中国县域交通优势度与农村发展的空间协同性及影响机制解析

利用综合评价、耦合协调度、空间滞后模型（SLR）等模型,对2000~2010年的中国分县农村综合发展水平及2010年的分县道路交通优势度进行综合测度,解析其两者的空间耦合协同特征,并探索道路交通对农村发展的影响机制。结果表明：① 2000~2010年,中国分县的农村综合发展水平的东、中、西差异格局未突破,农村综合发展水平整体提升了33.20%。东部地区的农村发展进入优化整合提升阶段,中、西部地区在政策、产业转移、城镇化、工业化等驱动下农村综合水平提升较快,乡村多维空间历经转型重构。② 2010年,县域道路交通优势度呈现出典型的“点-轴”的地域结构特征,存在东、中、西部和交通枢纽中心地与外围地区之间的地域差异,其与农村发展水平耦合协同性整体较差,处于轻度失调以下状态占县（区）总数的88.25%,西部地区协调度普遍低于0.40,交通发展与农村发展协同性较好地域集中于东部沿海地域和道路交通优势极核及轴带的县（区）。 ③ 道路交通等级、密度、可介入性等影响农村综合发展。道路密度对农村发展正向影响较大,国道、省道、县道沿途邻近可进入性强,对农村综合发展有积极促进作用;高速公路和铁路有景观生态学“廓道”性质,空间上起连通作用,结构的不可穿越性,封闭性影响可介入性,高速公路的出入口和火车站空间布局对农村发展影响显得尤为重要。④ 地级市交通中心地对农村发展带动影响明显,大城市的强聚集能力易促成周边县区的农村发展“灯下黑”的地域结构特征。道路交通设施建设的等级、阶段对农村发展的传导效应及区域交通建设的超前或滞后的科学判断核心理论,将是人文经济地理学及乡村地理学亟待关注的重要领域。

Spatial Coupling Cooperative Analysis of Transport Superiority and Rural Development in China

This article examined the coupling characteristics and effect mechanism for rural development and transport infrastructure. Based on socio-economic data, road traffic vector data, using the comprehensive evaluation model, spatial lag model (SLR) and coupled coordination degree model, the rural development level and transport superiority were comprehensively examined in 2000 and 2010, in order to reveal regional structural features of both. Main results for this study are as follows: 1) The regional differences of rural development have not been changed recent the last 10 years, as differences in the eastern, central and western China. The rural comprehensive development level was upgraded by 33.2%, while rural development rate has stabilized in rural areas of the eastern region. However, rural development rate was rapid promotion in the Midwest region of China during 2000 to 2010, because of policy support, industries transferring, urbanization and industrialization. 2) The point-axis spatial structure of transport superiority distribution was significant in China in 2010, which the capital of the prefecture-level city had obvious transportation advantages, and existed some transportation advantages development axis regions around core transportation central place. Regional differences were mainly between the eastern and western China, transportation core hub and the peripheral region. 3) Road density effect on rural development significantly, due to strong accessibility of national, provincial and county roads, which have a positive role in promoting rural development. However, highways and railway had a corridor property of landscape ecology. Highway and railways were “aisle”, through connection, as impenetrable property of its structure, so that region was split into two parts, and the space layout for train station and entrance was important to rural development particularly, otherwise less impact on local development across the region. Prefecture-level city traffic center had an obvious impact on rural development. Because of a strong ability to aggregate in large cities, which resulted in a special regional structure of “center developed and peripheral poverty”. Guiding the core elements radiation output to its surrounding area was extremely important for transport center cities. 4) The spatial coupling cooperative of transport superiority and rural development was low in China, account to 88.25% of the counties in China, especially in the western region, while Tibet was particularly serious, the coordination degree lower than 0.4,transportation development and rural development synergies better geographical concentration in the eastern coastal areas. Only a few counties in western better coordination, mainly synergistic whole capital, prefecture-level cities and border areas, rural development and transport infrastructure was weak. The core theoretical of traffic facilities construction level, stage and long-term effects on integrated rural development and regional economic development, as well as leading or lagging scientific judgment of regional transportation construction, which will be the important field for economic geography and rural geography studies.