长三角地区人口“镇化”发展与小城镇交通优势度的空间关系  

Spatial relationship between"townizaton"and transportation advantage of small towns in the Yangtze River Delta region

作　　者：王雪芹 刘振[2,3] 刘盛和 周蕾[1] 王维 苗毅[4] WANG Xueqin;LIU Zhen;LIU Shenghe;ZHOU Lei;WANG Wei;MIAO Yi(School of Geographic and Biologic Information,Nanjing University of Posts and Telecommunications,Nanjing 210023,China;Key Laboratory of Regional Sustainable Development Modeling,Institute of Geographic Sciences and Natural Resources Research,Chinese Academy of Sciences,Beijing 100101,China;College of Resources and Environment,University of Chinese Academy of Sciences,Beijing 100049,China;College of Geography and Environment,Shandong Normal University,Jinan 250358,China)

机构地区：[1]南京邮电大学地理与生物信息学院,南京210023 [2]中国科学院地理科学与资源研究所、中国科学院区域可持续发展分析与模拟重点实验室,北京100101 [3]中国科学院大学资源与环境学院,北京100049 [4]山东师范大学地理与环境学院,济南250358

出　　处：《地理学报》2024年第6期1433-1448,共16页Acta Geographica Sinica

基　　金：国家自然科学基金项目(42271246,42071212,42001166);江苏省社会科学基金青年项目(22SHC003);江苏省高校自然科学基金项目(21KJB170015);南京邮电大学人才引进项目(NYY220003)。

摘　　要：探讨长三角地区2460个小城镇人口“镇化”发展与交通优势度的空间格局特征及两者的空间关系,并结合双变量空间自相关方法揭示交通对人口“镇化”发展的影响机制。结果发现:①2017年长三角地区人口“镇化”发展总体处于初、中期阶段,五成以上小城镇人口“镇化”水平不足30%;小城镇交通优势度空间分异特征显著,形成以上海为一级中心、以苏锡常、杭州、宁波和合肥为二级中心、以欠发达城市远郊与安徽省际交界地带为外围圈层的“中心—外围”结构;②人口“镇化”水平与交通优势度总体协调度较高,但以两者同步偏低为主,协调性随着与中心城区距离的增大而降低;上海、苏锡常等发达地区也存在交通发达但人口“灯下黑”的小城镇,苏北、安徽等欠发达地区存在交通落后但人口集聚度较高的小城镇;③交通对人口“镇化”发展具有显著正向影响;④区位子要素对人口“镇化”发展整体呈正向促进作用,但也存在负向影响的特殊情况,越发达的地区这种正向效应与负向效应均越显著;交通可达性主要通过站点枢纽效应促进各类要素与技术以空间外溢的形式在核心城市与一般城镇之间传递,重塑小城镇经济优势从而促进人口集聚;路网密度主要是通过影响出行成本以及要素流通速度与规模影响人口向镇区的集聚。This study explored spatial characteristics of and spatial relationships between"townization"and transportation advantages in 2460 small towns in the Yangtze River Delta.Bivariate spatial autocorrelation was used to reveal how transportation has impacts on"townization".It is found that:(1)The overall development of"townization"in the study region is in the early to mid-term stages,with over 50%of towns having a"townization"level of less than 30%.There was significant spatial differentiation in transportation advantage,with advantages decreasing from a central point outwards:Shanghai acted as the primary center,Suzhou-Wuxi-Changzhou,Hangzhou,Ningbo,and Hefei were secondary centers,and underdeveloped city outskirts and the border area of Anhui acted as the peripheral layer.(2)The level of"townization"showed a general coordination with transportation advantage,whereas simultaneous low levels of both predominated and coordination decreased with increasing distance from central urban areas.Developed areas,such as Shanghai and Suzhou-Wuxi-Changzhou,contained small towns with developed transportation but relatively low"townization"level.In contrast,underdeveloped areas,such as Northern Jiangsu and Anhui,contained small towns with high population densities despite low transportation advantage.(3)Transportation had a significant positive impact on"townization".(4)While location factors generally promoted"townization",some specific factors had negative impacts.Both positive and negative effects of location factors were more pronounced in more developed areas.Transportation accessibility primarily promotes the transfer of goods and services and technologies between core cities and surrounding towns through spatial spillover,thereby reshaping the economic advantage of small towns and increasing population density.The concentration degree of the road network mainly affects the population density of towns by influencing travel costs and the speed and scale of movement of goods and services.

关 键 词：小城镇 人口“镇化” 交通优势度 空间关系 长三角地区 

分 类 号：TU982.2[建筑科学—城市规划与设计] F299.27[经济管理—国民经济] F512.7