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作 者:高志刚[1] 代晓敏 克甝[3] Gao Zhigang;Dai Xiaomin;Ke Han(Xinjiang University of Finance and Economics, Urumqi 80012, P.R.China)
机构地区:[1]新疆财经大学,乌鲁木齐830012 [2]新疆财经大学经济学院,乌鲁木齐830012 [3]新疆财经大学统计学院,乌鲁木齐830012
出 处:《山东大学学报(哲学社会科学版)》2021年第6期94-106,共13页Journal of Shandong University(Philosophy and Social Sciences)
基 金:新疆财经大学科研创新项目“丝绸之路地区核心区交通基础设施、空间溢出与经济增长”(XJUFE2020B007);自治区自然科学基金项目“基于大数据的丝绸之路地区核心区公路网梯度优化研究”(2020A01D46)。
摘 要:推进交通基础设施建设,成为政府改善区域经济差距的重要政策性工具。着眼于交通基础设施发展全生命周期,分析其对区域经济差距传导机制,利用传导效应方法实证不同效应下的作用路径。研究表明(1)建设期交通投资对区域经济差距具有显著直接效应,通过人力资本和城镇化作用路径扩大区域经济差距。(2)运营期交通里程和运输服务对区域经济差距缩小和扩大效应并存。总体来看,交通里程比运输服务对缩小区域经济差距作用效应更优,但是随着时间推移,运输服务效应愈发显著;从规模异质性视角,东部地区对公路里程的敏感性更强,西部地区对铁路里程的影响效应更显著;此外,运输服务滞后于交通里程的程度越高,区域经济差距越明显。Under the constraint of the goal of coordinated development of regional economy,promoting transportation infrastructure construction has become an important policy tool for the government to improve the regional economic gap.This paper focuses on the whole life cycle of traffic development,first analyzes its influence mechanism on regional economic disparity,and then uses the intermediary effect method to demonstrate the role path under different effects.The research shows that the transportation investment during the construction period not only has a significant direct effect on the regional economic gap,but also can widen the regional economic gap through the role path of human capital and urbanization,and that the scale,stage and space heterogeneity of traffic mileage and transportation services during the operation period are higher.In general,the effect of traffic mileage is better than that of transportation services in narrowing the regional economic gap.But the effect of transportation services becomes more and more significant over time.In addition,the higher the degree of transportation services lagging behind the traffic mileage,the more obvious the regional economic gap.
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