous severe poverty areas in China

Wulin WANG1, Wenyue YANG1, Xiaoshu CAO1,2,*()   

  1. 1. School of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China
    2. Institute of Transport Geography and Spatial Planning, Shaanxi Normal University, Xi'an 710062, China
  • Received:2014-11-01 Revised:2015-03-01 Online:2015-06-15 Published:2015-06-15
  • Contact: Xiaoshu CAO E-mail:caoxsh@mail.sysu.edu.cn

摘要:

通过集成公路网络密度、城市邻近度和加权平均出行时间等指标,测量了2012年中国14个集中连片特困地区680个县(市、区)的公路交通优势度,对其空间格局进行综合评价,并通过选择拟合程度最优的SEM模型探讨了公路交通优势度对经济增长的影响。研究发现:①14个集中连片特困地区680个县(市、区)的公路网络密度、城市邻近度和加权平均出行时间的差异较大,公路交通优势度呈现偏右的正态分布;②将公路交通优势度从优到劣分为4个等级,第一等级为大别山区、罗霄山区、吕梁山区、燕山—太行山区;第二等级为秦巴山区、六盘山区、武陵山区、乌蒙山区、滇桂黔石漠化区;第三等级为滇西边境山区、大兴安岭南麓山区以及四省藏区;第四等级为西藏区和新疆南疆三地州;③SEM模型的拟合优度高于OLS模型和SLM模型,结果显示,公路交通优势度对经济增长具有较明显的推动作用,公路交通优势度每提升1个百分点,对其经济产出的贡献达到0.193%,提高公路网络密度能提升公路交通优势度,进而促进当地经济增长。

关键词: 公路交通优势度, 集中连片特困地区, 空间格局, 影响, 中国

Abstract:

This research measured road transport superiority degree of the 680 counties (county-level cities and districts) in the 14 concentrated contiguous severe poverty areas of China in 2012 by integrating the indices of road network density, city proximity, and weighted average travel time, and made a comprehensive evaluation of their spatial patterns. It then chose the optimal model of SEM to explore the impact of road transport superiority degree on economic growth. The results show that: (1) With regard to road network density, city proximity, and weighted average travel time, there is a large difference among the 680 counties (county-level cities and districts) in the 14 concentrated contiguous severe poverty areas. Road transport superiority degree of the 680 counties (county-level cities and districts) presents a right-skewed normal distribution. (2) Road transport superiority degree is divided into four classes from good to bad. The first (best) class includes the Dabie Mountain area, Luoxiao Mountain area, Lvliang Mountain area, and Yanshan-Taihang Mountain area; the second class includes the Qinba Mountain area, Liupan Mountain area, Wuling Mountain area, Wumeng Mountain area, Dian-Gui-Qian Rocky Desertification area; the third class contains the western Yunnan border mountain areas, the Great Khingan South Mountain area, and the Tibetan area in four provinces; the rest of the 14 concentrated contiguous severe poverty areas belong to the fourth (worse) class, which includes Tibet and three prefectures of southern Xinjiang. (3) The fitness of the SEM model is superior compared to the OLS model and the SLM model. The impact of road transport superiority degree on economic growth is clearly significant: every increase of one percentage point in road transport superiority degree has a contribution of 0.193% on economic growth. Therefore improving road network density can enhance road transport superiority degree and promote local and regional economic growth.

Key words: road transport superiority degree, concentrated contiguous severe poverty area, spatial pattern, impacts, China