地级行政区尺度的中国公路网络发展水平与协调性评价
Development level and coordination of highway networks of prefecture-level administrative regions in China
查看参考文献22篇
|
文摘
|
对不同尺度区域的交通发展研究是交通地理学研究的重要范畴。中国不同区域间公路网络发展水平存在较大差异,仅在31个省级行政区尺度上考察这种差异存在较大局限性;在地级行政区尺度上的研究能够更加精确地考察公路网发展的区域差异。以全国333个地级行政区为研究对象,首先选取公路网络相关的9个指标,运用加权平均法构建区域公路网络综合评价模型,对地级行政区尺度公路网络发展水平进行评价,并划分为三级区域,空间上具有东、中、西阶梯状分布的特征;其次,选取7个区域经济相关指标,构建区域经济综合评价模型以及区域公路网络发展与经济发展的相关性模型,证明两者之间具有显著的正相关关系;然后,通过计算协调指数,对333个地级行政区公路网络与经济发展的协调性进行了评价,并划分为“超前”、“协调”和“滞后”三类区域。其中滞后区域与第三级区域主要分布于西部地区,公路网络发展水平较低且滞后于经济发展的地级行政区有92个,是未来中国公路网络优化升级的重点区域。 |
|
其他语种文摘
|
The study of regional transport development in different scales is one of important areas in transport geography research. There are big differences among the regions of China in highway network development. Examining the differences in the scale of prefecture-level administrative region (PAR) is more accurate than in provincial scale. In this paper, taking the 333 PARs in China as a research object, we studied the differences among the regions in highway network development and evaluated the degree of coordination between highway network development and economic development. Firstly, we selected 9 indicators reflecting the scale, quality, accessibility and transportation volume of highway networks and, by using the weighted average method, established a comprehensive evaluation model to evaluate the levels of highway network development and calculate highway indicators for the 333 PARs. Secondly, we selected 7 economic indicators to establish a comprehensive evaluation model for the regional economic development, and calculated the economic indicators for the 333 PARs. Thirdly, by using Pearson formula, we calculated the correlation coefficient between the highway index and the economic index. Finally, we established a coordination evaluation model and calculated the coordination index between the highway network development and the economic development for each PAR. The results and conclusions are as follows. (1) There are big differences among the different regions in highway network development; the highway indicators of the 333 PARs varied from 0.361 to 5.992, with Dongguan City and Shenzhen City being the highest and Ngari Prefecture and Nagqu Prefecture the lowest. Based on the highway index, the 333 PARs are classified into three levels, including 104, 121 and 108 PARs respectively, which shows a ladder-like distribution in a large scale, corresponding to the spatial pattern of Eastern, Central and Western China. It is worth pointing out that the 108 PARs in the third, or the underdeveloped, level of highway network development are mainly located in Western China. (2) The correlation coefficient between the highway index and the economic index was calculated to be 0.8328, which shows a highly positive correlation between the two index systems. (3) The coordination index of the 333 PARs varied from 0.223 to 1.634, with Dongguan City being the highest and Alxa League the lowest. Based on the coordination index, the 333 PARs are classified into three categories, namely, the advanced, coordinated, and lagged, including 90, 85 and 158 regions respectively. Here "advanced" means that the highway network development is ahead of the regional economic development; "coordinated" means highway network development is coordinated with the regional economic development; "lagged" means the highway network development is lagged behind the regional economic development. The spatial distribution of the three categories is different from the distribution of the three levels, but 92 PARs are in both the lagged category and the third level, mainly located in West China. For the lagged and underdeveloped PARs, the measures should be taken to optimize and upgrade the highway networks and meet the needs of the regional economic development. |
|
来源
|
地理科学进展
,2014,33(2):241-248 【核心库】
|
|
关键词
|
地级行政区
;
公路网络
;
发展水平
;
协调性
;
中国
|
|
地址
|
中国科学院地理科学与资源研究所, 北京, 100101
|
|
语种
|
中文 |
|
文献类型
|
研究性论文 |
|
ISSN
|
1007-6301 |
|
学科
|
自然地理学 |
|
基金
|
国家自然科学基金项目
;
中国科学院地理科学与资源研究所“一三五”战略科技计划项目
|
|
文献收藏号
|
CSCD:5062855
|
参考文献 共
22
共2页
|
|
1.
白永平. 关中—天水经济区路网空间通达性分析.
地理科学进展,2012,31(6):724-732
|
被引
13
次
|
|
|
|
|
2.
陈洁. 京津冀都市圈城市区位与交通可达性评价.
地理与地理信息科学,2008,24(2):53-56
|
被引
15
次
|
|
|
|
|
3.
陈荔. 基于SWOT的区域公路交通与经济发展的适应性.
长安大学学报,2009,11(1):28-32
|
被引
1
次
|
|
|
|
|
4.
程钰. 济南都市圈交通可达性与经济发展水平测度及空间格局研究.
经济地理,2013,33(2):60-64
|
被引
1
次
|
|
|
|
|
5.
封志明. 中国交通通达度评价:从分县到分省.
地理研究,2009,28(2):419-429
|
被引
31
次
|
|
|
|
|
6.
黄晓燕. 海南省区域交通优势度与经济发展关系.
地理研究,2011,30(6):985-999
|
被引
54
次
|
|
|
|
|
7.
金凤君. 中国区域交通优势的甄别方法及应用分析.
地理学报,2008,63(8):787-798
|
被引
132
次
|
|
|
|
|
8.
李卫东. 中国公路交通与社会经济发展的适应性刍议.
交通运输系统工程与信息,2005,6(3):9-12
|
被引
2
次
|
|
|
|
|
9.
刘传明. 县域综合交通可达性测度及其与经济发展水平的关系: 对湖北省79个县域的定量分析.
地理研究,2011,30(12):2210-2221
|
被引
3
次
|
|
|
|
|
10.
刘俊. 基于不同指标的公路交通网络可达性评价: 以江苏省为例.
工业技术经济,2009,28(2):78-82
|
被引
5
次
|
|
|
|
|
11.
沈惊宏. 区域综合交通可达性评价——以安徽省为例.
地理研究,2012,31(7):1280-1293
|
被引
18
次
|
|
|
|
|
12.
孙威. 山西省交通优势度评价.
地理科学进展,2010,29(12):1562-1569
|
被引
15
次
|
|
|
|
|
13.
田智慧. 区域公路网技术评价指标体系研究.
安徽师范大学学报,2008,31(4):371-375
|
被引
3
次
|
|
|
|
|
14.
王成新. 区域交通优势度评价模型的建立与实证: 以山东省为例.
人文地理,2010,25(1):73-76
|
被引
18
次
|
|
|
|
|
15.
王振波. 中国县域可达性区域划分及其与人口分布的关系.
地理学报,2010,65(4):416-426
|
被引
75
次
|
|
|
|
|
16.
武旭. 交通运输与经济协调发展评价的研究.
北京交通大学学报,2005,4(2):10-14
|
被引
4
次
|
|
|
|
|
17.
张新. 省级主体功能区划的交通优势度的分析与应用----以河北省为例.
地球信息科学学报,2011,13(2):170-176
|
被引
11
次
|
|
|
|
|
18.
朱兵. 新疆城镇发展与交通可达性相互影响.
地理科学进展,2010,29(10):1239-1248
|
被引
17
次
|
|
|
|
|
19.
Cantos P. Transport infrastructures, spillover effects and regional growth: evidence of the Spanish case.
Transport Reviews,2005,25(1):25-50
|
被引
11
次
|
|
|
|
|
20.
Mahady F X. Endogenous regional economic growth through transportation investment.
Transportation Research Board,2008,2067:110-119
|
被引
1
次
|
|
|
|
|
了解气象卫星更多信息，请访问