环长株潭城市群公路交通网络与区域经济关系研究

发布时间：2018-01-05 08:29

本文关键词：环长株潭城市群公路交通网络与区域经济关系研究　出处：《湖南师范大学》2014年硕士论文　论文类型：学位论文

【摘要】：交通是联系一个地区社会经济活动的纽带,公路交通是最直接反映出这个地区交通状况并成为该地区经济发达程度的重要标志。环长株潭城市群是长江中游地区重要经济增长极,公路运输是城市群内部相互联系的主要交通方式。利用GIS技术手段,运用分形分维、灰色关联度、运输经济弹性系数和数据包络分析等方法定量研究环长株潭城市群内部公路交通网络与区域宏观经济发展的关系。结果表明： (1)环长株潭城市群内部公路交通网络基本成熟。分形分维方法的结果表明分形系数均大于1,说明城市群内部公路交通具有明显分形性质。从长度维数来看公路均匀度呈同心圆递减,长沙市为中心公路均匀度最高；从分枝维数来看城市群内部公路交错贯穿,表现出明显的复杂关系；从关联维数来看城市群之间的公路交通通达性较好,并以长沙市为中心,呈放射状分布。 (2)灰色关联度表明,公路交通与区域经济相互影响因素的关联度均大于0.9接近1,说明两者相互影响因素的关联度很高。影响公路交通的经济指标中,地区生产总值是关联度为0.9911,排序中最高；影响区域经济公路交通指标中,公路里程关联度最高,达到0.9911,其次是客运周转量和货运周转量。 (3)运输经济弹性系数呈波动性变化。2003-2012年,货运弹性系数和客运弹性系数均大于0,表明公路交通与区域经济之间存在明显正相关。货运弹性系数大于0且具有较大的阶段性,以2003年、2004年和2008年拨动性最大,这与该阶段的经济事件和政策密切相关；但客运弹性系数均小于1,说明旅客运输滞后于区域经济的发展。 (4)在公路投入—经济产出多因素模型中,数据包络分析法结果表明,2003-2012年中,2004年、2007年和2010年的综合效率小于1,环长株潭城市群公路交通与区域经济存在不适应关系,其余七个年份综合效率为1,公路交通与区域经济基本适应。
[Abstract]:Traffic is the link of social economic activities with an area, highway traffic is the most direct reflection of the traffic situation in the region and become an important symbol of the region's economic development level. The ring of Changsha Zhuzhou Xiangtan city group in the middle reaches of Yangtze River is an important economic growth pole, road transport is the main mode of transport within the city group linked by GIS. The use of technical means, fractal dimension, grey correlation degree, the relationship between Tan city group internal highway traffic network and regional macro economic development and quantitative research method of loop traffic economic elasticity coefficient and data envelopment analysis. The results show that the long line:
(1) ring of Changsha Zhuzhou Xiangtan city group internal road network basically mature. Fractal dimension method the results show that the fractal coefficient is greater than 1, indicating the city inside the highway traffic has obvious fractal character. From the point of view of road length dimension uniformity of concentric circles of decline, Changsha City Center Road evenness is highest; from branch the city group of internal dimension highway goes through, show the complex relationship is obvious; from the view of the correlation dimension of highway traffic accessibility between the city group is better, and to Changsha city as the center, radial distribution.
(2) grey correlation degree showed that the highway traffic and regional economic interaction correlation factors were greater than 0.9 close to 1, indicating the interaction of correlation degree of factors is very high. The influence of road traffic and economic indicators, GDP is the correlation degree is 0.9911, the highest ranking in the index of regional economic impact; traffic highway highway mileage, the highest correlation reached 0.9911, followed by passenger volume and freight turnover.
(3) the coefficient of elasticity of transportation economy fluctuated.2003-2012, freight elasticity coefficient and passenger elastic coefficient is greater than 0, that between highway traffic and regional economy there is a significant positive correlation. The coefficient of elasticity of freight is greater than 0 and has a stage, large in 2003, 2004 and 2008 at maximum, which is closely related to the the stage of economic events and policies; but the coefficient of elasticity of passenger were less than 1, indicating the development of passenger transport lags behind the regional economy.
(4) in the highway investment - a multi factor model of economic output, data envelopment analysis results show that in 2004 2003-2012 years, 2007 and 2010, the comprehensive efficiency is less than 1, the ring of Changsha Zhuzhou Xiangtan city group of highway transportation and regional economy are unsuitable to the relationship, the other seven years of comprehensive efficiency is 1, and the highway traffic regional economic basic adaptation.

【学位授予单位】：湖南师范大学
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：F542.8;F127

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