| Relying on the golden waterway promote the development of the Yangtze river economic belt,build a new supporting China's economic zone,is the situation of the CPC central committee and the state council,plotting a new chapter of China's economic development is conducive to the current,major strategic decisions and benefit in the long run.As a result,the Yangtze River economic belt transport infrastructure and total factor productivity of research it is necessary to be a discussion and research.Research methods are mainly qualitative analysis and quantitative analysis,historical analysis and comparative analysis method,set up the Yangtze river economic belt in 11 provinces,cities and total factor productivity calculation model,first calculate the total factor productivity of each region,for the relationship between the traffic infrastructure construction to the total factor productivity of positive groundwork;The second part of empirical analysis,through traffic infrastructure construction index selection and proxy variables choice,according to the index selection of variables,the comprehensive research at sight effect and hysteresis effect,the interaction effect,and the space measurement,research the traffic infrastructure construction to the total factor productivity spatial spillover effects.The conclusion part mainly based on the empirical test has been completed,the following main conclusions:1.Based on STATA inspection(not considering spatial factor),concluded that transport infrastructure to the Yangtze River economic belt total factor productivity effect mechanism should choose fixed effects model is more effective to explain.2.According to the fixed effects Durbin spatial econometric model analysis results,it can be seen that the railway to the local total factor productivity of elasticity coefficient is 0.030,coefficient is positive shows that rail infrastructure construction positive promoting effect to the total factor productivity,namely the contribution is positive;The same inland waterway transportation to the total factor productivity of elasticity coefficient is 0.298,the contribution is positive,and is about 9 times the contribution of railway transportation,Elastic coefficient of the highway is 0.032,the elastic coefficient of primary highway is 0.014,the elastic coefficient of secondary roads for 0.042,negative contribution to the said its external spillover effects exist,promoting the ascension of the total factor productivity of the surrounding area,the mechanism of action is to highway construction accelerated the overseas and inland goods,raw materials,materials,personnel and the introduction of communication,from a certain extent,improve the total factor productivity.And the highway to the total factor productivity contribution is higher than the level of the highway,secondary roads is higher than the level of highway of contribution,as a result of the highway traffic,road transport capacity than level,therefore the spillover effect to the surrounding is higher than the level of highway,secondary roads,however marginal contribution is bigger,spillover effect is higher than the level of a road.3.According to the empirical results,downstream of the Yangtze river economic belt shelter-forest region and obvious region difference,the downstream area of rail,inland waterway,highway,first class roads,second class roads to the contribution of total factor productivity are positive,that play a positive role in promoting;And the Yangtze river economic belt shelter-forest region apart from highway,the other are negative,indicating strong external spillover effects,namely the traffic infrastructure construction to promote the improvement of total factor productivity of the surrounding area.Summary down traffic infrastructure construction of the eastern region of the total factor productivity have the effect of internal growth,and the central and western regions of transportation infrastructure for the promotion of total factor productivity spillover effects from space.From the numerical point of view,in the eastern region of railway installations,the total factor productivity contribution is in the Midwest of about 5 times,and it make direct effects on the improvement of regional total factor productivity.Inland waterway transportation aspect,on the east and Midwest regional total factor productivity contribution of basic same,only is the eastern region is positive to promote the local total factor productivity growth,the central and western regions,reflecting the strong spatial spillover effects.Highway transportation aspect,the eastern part of the contribution is 1.68 times that of the central and western regions and all positive,that have played a more significant to promote the role of local total factor productivity.Level of road transportation aspect,the eastern region of the contribution rate of total factor productivity is about four times in the central and western regions,can be understood as the eastern region of the level of highway traffic than the Midwest,the Midwest there are external spillover effect more significant.Secondary road,the eastern region of the contribution rate of total factor productivity is 3.97 times of the Midwest,the central and western regions still show spatial spillover effects.Although this article innovation lies in: domestic traffic infrastructure construction about the total factor productivity and empirical studies for some,but the scope is different,mostly in panel data of 31 provinces throughout the country as a source of research data,a separate study of the Yangtze river economic belt on the total factor productivity and an empirical analysis of the traffic infrastructure construction has not,this paper completed the 2000-2014,the Yangtze river economic belt on the total factor productivity,the empirical part systematically studied the 2000-2014,the Yangtze river economic belt transport infrastructure to the total factor productivity growth spot effect and the interaction effect,as well as the region's spatial spillover effects. |
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