基于RAGA-PPC模型的鄱阳湖地区县域交通与经济协调性评价
|
摘要
通过构建鄱阳湖生态经济区县域交通优势度与综合经济实力评价指标体系,利用RAGA-PPC模型测度了鄱阳湖生态经济区1995～2015年县域交通优势度和综合经济实力,分析了交通系统与经济系统之间耦合协调发展关系的动态变化特征及规律,并探讨了不同耦合协调发展类型的影响因素.研究结果表明:(1)交通优势度差异显著,地级市区明显优于县域单元,主要铁路过境地区交通优势较突出,其整体态势由南昌市区和九江市区构建的双核结构模式,向以南昌市区为"主核"的单核结构模式演变;(2)综合经济实力差异明显,地级市区综合经济实力突出,东北部地区县域经济发展水平较低;(3)县域交通优势度与综合经济实力为交互耦合关系,耦合协调发展度呈现螺旋上升不断增强的趋势,保持持续优化状态;(4)1995～2015年鄱阳湖地区交通优势度与综合经济实力耦合协调发展类型由分布于拮抗、磨合和协调3个不同阶段的8类减为2类,交通因素依然是制约鄱阳湖地区经济发展的主要因素之一.
By constructing the evaluation index system of the economic zone of county transportation superiority and comprehensive economic strength of Poyang Lake and by using the RAGA-PPC model,we measures transportation advantage degree and comprehensive economic strength of ecological economic zone from 1995 to 2015.According to traffic superiority and economic comprehensive strength,the dynamic change characteristics and laws of traffic and economic are analyzed.Different coupling coordinated development of two systems are divided.And the influencing factors of different types of coupling coordinated development are also discussed.The results show that:(1)The traffic superiority between prefecture level cities and county units is significant difference,which means the former is obviously better than the latter.And areas transited by main railways have outstanding advantages of traffic superiority.The overall situation,the dual core structure model of Nanchang urban area and Jiujiang urban area,is gradually evolving into single core structure model,dominated by Nanchang urban area;(2)the difference of economic comprehensive strength is obvious with comprehensive economic strength of prefecture level cities and relatively low of economic development level in the northeast counties;the relationship between county transportation superiority and comprehensive economic strength the can be described as interactive coupling,showing a spiral upward trend with increased coupling coordination degree,and maintaining a continuous optimization state;the types of coupling coordinated development of transportation superiority and comprehensive economic strength of Poyang Lake area from 1995 to 2015have been cut from 8categories,distribution of three different stages of antagonism,running in and coordination,down to 2categories.Traffic is still one of the main reasons for hindering economic development of Poyang Lake area.
By constructing the evaluation index system of the economic zone of county transportation superiority and comprehensive economic strength of Poyang Lake and by using the RAGA-PPC model,we measures transportation advantage degree and comprehensive economic strength of ecological economic zone from 1995 to 2015.According to traffic superiority and economic comprehensive strength,the dynamic change characteristics and laws of traffic and economic are analyzed.Different coupling coordinated development of two systems are divided.And the influencing factors of different types of coupling coordinated development are also discussed.The results show that:(1)The traffic superiority between prefecture level cities and county units is significant difference,which means the former is obviously better than the latter.And areas transited by main railways have outstanding advantages of traffic superiority.The overall situation,the dual core structure model of Nanchang urban area and Jiujiang urban area,is gradually evolving into single core structure model,dominated by Nanchang urban area;(2)the difference of economic comprehensive strength is obvious with comprehensive economic strength of prefecture level cities and relatively low of economic development level in the northeast counties;the relationship between county transportation superiority and comprehensive economic strength the can be described as interactive coupling,showing a spiral upward trend with increased coupling coordination degree,and maintaining a continuous optimization state;the types of coupling coordinated development of transportation superiority and comprehensive economic strength of Poyang Lake area from 1995 to 2015have been cut from 8categories,distribution of three different stages of antagonism,running in and coordination,down to 2categories.Traffic is still one of the main reasons for hindering economic development of Poyang Lake area.
引文
[1]金凤君,王成金,李秀伟.中国区域交通优势的甄别方法及应用分析[J].地理学报,2008,63(8):787-797.
[2]孟德友,陆玉麒,等.基于投影寻踪模型的河南县域交通与经济协调性评价[J].地理研究,2013,32(11):2902-2106.
[3]黄晓燕,曹小曙,李涛.海南省区域交通优势度与经济发展关系[J].地理研究,2011,30(6):985-999.
[4]金凤君,王姣娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.
[5]曹小曙,薛德升,闫小培.中国干线公路网络连接的城市通达性[J].地理学报,2005,60(6):903-910.
[6] Gutiérrez J.Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line Madrid-Barcelona-French border[J].Journal of Transport Geography,2001,9(4):229-242.
[7]王姣娥,焦敬娟,金凤君.高速铁路对中国城市空间相互作用强度的影响[J].地理学报,2014,69(12):1833-1846.
[8]吴威,曹有挥,等.区域综合运输成本的空间格局研究[J].地理科学,2009,29(4):485-492.
[9]王成新,王格芳,等.高速公路对城市群结构演变的影响研究[J].地理科学,2011,31(1):61-67.
[10]王丽,邓羽,等.基于改进场模型的城市影响范围动态演变[J].地理学报,2011,66(2):189-198.
[11]李九全.陕西省城市竞争力及其通达性比较研究[J].地理科学,2008,28(4):471-477.
[12]王振波,徐建刚,等.中国县域可达性区域划分及其人人口分布的关系[J].地理学报,2010,65(4):416-426.
[13]张莉,陆玉麟,赵元正.基于时间可达性的城市吸引范围的划分[J].地理研究,2009,28(3):803-816.
[14]陈洁,陆锋.京津冀都市圈城市区位与交通可达性评价[J].地理与地理信息科学,2008,24(3):53-56.
[15]钟业喜,刘影,赖格英.江西省红色旅游景区可达性分析及空间结构优化研究[J].江西师范大学学报(自然科学版),2011,35(2):208-212.
[16]张新,刘海炜,董文,等.省级主体功能区划的交通优势度的分析与应用[J].地球信息科学学报,2011,13(2):170-176.
[17]曹小曙,闫小培.经济发达地区交通网络演化对通达性空间格局的影响[J].地理研究,2003,22(03):305-312.
[18]王成金,王伟,等.中国道路网络的通达性评价与演化机理[J].地理学报,2014,69(10):1496-1509.
[19]朱兵,张小雷,等.新疆城镇发展与交通可达性相互影响[J].地理科学进展,2010,29(10):1239-1248.
[20]陈洁,陆锋,等.面向活动地点推荐的个人时空可达性方法[J].地理学报,2015,70(6):931-940.
[21]杨效忠,冯立新,张凯.交通方式对跨界旅游风景区可达性影响及边界效应测度[J].地理科学,2013,33(6):693-702.
[22]付强,赵小勇.投影寻踪模型原理及其应用[M].北京:科学出版社,2006.
[23]国务院.鄱阳湖生态经济区规划[EB/OL].北京:国务院,2009.
[24]陈美球,黄宏,等.鄱阳湖生态经济区地域范围确定研究[J].江西农业大学学报,2008,30(5):933-937.
[25]蔡安宁,梁进社,李雪.江苏县域交通优势度的空间格局研究[J].长江流域资源与环境,2013,22(2):129-135.
[26]刘浩,张毅,郑文升.城市土地集约利用与区域城市化的时空耦合协调发展发评价[J].地理研究,2011,30(10):1805-1816.
[27]王洋,方创琳,王振波.中国县域城镇化水平的综合评价及类型区划分[J].地理研究,2012,31(7):1305-1316.
[2]孟德友,陆玉麒,等.基于投影寻踪模型的河南县域交通与经济协调性评价[J].地理研究,2013,32(11):2902-2106.
[3]黄晓燕,曹小曙,李涛.海南省区域交通优势度与经济发展关系[J].地理研究,2011,30(6):985-999.
[4]金凤君,王姣娥.20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,59(2):293-302.
[5]曹小曙,薛德升,闫小培.中国干线公路网络连接的城市通达性[J].地理学报,2005,60(6):903-910.
[6] Gutiérrez J.Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line Madrid-Barcelona-French border[J].Journal of Transport Geography,2001,9(4):229-242.
[7]王姣娥,焦敬娟,金凤君.高速铁路对中国城市空间相互作用强度的影响[J].地理学报,2014,69(12):1833-1846.
[8]吴威,曹有挥,等.区域综合运输成本的空间格局研究[J].地理科学,2009,29(4):485-492.
[9]王成新,王格芳,等.高速公路对城市群结构演变的影响研究[J].地理科学,2011,31(1):61-67.
[10]王丽,邓羽,等.基于改进场模型的城市影响范围动态演变[J].地理学报,2011,66(2):189-198.
[11]李九全.陕西省城市竞争力及其通达性比较研究[J].地理科学,2008,28(4):471-477.
[12]王振波,徐建刚,等.中国县域可达性区域划分及其人人口分布的关系[J].地理学报,2010,65(4):416-426.
[13]张莉,陆玉麟,赵元正.基于时间可达性的城市吸引范围的划分[J].地理研究,2009,28(3):803-816.
[14]陈洁,陆锋.京津冀都市圈城市区位与交通可达性评价[J].地理与地理信息科学,2008,24(3):53-56.
[15]钟业喜,刘影,赖格英.江西省红色旅游景区可达性分析及空间结构优化研究[J].江西师范大学学报(自然科学版),2011,35(2):208-212.
[16]张新,刘海炜,董文,等.省级主体功能区划的交通优势度的分析与应用[J].地球信息科学学报,2011,13(2):170-176.
[17]曹小曙,闫小培.经济发达地区交通网络演化对通达性空间格局的影响[J].地理研究,2003,22(03):305-312.
[18]王成金,王伟,等.中国道路网络的通达性评价与演化机理[J].地理学报,2014,69(10):1496-1509.
[19]朱兵,张小雷,等.新疆城镇发展与交通可达性相互影响[J].地理科学进展,2010,29(10):1239-1248.
[20]陈洁,陆锋,等.面向活动地点推荐的个人时空可达性方法[J].地理学报,2015,70(6):931-940.
[21]杨效忠,冯立新,张凯.交通方式对跨界旅游风景区可达性影响及边界效应测度[J].地理科学,2013,33(6):693-702.
[22]付强,赵小勇.投影寻踪模型原理及其应用[M].北京:科学出版社,2006.
[23]国务院.鄱阳湖生态经济区规划[EB/OL].北京:国务院,2009.
[24]陈美球,黄宏,等.鄱阳湖生态经济区地域范围确定研究[J].江西农业大学学报,2008,30(5):933-937.
[25]蔡安宁,梁进社,李雪.江苏县域交通优势度的空间格局研究[J].长江流域资源与环境,2013,22(2):129-135.
[26]刘浩,张毅,郑文升.城市土地集约利用与区域城市化的时空耦合协调发展发评价[J].地理研究,2011,30(10):1805-1816.
[27]王洋,方创琳,王振波.中国县域城镇化水平的综合评价及类型区划分[J].地理研究,2012,31(7):1305-1316.