资源科学 ›› 2019, Vol. 41 ›› Issue (11): 2094-2106.doi: 10.18402/resci.2019.11.12

• 资源与环境经济 • 上一篇    下一篇

交通可达性反贫困作用的空间分异分析——以福建省为例

侯秀英, 邱荣祖, 林玉英, 王剑凯, 胡喜生()   

  1. 福建农林大学交通与土木工程学院,福州 350108
  • 收稿日期:2019-03-06 修回日期:2019-08-06 出版日期:2019-11-25 发布日期:2019-12-03
  • 通讯作者: 胡喜生
  • 作者简介:侯秀英,女,福建永泰人,副教授,研究方向为3S技术及工程应用。E-mail: 275357487@qq.com
  • 基金资助:
    福建省社会科学规划项目(FJ2017B090);国家自然科学基金项目(41201100);国家自然科学基金项目(31971639)

Spatial differentiation of the anti-poverty effects of traffic accessibility at the county level: A case of Fujian Province

HOU Xiuying, QIU Rongzu, LIN Yuying, WANG Jiankai, HU Xisheng()   

  1. College of Transportation and Civil Engineering, Fujian Agriculture and Forestry University, Fuzhou 350108, China
  • Received:2019-03-06 Revised:2019-08-06 Online:2019-11-25 Published:2019-12-03
  • Contact: HU Xisheng

摘要:

交通基础设施与区域贫困之间的空间关系研究是实施乡村振兴战略的基础。以福建省为例,利用加权平均旅行时间表征县域水平交通可达性,通过生计五边形法计算县域水平多维贫困指数,在此基础上,运用地理加权回归对县域交通可达性与多维贫困之间关系的空间分异特征进行探讨。结果表明:①福建省县域交通可达性从沿海到山区呈现出“分层结构、南北两级分化”的特征,总体上可达性水平不高;②各县域单维贫困水平差异大,多维贫困表现出较强的地域特征,贫困县域主要分布在闽东部与北部地区;③交通可达性与多维贫困之间既存在协同促进的关系,也存在权衡制约的关系,即交通基础建设对反贫困的作用存在空间分异特征,其中43个县域呈现交通可达性越高,反贫困作用越明显的特征;而15个县域呈现交通可达性越高,反贫困作用越弱的特征,且这些县域主要集中分布在闽北部与西部地区。本文可为提出科学的、差异化的乡村振兴战略提供科学依据,如对于存在权衡制约关系的县域,仅仅依靠交通扶贫战略无法达到预期效果,可结合单维贫困的识别实施精准扶贫。

关键词: 可达性, 县域经济, 多维贫困, 地理加权回归模型, 福建省

Abstract:

The knowledge on the effects of transportation infrastructure on regional economic development is the basis for implementing the rural revitalization strategy. Taking Fujian Province as a case, the weighted average travel time was used to represent the counties’ accessibility level, and a multidimensional poverty index was employed based on the livelihood pentagon method to measure the counties’ poverty, then the geographically weighted regression analysis was adopted to explore the spatial differentiation of the relationships between county traffic accessibility and multidimensional poverty. The results show that: (1) Traffic accessibility of counties in Fujian Province tends to show a layered structure, descending from the coast to inland mountainous areas, and the overall accessibility level is relatively low; (2) There exist great variations in single-dimensional poverty across the counties, and multidimensional poverty shows a strong regional differentiation, with poor counties mainly distributed in the eastern and northern parts of the province; (3) The effect of traffic accessibility on anti-poverty efficiency is complicated, which shows that the development of the traffic infrastructure may either succeed or fail to promote the anti-poverty efficiency. In other words, the effect of transportation infrastructure on anti-poverty efficiency is characterized by spatial heterogeneity. For example, in 43 counties of Fujian Province, the higher the traffic accessibility level, the better the anti-poverty efficiency. However, the opposite cases of the other 15 counties are also discovered, and they are mostly located in northern and western Fujian. This study has implications for enacting an effective countermeasure to mitigate poverty at the county level, for example, for the counties identified as with a trade-off relationship. Developing transportation may not achieve the goal of poverty alleviation, and the single-dimensional poverty identified for each county in this study should be taken into consideration for the precise alleviation of poverty.

Key words: accessibility, county-evel economy, multidimensional poverty, geographically weighted regression model, Fujian Province