Research On The Impact Of Transportation Infrastructure In The Core Area Of The Silk Road Economic Belt On Regional Economic Development Gap

Thousands years of human history has proved that improved transport facilities and transport technology are important link to promote economic and social functioning,and even formed the powerful development concept of "traffic strong,strong economy,strong economic strength of the country".21 century,Xi Jinping promoted that Xinjiang regional opening-up strategy should integrate the national economy with the construction of the Silk Road,to the west and open to the general layout.Thus,the "Silk Road Chang poor country to check Xinjiang;power construction traffic is strong,the pilot Xinjiang" in Xinjiang transport infrastructure usher in a major historical opportunity of amazing development.However,in 2000 the country’s western development strategy has already opened up the pace of construction of transport infrastructure in Xinjiang,but Xinjiang’s per capita GDP is still lower level in the country,to 2019 or even lower than the national average of nearly points.Will the transportation infrastructure development and regional development gap between the economy away from each other? Urgent need to sort out the internal mechanism between the two,for a new era of transportation infrastructure development core area obviously has important theoretical and practical significance.Transport infrastructure,regional economic development and coordination of relevant literature,provide theoretical basis and analysis to determine the basis for selecting research ideas and research perspectives.On the one hand,from the perspective of the spatial structure of the network traffic flows and nodes,we can explore the structure and evolution of the relationship between transportation infrastructure,some scholars will feature values derived from the traditional time data to population and economic weighting data,which species derived not only broke the distance limitations also test the impact of socio-economic factors,the research is clear that the economic and social fields is more universal.On the other hand,regional economic development,not only including the elements of interaction and coordination within the region of production,and also includes a flow adjustment between the region;not only reduce the economic output of the region,but narrowing the gap in many aspects of science and technology,human resources and industries;not only the result of the convergence of regional development,but further comprising adjusting on the development capacity and development opportunities.However,the "Silk Road Economic Belt" core area for the study,to carry out specific research in related fields is also more limited.On the basis of fully draw on previous studies,to do research in the following areas: First,build the core area-theoretical framework "transport infrastructure Regional Economic Development" through the perspective of transport infrastructure life-cycle,from transportation investment,traffic size and traffic accessibility three levels,effects and analysis of its role on the transmission mechanism of the regional economic development.The second is to clarify the interpretation of the logical development of transportation infrastructure facilities the core area,from "environment for development-Development Status-Future Outlook" three dimensions,positioning requirements set forth typical arid desert region,transport infrastructure development,estimated that the core area of sparse road network conditions transportation network and its structural characteristics node,and further to the north slope of Tianshan urban agglomeration transport network as an example of "fourteen five" certain extension under construction and planning projects.The third is to measure the impact and effect conduction on investment in transportation,estimates the impact of traffic scale and transmission effects,and the impact of transportation accessibility.Based,according to "ask question-solve the problem-analyze the problem," according to the analytical framework of technical research paper route.Firstly,the origin(the research background,significance)of the study of literature and scientific metrology draw knowledge maps,pursuant to propose specific research ideas and research content,research methods and elaborate technical routes used,proposed innovation and deficiencies.Second,determine the definition of the concept,rationale and mechanism of topics related to the impact of transport infrastructure and regional economic development gap between the two core concepts to define,drawing on the existing regional economic development radiation theory,new economic geography theory and the "point-axis" theory,to build a " transport infrastructure-regional economic development," the theoretical framework,from transportation investment,traffic and scale up to three levels of traffic,analyze the mechanism of a direct impact on regional economic development gap between the layers of the face in the process of and possible transmission mechanism,and put forward the hypothesis to be tested.Again,the core area of transportation infrastructure,regional economic development disparity indicators were constructed using topological analysis,network structure analysis,spatial weighting weights,dynamic evolution of their local and global autocorrelation test autocorrelation test,etc.,spatial association,time and space differences in steady-state tests were analyzed.Finally,the panel model and time series analysis,etc.,empirical transport infrastructure for Regional Economic Development of direct effect and conduction effect.The following conclusions based on the above analysis and empirical: First,there is the development of transport infrastructure in Xinjiang Non-balanced and dynamic evolution of a whole experienced a point-line,radiological and network development stage,in "Thirteen Five" initial formation of the end of the period throughout the three regions,the flow pattern through the network between North and South;1989--between2019,the combined effect of rendering the road network,and with the expansion of the road network,the aggregation capability and capacity road network of intermediary decline,and the ability to promote inter-regional balance approximates the rise;presenting the railway network "Y" shaped profile,ring network architecture does not appear,and therefore do not have the agglomeration characteristics,and with the expansion of the road network,and a proximity region polymerizability reduced ability,of the conductive path-dependent effect of the rapid rise of the intermediary.Over the same period the center of the city transport network node rises rapidly to 2019 northern Urumqi,Kuitun,Xinjiang Turpan eastern,northern and southern Xinjiang Korla,Karamay,Kashgar became the center of a high degree of region to form a clear hub level division;with the "fourteen five" in the construction and continuously push forward the planning project,the Tianshan Mountains in Urumqi city group to the economic model transportation center is further enhanced,however,the center of all kinds of Shihezi index values are low,indicating that in urban agglomerations traffic in the center position has a tendency to be overlooked in the development process.Second,the regional economic development gap between the core area of an inverted "U" shaped trend,peaked in 2006,and in 2019 reached a trough value,The index value changes in the 0.0790-0.2236 range,the gap between the state contribution to the core area a higher rate;the core area of regional economic development gap in the ARIMA model of regional economic development gap between the core area showed positive trends,projections indicate that the trend from the core area of regional economic development gap is still showing growing conditions;regional economic development gap within the study period level sub-bit region remained stable state,wherein the high position area Urumqi,Karamay,and Hamilton Wada area,and a low Quantile Altay region comprises Changji;local geography under heavy spatial auto-correlation values from the most significant and the reciprocal of the right,showing the state of regional economic development gap have a positive relevance,presenting that the western development policy and "along the way" initiative continues to deduction,the increasingly close economic exchanges within the region,presenting different economic spillover effects,making the economic gap in different spatial fluctuated during the polymerization range of the combined effect.Third,the empirical results show that transportation investment,the size and role of transportation and transportation accessibility affect the transmission mechanism of the larger differences.Infrastructure investment in the core area of road transport increased by 1 percent,making regional economic development gap between the lower 0.0185.Highway mileage for each additional 10,000 km of regional economic development gap between the core area as a whole narrowed 0.096,0.164 increase in the weight range;railway mileage of 10,000 km for each additional,regional economic development disparities 0.778,0.646 within narrow weight range;railway and northern regions Highway were produced for regional economic development significantly affected,and the impact of higher rail road,however significant impact of these modes of transport do not exist in southern Xinjiang.Accessibility every 1% reduction in the overall regional economic development gap narrowing and expanding-0.030 0.063(weighted),total factor productivity will increase1.722 and-1.766(weighted),corresponding to the urbanization rate will increase-0.866 and 0.560(weighted);accessibility of urbanization rate and total factor productivity significantly in South of conduction mechanism of action and a higher impact factor.According to empirical results derived from "Attract investment in transportation infrastructure,serve the new development pattern of the core area","expand the coverage of transportation scale and help the driving force of economic development in the core area","further improve regional accessibility and narrow the economic development gap in the core area" three levels proposed the core area of transport infrastructure development of relevant policy recommendations.