| Centralization of contiguous destitute areas as the key areas of the national poverty alleviation plan are the main battlefields for the new stage of poverty alleviation.It has become one of the key problems to implement the strategy of regional coordinated de velopment through the construction of traffic infrastructure and supporting the campaign of poverty reduction and hard work in the "poor old and poor" areas.Promoting poverty alleviation through transportation is an important basis for achieving accurate poverty alleviation.At present,China's transportation poverty alleviation efforts focus on poverty alleviation and lack of theoretical support,and the research on decision-making management of transportation poverty alleviation is still in the explorator y stage.How to accurately measure traffic poverty alleviation effect and realize the optimization of traffic poverty alleviation path based on the spatial characteristics of Multidimensional Poverty,has become an important scientific issue highlighted in the strategy of poverty alleviation.Based on this,the following studies have been carried out focusing on the Multidimensional Poverty Measurement and the efficiency and path optimization of transportation poverty alleviation in centralization of contiguous destitute areas of Yunnan province.Firstly,based on the theory of capacity,rights poverty and social deprivation,a multidimensional poverty measurement system was constructed in concentrated poverty destitute areas to obtain the heterogeneity,the spatial pattern of dependence and the spatial poverty trap of county poverty.The results show that:(1)the degree of poverty in four poor areas of Yunnan province is: Diqing Tibetan area > the area of Wumeng Mountain > Border mountain areas in western Yunnan > the rocky desertification area.Among them,Diqing Tibetan area and the area of Wumeng Mountain formed the province's poverty agglomeration area and the space povert y trap area,and povert y had strong spatial dependence.(2)The poverty degree of each dimensions in Diqing Tibetan is the highest among the four poverty-stricken areas,in addition to poor traffic dimensions outside the border area in western Yunnan poverty level is relatively low;Ecological poverty is particularly serious in every poverty area of rocky desertification area,Wumengshan area slightly higher than the other area of human poverty.Secondly,geographic detector model were used to extract the leading factors affecting the regional differentiation of the poverty-stricken area,and the mechanism of the leading factors on the spatial differentiation of poverty was analyzed,and the different types of poverty regions were divided and the corresponding policies and models were put forward.The results showed that:(1)the leading factors affecting the poverty differentiation in the stricken areas include the rate of illiteracy,the degree of traffic,the disposable income of urban residents and the proportion of ethnic minorities,and the dominant factors of the multidimensional pov erty index difference decision force w ere 0.225,0.192,0.175,0.163.(2)The regional differentiation of poverty is the result of one or more factors,and the interaction effect of any two factors on the spatial distribution of poverty is greater than that of one factor,and the interaction effects of the two factors on poverty alleviation are all enhanced effects.(3)According to the clustering results of the leading factors,the research areas can be divided into 4 types of poor regional types,such as the lack of traffic infrastructure,the human capital and infrastructure construction are all lack of type counties,the lack of livelihoods,and the lack of development conditions.Thirdly,the spatial measurement method was used to measure the elastic ou tput of poverty alleviatio n in poverty contiguous destitute areas.Based on the structural equation model,the efficiency of traffic poverty alleviation and the poverty alleviation path model were optimized.The results show that:(1)The elastic output of the poverty reduction of traffic infrastructure is within the range of 0.001-0.275,which is between the early scholars and the elastic values of the economic growth effect of traffic infrastructure.The elastic output of the sub area traffic reduction is in turn,Wumengshan area > the border area in western Yunnan > Diqing Tibetan > rocky desertification area;The road network density,the number of grade two and above passenger stations or the county road paving to elastic output of poverty reduction are greater than those of township roads,accommodation highway and village roads.However,the characteristics of traffic poverty alleviation in the Tibetan area are opposite,and the investment in rural roads has a strong poverty reduction effect on the Tibetan area.(2)the standardized path coefficient of direct poverty reduction in traffic infrastructure is 0.76,and the normalized path coefficient of indirect poverty reduction through geographical capital,material capital and human capital is 0.829,that is,the indirect poverty reduction effect of traffic infrastructure is greater than the direct poverty reduction effect of traffic infrastructure,thus demonstrating the existence of the spatial spillover effect of traffic infrastructure.(3)The increase of per capita disposable income and per capita GDP of urban residents can significantly reduce poverty,and their path coefficients are as high as 1.154 and 0.927.(4)The direct reduction effects of intermediary elements are: social capital > physical capital > geographical capital;in the three way of poverty alleviation,the poverty alleviation path of transportation infrastructure? geographical capital ? social capital? poverty reduction is the best way to reduce poverty,and the poorer effect of poverty a lleviation through the traffic infrastructure ? geographical capital ? poverty reduction effect is the worst.Therefore,based on the idea of "traffic + ",a comprehensive integrated poverty reduction model,which is completely different from the traditional f orm,is constructed in the aspects of traffic plus urban development,transportation plus tourism,transportation plus characteristic industry,transportation plus education and so on.It's a strategic choice to reduce poverty in contiguous destitute areas.Finally,based on the principle of spatial equity,anti poverty theory and regional deprivation compensation,the strategy of spatial compensation for traffic resources allocation and the path optimization of contiguous destitute areas in Yunnan province was put forward.The research results can provide theoretical basis and practical basis for the formulation of transportation planning and transportation poverty alleviation strategies in centralization of contiguous destitute areas. |
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