本文選題：RAGA-PPC模型　切入點：鄱陽湖生態(tài)經(jīng)濟區(qū)　出處：《東華理工大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：區(qū)域交通網(wǎng)絡(luò)系統(tǒng)與經(jīng)濟系統(tǒng)為兩個相互依賴、相互作用的復(fù)雜巨系統(tǒng),交通基礎(chǔ)設(shè)施對區(qū)域經(jīng)濟空間格局影響顯著,是區(qū)域經(jīng)濟發(fā)展和空間擴展的主要力量之一;隨著中國區(qū)域經(jīng)濟一體化進程加速,縣域經(jīng)濟發(fā)展速度與質(zhì)量迅速提升,對優(yōu)質(zhì)交通網(wǎng)絡(luò)的需求愈加強烈。如何在競爭激烈的市場環(huán)境中,提升自身的競爭優(yōu)勢,維系區(qū)域社會經(jīng)濟的可持續(xù)發(fā)展,是當(dāng)前發(fā)展所面臨的重大課題。在這樣的背景下探究鄱陽湖生態(tài)經(jīng)濟區(qū)交通網(wǎng)絡(luò)發(fā)展水平與經(jīng)濟發(fā)展水平之間耦合協(xié)調(diào)發(fā)展關(guān)系,是認(rèn)識鄱陽湖生態(tài)經(jīng)濟區(qū)交通網(wǎng)絡(luò)設(shè)施對區(qū)域經(jīng)濟發(fā)展支撐和引領(lǐng)能力的基礎(chǔ),也是預(yù)防因交通網(wǎng)絡(luò)設(shè)施建設(shè)而過多占用本區(qū)生產(chǎn)性投資的有效措施,同時也為改善區(qū)域交通網(wǎng)絡(luò)和制訂經(jīng)濟發(fā)展戰(zhàn)略提供參考。本研究以鄱陽湖生態(tài)經(jīng)濟區(qū)為例,通過構(gòu)建縣域交通優(yōu)勢度與綜合經(jīng)濟實力評價指標(biāo)體系,利用RAGA-PPC模型測度了鄱陽湖生態(tài)經(jīng)濟區(qū)1995-2015年的交通優(yōu)勢度和綜合經(jīng)濟實力,定量分析交通與經(jīng)濟兩系統(tǒng)之間耦合協(xié)調(diào)發(fā)展關(guān)系在時空序列上的動態(tài)變化及規(guī)律,依據(jù)交通優(yōu)勢度與經(jīng)濟綜合實力特征劃分兩系統(tǒng)不同的耦合協(xié)調(diào)發(fā)展類型,進而對不同耦合協(xié)調(diào)發(fā)展類型的影響因素進行分析,以此提出相應(yīng)的發(fā)展策略。主要結(jié)論如下:(1)1995-2015年鄱陽湖地區(qū)交通通達性明顯改善。兩兩城市間2h以內(nèi)到達的地區(qū)從23.44%,提升至66.24%,提升幅度為182.59%,大大縮短了鄱陽湖地區(qū)間的時間距離,區(qū)域內(nèi)通達性水平得到明顯改善,而高等級交通干線的建設(shè),成為提升鄱陽湖地區(qū)通達性的主要因素。(2)鄱陽湖地區(qū)交通優(yōu)勢度從雙核結(jié)構(gòu)模式,逐漸演變成將南昌市區(qū)作為“核心”的單核結(jié)構(gòu)模式。1995-2013年交通優(yōu)勢度表現(xiàn)出高值集聚分布的現(xiàn)象,交通優(yōu)勢度高值地區(qū)在空間上鄰接、集中成塊狀分布在南昌市區(qū)、九江市區(qū)及周邊地區(qū),整體呈現(xiàn)出以地級市區(qū)向邊緣城市逐漸降低的“中心-邊緣型”空間分布格局,并初步形成了南昌市區(qū)為“主核”,九江市區(qū)為“次核”的雙核結(jié)構(gòu)態(tài)勢;2015年區(qū)域內(nèi)首條高速鐵路通車運營,對提升南昌市區(qū)在鄱陽湖地區(qū)區(qū)位優(yōu)勢、交通優(yōu)勢效果非常顯著,打破了原有的雙核結(jié)構(gòu)模式,逐漸演變成將南昌市區(qū)作為“核心”的單核結(jié)構(gòu)模式。高速鐵路不僅促進了南昌市區(qū)經(jīng)濟的快速增長,也帶動了鄱陽湖地區(qū)產(chǎn)業(yè)結(jié)構(gòu)的調(diào)整與經(jīng)濟轉(zhuǎn)型的步伐。(3)1995-2015年鄱陽湖地區(qū)綜合經(jīng)濟實力不斷增強,但地區(qū)間空間差異依然顯著,時間特征上則表現(xiàn)為先減后增的規(guī)律。區(qū)域內(nèi)經(jīng)濟發(fā)展增速較快,各地區(qū)綜合經(jīng)濟實力均獲得了較大幅度的增長,但縣域綜合經(jīng)濟實力差異依然明顯,相對差異最大值存在于地級市區(qū)間,最低值出現(xiàn)在京九鐵路沿線、浙贛鐵路沿線和皖贛鐵路沿線周邊地區(qū);4個年份區(qū)域綜合經(jīng)濟實力的極差分別為0.8765、1.4556、1.9907和2.437,同比增加1.7、1.4和1.2倍,變異系數(shù)分別為0.6091、0.4883、0.2791和0.3172,其增長速率分別為-19.83%、-42.84%和13.65%,表明全區(qū)差異在不斷的加大,但增加幅度有所減緩,差異變化的時間特征表現(xiàn)為先減后增的規(guī)律。(4)鄱陽湖地區(qū)縣域交通優(yōu)勢度與綜合經(jīng)濟實力之間為交互耦合的關(guān)系,耦合協(xié)調(diào)發(fā)展度系數(shù)呈螺旋上升趨勢。從時間角度上來看,4個年份耦合協(xié)調(diào)度指數(shù)均值提升明顯,分別為0.49、0.72、0.81、0.83,其中行政縣逐漸成為區(qū)域內(nèi)耦合協(xié)調(diào)度最高的行政單元,而地級市區(qū)之間耦合協(xié)調(diào)性最差;而相對發(fā)展度呈現(xiàn)出逐年降低的趨勢,地級市區(qū)相對發(fā)展指數(shù)始終低于1,這說明鄱陽湖地區(qū)交通優(yōu)勢度與綜合經(jīng)濟實力耦合協(xié)調(diào)作用明顯增強,但隨著經(jīng)濟的高速發(fā)展,交通滯后經(jīng)濟發(fā)展的情況愈加凸顯。從空間角度上來看,4個年份耦合協(xié)調(diào)發(fā)展度在空間上表現(xiàn)出顯著的正相關(guān)關(guān)系,高值地區(qū)成塊狀分布于南昌市區(qū)周邊,冷點地區(qū)大都為交通與經(jīng)濟發(fā)展均欠發(fā)達或協(xié)調(diào)性較差地區(qū)。而相對發(fā)展度僅1995年存在高值聚集于南昌市區(qū)周邊,冷點區(qū)和次冷點區(qū)成點狀分布于邊沿地區(qū),其余3個年份未表現(xiàn)出高值集聚分布的現(xiàn)象,這說明鄱陽湖地區(qū)交通優(yōu)勢度與綜合經(jīng)濟實力在相互依賴、彼此促進的發(fā)展歷程中協(xié)同性及相互適應(yīng)性較差。(5)1995-2015年鄱陽湖地區(qū)交通優(yōu)勢度與綜合經(jīng)濟實力耦合協(xié)調(diào)類型由分布于拮抗、磨合和協(xié)調(diào)三個不同階段的8類縮減為2類,即處于磨合階段磨合階段的景德鎮(zhèn)市區(qū)和協(xié)調(diào)階段的30個地區(qū),然而處于協(xié)調(diào)階段大部分地區(qū)仍處于交通滯后經(jīng)濟發(fā)展?fàn)顟B(tài),交通依然是阻礙鄱陽湖地區(qū)經(jīng)濟發(fā)展主要原因之一。最后從地形因素、區(qū)位優(yōu)勢、城鎮(zhèn)化水平、區(qū)域產(chǎn)業(yè)結(jié)構(gòu)和區(qū)域經(jīng)濟聯(lián)系等影響鄱陽湖地區(qū)交通與經(jīng)濟協(xié)調(diào)發(fā)展五個重要因素進行分析,并針對不同的耦合協(xié)調(diào)類型提出相應(yīng)的發(fā)展策略。
[Abstract]:Regional traffic network system and economic system into two interdependent, interaction of complex giant system, the influence of traffic infrastructure on regional economic spatial pattern is significant, is one of the main force of regional economic development and spatial expansion; with the regional economic integration to accelerate the process of China, county economic development speed and quality of high quality is improved rapidly, traffic network the increasingly strong demand. How in the fierce competition in the market environment, enhance their competitive advantage and maintain the sustainable development of regional economy, is a major issue faced by the current development. In this background of coupling between traffic network ecological economic zone in Poyang Lake development level and the level of economic development coordinated development relations, understanding based on the ecological economic zone of Poyang Lake traffic network facilities to support and lead the regional economic development ability, but also the prevention of traffic network Effective measures of network infrastructure and occupy more productive investment in this area, but also for the improvement of the regional traffic network and provide reference to formulate the strategy of economic development. Based on the ecological economic zone of Poyang Lake as an example, through the construction of evaluation and comprehensive economic strength of the county traffic advantage index system, using the RAGA-PPC model to measure the ecological and economic zone Poyang Lake 1995-2015 years of transportation advantage degree and the comprehensive economic strength, dynamic changes of quantitative analysis of coupling between transportation and economy coordinated development between two system in time and space sequence and law, based on the traffic advantage of comprehensive strength and economic characteristics of the Division of the coordinated development of two different types of coupling system, and the influencing factors of different types of coupling coordination development the analysis, put forward the corresponding development strategy. The main conclusions are as follows: (1) 1995-2015 years of traffic in Poyang Lake area was significantly improved. 22 inter city 2H within reach areas from 23.44%, increased to 66.24%, increase 182.59%, greatly shorten the time distance between the Poyang Lake area, accessibility level within the region has been significantly improved, and the high grade highway construction, become the main factor to promote the Poyang Lake area as the traffic advantage of Poyang Lake (2). From the area of dual core structure model, and gradually evolved into Nanchang city as the ".1995-2013 single core structure model of the core" traffic dominance showed high values of agglomeration and distribution of high value area traffic dominance in space adjacent, concentrated into a block distribution in Nanchang City, Jiujiang city and surrounding areas, showing the whole the distribution pattern in prefecture level city to the edge of the city is gradually decreasing, center edge space, and formed the Nanchang city as the main core, Jiujiang city as the "nuclear" dual core The structure of situation; 2015 in the region's first high-speed railway traffic operation, to promote the Nanchang city in the Poyang Lake area, geographical advantages, transportation advantages effect is very significant, breaking the dual core structure of the original, and gradually evolved into Nanchang city as the "single core structure model of the core". High speed railway has not only promoted the rapid growth of Nanchang economy. Also promote the industrial structure adjustment of Poyang Lake and the pace of economic restructuring. (3) 1995-2015 years in Poyang Lake comprehensive economic strength has increased, but still significant spatial difference between regions, the time characteristics showed first decreased and then increased. The rule of economic growth within the region rapidly, the comprehensive economic strength of the region are obtained a substantial increase, but the difference of integrated strength of county economy is still obvious, the maximum relative difference exists in the city range, the lowest value appeared in the Beijing Kowloon Railway Along the Zhejiang Jiangxi railway and Anhui Jiangxi railway surrounding area; range 4 years regional comprehensive economic strength were 0.8765,1.4556,1.9907 and 2.437, an increase of 1.7,1.4 and 1.2 times, the variation coefficient was 0.6091,0.4883,0.2791 and 0.3172 respectively, the growth rate was -19.83%, -42.84% and 13.65%, showed that the difference in the constant increase, but the increase has slowed down, the time difference is characterized first decrease and then increase law. (4) interactive coupling between Poyang Lake regional transportation superiority and comprehensive economic strength, coupled coordination degree coefficient spiral trend. From the time point of view, the 4 year average index significantly enhance the coupling coordination degree that was 0.49,0.72,0.81,0.83, which has gradually become the administrative county area administrative unit couplingcoordination degree is the highest, and the coupling coordination between prefecture level city Poor; and the relative development degree showed a decreasing trend, prefecture level city development index is always less than 1, indicating that the degree of traffic advantage in Poyang Lake area and the comprehensive economic strength coupling coordination effect is significantly enhanced, but with the rapid development of economy, traffic lag of economic development is increasingly prominent. From the spatial point of view, 4 coordination the development of the year coupling in space showed a significant positive correlation, high value area block in the outskirts of Nanchang City, cold region mostly for transportation and economic development in underdeveloped areas or poor coordination. While the relative degree of development in 1995 alone there are high value gathered in the outskirts of Nanchang City, the cold spots and once the cold spots dotted in the edge area, the other 3 years did not show high value centralization phenomenon, which shows the degree of traffic advantage in Poyang Lake area and the comprehensive economic strength in mutual dependence , coordination and mutual adaptability development and promote each other. (5) 1995-2015 years of traffic of Poyang Lake area. And the comprehensive economic strength of coupling coordination type in antagonized by distribution, running and coordination of the three different stages of the 8 class cut into 2 categories, namely the 30 regions in the running stage during running in the downtown area of Jingdezhen and the coordination stage, but in most areas is still in the stage of coordinated transportation lags behind the economic development, traffic is still one of the main reasons hindering the development of the regional economy of Poyang Lake. Finally the location from the terrain factors, advantages, the level of urbanization, traffic and economic coordination of regional industrial structure and regional economic ties on the Poyang Lake area development of five important factors, and put forward the corresponding development strategies for the coordination of different types.

【學(xué)位授予單位】：東華理工大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：F127;F512.7

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