Yang Yuanyuan, Yao Yao
School of Tourism Management, Guizhou University of Commerce, Guiyang, 550014, China.
School of public management, Guizhou University of Finance and Economics, Guiyang, 500025, China.
Sci Rep. 2025 Mar 5;15(1):7634. doi: 10.1038/s41598-025-86346-8.
The overall level of transportation infrastructure and the level of new urbanization are two coupled systems that complement each other. The balanced development of a region benefits from the efficient synergy of these two systems. Using methods such as the Gini coefficient and Lorenz curve, spatial autocorrelation and hotspot analysis, and models for evaluating traffic superiority and new urbanization levels, we analyzed the balance and spatial distribution characteristics of these two developments and their coupling coordination levels in 88 counties of Guizhou Province (GZP) in 2020. The results indicate that the transportation advantage level in Guizhou's counties shows a spatial distribution that decreases outward from regions with concentrated high-speed rail and highways. In contrast, the level of new urbanization is constrained by economic development disparities, exhibiting a distinct "dual-core" spatial differentiation with Guiyang's urban area as the main core and Zunyi and Renhuai as secondary cores. The average and maximum transportation advantage scores are higher than those of new urbanization, and the scores in higher-level development zones are superior to those in lower-level zones. Additionally, transportation advantage shows better balance compared to new urbanization. Both transportation advantage and new urbanization levels exhibit positive spatial autocorrelation, with similar hotspot areas but significantly different coldspot areas. The coordination between transportation advantage and new urbanization is relatively low, with 80.68% of counties not fully leveraging their transportation advantages. Accurately identifying the coordination phase and system state of these factors can provide valuable references for the future development of different counties.
交通基础设施总体水平与新型城镇化水平是两个相互补充的耦合系统。区域的均衡发展受益于这两个系统的高效协同。运用基尼系数与洛伦兹曲线、空间自相关与热点分析以及交通优势度和新型城镇化水平评价模型等方法，我们分析了2020年贵州省88个县这两个发展方面的均衡性、空间分布特征及其耦合协调水平。结果表明，贵州省各县的交通优势度水平呈现出从高铁和高速公路密集区域向外递减的空间分布。相比之下，新型城镇化水平受经济发展差距的制约，呈现出以贵阳城区为主核心、遵义和仁怀为次核心的明显“双核”空间分异。交通优势度的平均得分和最高得分高于新型城镇化，且较高发展水平区域的得分优于较低水平区域。此外，与新型城镇化相比，交通优势度的均衡性更好。交通优势度和新型城镇化水平均呈现正空间自相关，热点区域相似但冷点区域差异显著。交通优势度与新型城镇化之间的协调性相对较低，80.68%的县未充分发挥其交通优势。准确识别这些因素的协调阶段和系统状态可为不同县的未来发展提供有价值的参考。
