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| 1 | 中国边境地区的城镇化格局及其驱动力显示文摘边境地区是内陆对外开放重要门户,也是全面建成小康社会、优化城镇空间格局的重要组成。本文深入分析2000—2015年中国134个边境县域的城镇化发展格局,基于边境地区城镇化特征构建驱动力体系,并运用地理探测器探析边境地区城镇化驱动机制。研究发现:①2000—2015年边境地区城镇化水平长期低于全国平均水平且差距不断拉大,面临城镇化发展滞后、动力不足的困境。②同期,西北、西南边境的城镇化水平偏低、但增速较快;西藏边境的城镇化水平最低、增速平缓;东北、北部边境的城镇化水平稍高、但城镇化速度缓慢甚至停滞。③交通力和产业力对边境地区城镇化贡献最大,市场力作用较小,各种驱动力之间存在明显的相互加强作用。④西北、西南边境分别形成了以产业力和交通力、市场力和行政力为主要驱动力的城镇化发展机制;西藏边境的自然、社会、经济条件薄弱,尚未形成具有较强贡献作用的城镇化驱动力;东北、北部边境的交通力对城镇化贡献较大,与市场、产业的交互增强效果明显。 | 宋周莺 祝巧玲 | 2020 | 地理学报2020，75，8： | 23 |
| 2 | 乡村振兴视角下连片特困地区农户收入的实证分析——以秦巴、六盘山区为例显示文摘从农户家庭禀赋、经营结构、社会资本、农户所处地理环境、农户主体性等五个层面建立农户收入模型,利用定量分析方法,研究各类因素对农户收入的影响。分析结果发现,导致农户收入差异的关键因素是能力差异,这是一个复合的、多层面的因素,既有微观层面因素如农户家庭禀赋、经营能力和经营结构,也有中观层面因素如当地的基础设施和自然条件,还有宏观层面因素如全社会的公共产品供给等。在过去30多年城镇化发展过程中,劳动力转移是促进农户的工资性收入增长和减贫的最主要动因,但也因此导致并加剧了乡村空心化和衰退等问题。现阶段,在乡村振兴视角下,有机协调乡村和城市平衡发展,优化农村劳动力布局,使农户工资性收入和家庭经营性收入相互补充,使其成为增加农户收入、改善乡村环境和促进农村社会进步的切入点,这对于连片特困地区农村的减贫脱困十分重要,也是在欠发达地区形成城镇化和村镇化双轮驱动发展模式的有效载体。 | 曲玮 赵怡芳 谭艳美 | 2018 | 农村经济2018，0，4： | 5 |
| 3 | Gradient effect of road transportation on economic development in different geomorphic regions显示文摘The economic benefits of transport infrastructure investment have been widely accepted.However,the varying influence of road transport development across vertical space has rarely been discussed.Taking Sichuan province in China as case study area where the landform is diverse and complex,administrative counties were categorized into 4 main types:plain counties,hill counties,mountain counties,and plateau counties.Using statistical data during 2006-2014,theperformanceofeconomic development and transport construction level in the four types of counties are discussed.Subsequently,the heterogeneous effect of each grade road on economy was calculated by local regression model(GWR).The results indicate that plain counties largely surpassed the other geomorphic counties in economic development level,while the gradient gap among them was on the decline.Similarly,distribution of transport infrastructure presented a decreasing trend from the low plain counties to high plateau counties.Regional imbalances were mainly reflected in the County road and Village road.Regarding the changes of regional gaps,National&Provincial roads and County roads were constantly expanding,whereas the disparity of Village road was slowly narrowing over time.Particularly noteworthy was the non-stationary economic influence of traffic factors across vertical gradients.On average,National&Provincial roads generated higher benefits in the high elevation regions than the lowlands.In contrast,County road and Village road were found to be more effective in promoting economic development in plains.With regard to local estimates of traffic factors,coefficients in mountain counties exhibited larger fluctuation ranges than other geomorphic units.The conclusions provide a basis for government decisionmaking in a more reasonable construction arrangement of road facilities and sustainable economic development. | YANG Xue-ting FANG Yi-ping QIU Xiao-ping ZHU Fu-biao | 2018 | Journal of Mountain Science2018，15，1： | 4 |
| 4 | 城镇化发展对农民收入增长的影响效应研究——基于重庆市38个区县面板数据显示文摘农民收入增长的影响因素复杂且多元,城镇化是其中一个重要的因素。通过最小二乘法回归模型和分位数回归模型分析发现,农民的物质资本、人力资本及社会资本是农民收入增长的基础决定因素,与农民收入显著相关;城镇化重组了城乡物质、人力及资本要素,对农民收入增长的基础决定因素的限制作用有所缓解,并通过人口集聚、土地集聚、产业集聚等方式影响农民收入来源与途径。不同收入阶段的农户受城镇化发展的影响程度各有差异。通过合理改进城乡市场、土地、户籍等制度,可有效促进城镇化过程中的农民增收。 | 蒋励 | 2019 | 农村经济与科技2019，30，3： | 4 |
| 5 | 岷江上游农民收入异质性及其地理影响因子显示文摘引入生态学中的异质性概念,选择川西高原岷江上游作为研究区,采用变异系数、Theil指数和探索式空间数据分析方法,以乡镇作为研究单元,分析农民收入异质性及其空间分布特征。研究发现:岷江上游农民收入在2005—2010年呈现收敛趋势,县域内部乡镇间的农民收入差异是构成岷江上游收入差距的主要因素;农民人均纯收入在空间分布上存在明显的高值和低值区,高值区主要集中在南北两侧,低值区集中在中部地区,收入水平相似的乡镇呈现显著空间正相关分布格局。分析表明,地理位置、旅游资源赋存差异、交通通达条件以及2008年的汶川大地震对岷江上游各乡镇的农民收入具有显著影响,是造成农民收入差异的主要原因之一。此外,禁止开发区所在的乡镇多为高收入乡镇,说明环境保护与农民增收之间可以相互促进,由此可以认为,充分利用政策和资源优势是欠开发山区提高农民收入的有效途径。 | 盈斌 方一平 徐云 阎晓 胡海燕 | 2014 | 山地学报2014，32，6： | 3 |
| 6 | 川西山区交通与GDP的海拔梯度性及其相关关系显示文摘以西部山区的缩影川西为研究对象,利用交通矢量化数据和自然社会经济数据,在GIS软件支持下,探讨'十五'计划以来不同时期川西山区交通通达性与GDP的海拔空间分异性及其相关关系。结果表明:(1)2000~2013年间川西山区交通通达性有了显著提高,各县通达水平两级分化有所减弱,高值区集中于攀西城市群,低值区主要位于甘孜州;(2)川西山区GDP与交通水平均具有较为明显的海拔梯度分异,表现为中低海拔区>中海拔区>高海拔区>高原区,呈现出'反自然梯度特征';(3)从整体上看,川西山区通达性指数与GDP存在显著正向关联且关联程度不断加强,交通主干线显现出更为明显的经济促进作用,而边缘化的地理区位不利于地区对外开放,阻滞了经济发展;(4)不同时期各海拔区交通通达性及其构成要素与GDP的关联方向和程度差异较大。 | 杨雪婷 方一平 邱孝枰 朱付彪 | 2017 | 长江流域资源与环境2017，26，4： | 2 |
| 7 | 中国边境地区城镇化时空格局及其驱动力显示文摘Border area is not only an important gateway for inland opening-up,but also an important part of completing the building of a moderately prosperous society and optimizing national urban spatial pattern in China.Due to the location,natural resources endowment,and traffic accessibility,the urbanization speed is relatively slow in border areas.Therefore,it is a special area that needs to pay close attention to,especially under the background of the Belt and Road Initiative and China's regional coordinated development program.Based on the county-level data from 2000 to 2015,this paper tries to analyze the spatio-temporal pattern of urbanization in 134 border counties,and applies geographical detector method to study the driving forces of urbanization in border areas.Conclusions are as follows:(1)From 2000 to 2015,urbanization rate in border areas has been lower than the national average,and the gap has been widening.Some border counties in southern Xinjiang,Tibet,northeast of Inner Mongolia,and Yunnan,are even facing the problem of population loss.(2)In the same period,urbanization rate in the northwestern and southwestern border is low,while their urbanization rate grows relatively faster comparing with other border counties;urbanization rate in Tibet border is the lowest and grows relatively slowly;urbanization rate in the northeastern and northern border is slightly higher,but it grows slowly or even stagnates.(3)Transportation and industry are the important driving forces of urbanization in border areas,while the driving forces of market is relatively weak.And there are obvious mutual reinforcements among the driving forces,while the effort and explanatory power of resource force increases obviously after interaction.(4)Urbanization rate in the northwestern and southwestern border areas grows relatively fast,with industrial force and transportation force,market force and administrative force as the main driving forces respectively.Tibet border area has the lowest urbanization rate and growth rate,as the driving force of urbanization with strong contribution has not yet formed in Tibet.In the northeastern and northern border areas,the contribution of transportation force to urbanization is greater than other forces,and its interaction with market and industry has obvious effects. | 宋周莺 祝巧玲 | 2020 | Journal of Geographical Sciences2020，30，5： | 1 |
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