本文選題：交通基礎(chǔ)設(shè)施 + 全要素生產(chǎn)率　； 參考：《重慶大學(xué)》2012年碩士論文

【摘要】：1998年以后我國(guó)開(kāi)始實(shí)施積極的財(cái)政政策，大力發(fā)展包括交通基礎(chǔ)設(shè)施在內(nèi)的公共基礎(chǔ)設(shè)施建設(shè)，2008年金融危機(jī)爆發(fā)后，為了刺激經(jīng)濟(jì)增長(zhǎng)，又再次出臺(tái)了“四萬(wàn)億”經(jīng)濟(jì)刺激方案，，其中很大一部分又再次投向了交通基礎(chǔ)設(shè)施領(lǐng)域。那么，大規(guī)模的交通基礎(chǔ)設(shè)施建設(shè)是否有效促進(jìn)了中國(guó)地區(qū)經(jīng)濟(jì)增長(zhǎng)，這種增長(zhǎng)是否是長(zhǎng)期性的，這顯然是決定經(jīng)濟(jì)政策合理性的依據(jù)也是目前亟需回答的問(wèn)題。理論研究普遍認(rèn)為交通基礎(chǔ)設(shè)施因?yàn)槠洹巴獠啃孕?yīng)”能有效提升全要素生產(chǎn)率，進(jìn)而促進(jìn)經(jīng)濟(jì)長(zhǎng)期增長(zhǎng)，因此本文試圖通過(guò)實(shí)證檢驗(yàn)交通基礎(chǔ)設(shè)施與全要素生產(chǎn)率的關(guān)系，以判斷1998年后交通基礎(chǔ)設(shè)施建設(shè)對(duì)經(jīng)濟(jì)長(zhǎng)期增長(zhǎng)的影響。 在控制貿(mào)易開(kāi)放度、人力資本存量和制度因素的影響下，本文重點(diǎn)考察了1998-2010年間鐵路交通基礎(chǔ)設(shè)施和公路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率增長(zhǎng)的即期效應(yīng)、滯后效應(yīng)、空間溢出效應(yīng)和與人力資本存量的交互效應(yīng)。從全國(guó)范圍來(lái)看，最終結(jié)果表明鐵路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期和滯后效應(yīng)顯著為正，空間溢出效應(yīng)顯著為正，與人力資本的交互效應(yīng)不顯著；公路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)不顯著或顯著為負(fù)，滯后效應(yīng)不顯著，空間溢出效應(yīng)顯著為正，與人力資本的交互效應(yīng)不顯著。 從分地區(qū)來(lái)看，東部地區(qū)，鐵路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)顯著為正，空間溢出效應(yīng)顯著為正，與人力資本的交互效應(yīng)顯著為負(fù)，公路基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)不顯著，空間溢出效應(yīng)顯著為負(fù)，與人力資本的交互效應(yīng)不顯著；中部地區(qū)，鐵路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)顯著為正，空間溢出效應(yīng)顯著為正，與人力資本的交互效應(yīng)顯著為負(fù)，公路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)顯著為負(fù)，空間溢出效應(yīng)不顯著，與人力資本的交互效應(yīng)顯著為正；西部地區(qū)，鐵路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)顯著為正，空間溢出效應(yīng)不顯著，與人力資本的交互效應(yīng)顯著為負(fù)，公路交通基礎(chǔ)設(shè)施對(duì)全要素生產(chǎn)率的即期效應(yīng)不顯著，空間溢出效應(yīng)不顯著，與人力資本的交互效應(yīng)不顯著。
[Abstract]:After 1998, China began to implement active fiscal policies and vigorously develop public infrastructure construction, including transportation infrastructure. After the financial crisis broke out in 2008, in order to stimulate economic growth, Another 4 trillion stimulus package, much of it again in transport infrastructure. Then, whether the large-scale transportation infrastructure construction has effectively promoted the economic growth in China, and whether the growth is long-term, is clearly the basis for determining the rationality of economic policy and the urgent question to be answered at present. It is generally believed that transportation infrastructure can effectively enhance total factor productivity and promote long-term economic growth because of its "externality effect". Therefore, this paper attempts to test the relationship between transport infrastructure and total factor productivity through empirical analysis. In order to judge the impact of traffic infrastructure construction on the long-term economic growth after 1998. Under the influence of controlling trade openness, human capital stock and institutional factors, this paper focuses on the immediate effect and lag effect of railway transport infrastructure and highway transport infrastructure on total factor productivity growth from 1998 to 2010. Spatial spillover effect and interaction effect with human capital stock. From the national perspective, the final results show that the immediate and lag effects of railway transport infrastructure on TFP are significantly positive, the spatial spillover effect is significantly positive, and the interaction effect with human capital is not significant. The spot effect of highway traffic infrastructure on total factor productivity is not significant or negative, the lag effect is not significant, the spatial spillover effect is significantly positive, and the interaction effect with human capital is not significant. In the eastern region, the spot effect of railway transportation infrastructure on TFP is significantly positive, the spatial spillover effect is significantly positive, and the interaction effect with human capital is significantly negative. The spot effect of highway infrastructure on total factor productivity is not significant, the spatial spillover effect is significantly negative, and the interaction effect with human capital is not significant, while in the central region, the spot effect of railway transportation infrastructure on total factor productivity is significantly positive. The spatial spillover effect is significantly positive, the interaction effect with human capital is significantly negative, the immediate effect of highway traffic infrastructure on total factor productivity is significantly negative, the spatial spillover effect is not significant, and the interactive effect with human capital is significantly positive. In western China, the spot effect of railway transportation infrastructure on TFP is significantly positive, the spatial spillover effect is not significant, and the interaction effect with human capital is significantly negative. The spot effect of highway traffic infrastructure on total factor productivity is not significant, the spatial spillover effect is not significant, and the interaction effect with human capital is not significant.
【學(xué)位授予單位】：重慶大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2012
【分類號(hào)】：F512;F224

【參考文獻(xiàn)】

相關(guān)期刊論文 前10條

1 張學(xué)良;;中國(guó)交通基礎(chǔ)設(shè)施與經(jīng)濟(jì)增長(zhǎng)的區(qū)域比較分析[J];財(cái)經(jīng)研究;2007年08期

2 張光南;張海輝;楊全發(fā);;中國(guó)“交通扶貧”與地區(qū)經(jīng)濟(jì)差距——來(lái)自1989-2008年省級(jí)面板數(shù)據(jù)的研究[J];財(cái)經(jīng)研究;2011年08期

3 張軍濤;畢樂(lè)強(qiáng);紀(jì)昭君;;區(qū)域間公共基礎(chǔ)設(shè)施溢出效應(yīng)研究[J];城市發(fā)展研究;2011年02期

4 彭國(guó)華;;我國(guó)地區(qū)全要素生產(chǎn)率與人力資本構(gòu)成[J];中國(guó)工業(yè)經(jīng)濟(jì);2007年02期

5 胡鞍鋼;劉生龍;;交通運(yùn)輸、經(jīng)濟(jì)增長(zhǎng)及溢出效應(yīng)——基于中國(guó)省際數(shù)據(jù)空間經(jīng)濟(jì)計(jì)量的結(jié)果[J];中國(guó)工業(yè)經(jīng)濟(jì);2009年05期

6 劉秉鐮;武鵬;劉玉海;;交通基礎(chǔ)設(shè)施與中國(guó)全要素生產(chǎn)率增長(zhǎng)——基于省域數(shù)據(jù)的空間面板計(jì)量分析[J];中國(guó)工業(yè)經(jīng)濟(jì);2010年03期

7 劉生龍;胡鞍鋼;;交通基礎(chǔ)設(shè)施與經(jīng)濟(jì)增長(zhǎng):中國(guó)區(qū)域差距的視角[J];中國(guó)工業(yè)經(jīng)濟(jì);2010年04期

8 劉勇;;交通基礎(chǔ)設(shè)施投資、區(qū)域經(jīng)濟(jì)增長(zhǎng)及空間溢出作用——基于公路、水運(yùn)交通的面板數(shù)據(jù)分析[J];中國(guó)工業(yè)經(jīng)濟(jì);2010年12期

9 劉秉鐮;劉玉海;;交通基礎(chǔ)設(shè)施建設(shè)與中國(guó)制造業(yè)企業(yè)庫(kù)存成本降低[J];中國(guó)工業(yè)經(jīng)濟(jì);2011年05期

10 張小蒂;李曉鐘;;對(duì)我國(guó)長(zhǎng)三角地區(qū)全要素生產(chǎn)率的估算及分析[J];管理世界;2005年11期

相關(guān)碩士學(xué)位論文 前1條

1 李冀鋒;西部地區(qū)交通基礎(chǔ)設(shè)施建設(shè)與區(qū)域經(jīng)濟(jì)發(fā)展研究[D];吉林大學(xué);2010年

本文編號(hào)：2013945