本文關(guān)鍵詞： 京九鐵路 國內(nèi)生產(chǎn)總值 居民收入 雙重差分　出處：《山東大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：2015年12月19日山東大學(xué)縣域發(fā)展研究院發(fā)布了《中國縣域居民發(fā)展指數(shù)報告》。借助數(shù)據(jù)可視化工具縣域發(fā)展研究院課題組的老師們發(fā)現(xiàn),京九鐵路沿途城市的縣域居民發(fā)展指數(shù)較其周邊縣域的居民發(fā)展指數(shù)更低。因此本文研究了京九鐵路對其臨近非中心城市的經(jīng)濟(jì)影響。關(guān)于交通基礎(chǔ)設(shè)施的研究屬于新經(jīng)濟(jì)地理學(xué)的內(nèi)容。相關(guān)研究發(fā)現(xiàn)交通基礎(chǔ)設(shè)施通過對運(yùn)輸成本的影響對經(jīng)濟(jì)產(chǎn)生作用。但對于非中心城市而言,交通基礎(chǔ)設(shè)施的改善對經(jīng)濟(jì)的影響較為復(fù)雜,即可能存在正向的影響也可能存在負(fù)向的影響,需要具體問題具體分析。具體的本文以京九鐵路沿途95個地級市(非中心城市)作為研究對象,借助XGeocoding_v2批量獲取了京九所經(jīng)過省份的地級市市政府以及京九鐵路各站點(diǎn)的經(jīng)緯度數(shù)據(jù),并借助地理學(xué)軟件ArcGIS,由經(jīng)緯度數(shù)據(jù)計(jì)算出各市與京九鐵路站點(diǎn)的最近距離,然后設(shè)定了不同的距離閾值,若市與站點(diǎn)的最近距離小于距離閾值則為實(shí)驗(yàn)組,反之則為控制組。繼而采用雙重差分法比較了控制組和實(shí)驗(yàn)組在1993年之前和1996年之后實(shí)際國內(nèi)生產(chǎn)總值以及城鎮(zhèn)居民人均可支配收入差異的變化,估計(jì)了京九鐵路對臨近城市的經(jīng)濟(jì)影響。結(jié)果發(fā)現(xiàn)就京九鐵路而言,其對臨近非中心城市的實(shí)際GDP存在顯著的負(fù)面影響。進(jìn)一步分析發(fā)現(xiàn)京九鐵路對臨近非中心城市實(shí)際GDP的負(fù)面影響是因?yàn)榫┚盆F路完成建設(shè)之后雖然增加了臨近非中心城市的固定資產(chǎn)投資,但卻減少了臨近非中心的政府支出,而后者的負(fù)面影響超過了前者的正面影響。另外實(shí)證結(jié)果發(fā)現(xiàn)京九鐵路對其臨近城市城鎮(zhèn)居民人均可支配收入無顯著影響。
[Abstract]:In December 19th 2015, the Research Institute of County Development of Shandong University published the report on the Development Index of County residents in China. The teachers of the research group of the Research Institute of County Development of Shandong University found that with the aid of data visualization tools. The development index of county residents in the cities along the Beijing-Kowloon Railway is lower than that in the surrounding counties. Therefore, this paper studies the economic impact of the Beijing-Kowloon Railway on the adjacent non-central cities. It belongs to the content of New Economic Geography. Related studies have found that transportation infrastructure has an effect on the economy through the impact on transport costs, but for non-central cities. The improvement of transport infrastructure has a more complex impact on the economy, that is, there may be positive or negative effects. This paper takes 95 prefecture-level cities (non-central cities) along the Beijing-Kowloon Railway as the research object. With the help of XGeocoding_v2, the longitude and latitude data of the prefecture-level municipal government and the Beijing-Kowloon railway stations were obtained in batches, and the geographical software ArcGIS was used. The nearest distance between each city and Beijing-Kowloon railway station is calculated from longitude and latitude data, and then different distance threshold is set. If the nearest distance between city and station is less than distance threshold, it is the experimental group. On the contrary, it is the control group. Then, the difference between the control group and the experimental group before 1993 and after 1996 was compared with the difference of the per capita disposable income between the control group and the experimental group. The economic impact of the Beijing-Kowloon Railway on the neighboring cities is estimated. The results show that the Beijing-Kowloon Railway is concerned. Further analysis shows that the negative effect of Beijing-Kowloon Railway on the actual GDP of adjacent non-central cities is due to the increase in the number of Beijing-Kowloon Railway after the completion of the construction of the Beijing-Kowloon Railway. Plus fixed asset investment in nearby non-central cities. However, the government spending near the non-center is reduced, and the negative impact of the latter exceeds the positive impact of the former. In addition, the empirical results show that the Beijing-Kowloon Railway has no significant impact on the per capita disposable income of residents living in nearby cities and towns.
【學(xué)位授予單位】：山東大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：F127;F532.8

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