中文摘要：

交通基础设施建设是促进城市经济增长与趋同的重要手段。在新古典增长模型基础上,构建城市增长趋同的空间计量分析模型框架,利用1990-2012年中国273个地级以上城市数据,探讨城市间通达性和口岸通达性的改善对城市经济趋同的影响。研究发现：城市经济增长存在显著的空间相关性,趋同分析更适用空间计量方法;中国城市经济增长存在绝对趋同现象,且2001年后的趋同速度较20世纪90年代更快;全国层面,城市间通达性对城市经济增长及趋同的影响逐渐显现。进入21世纪后,通达性水平提升延缓了城市经济趋同速度,区域差距被进一步拉大。但在地区层面,城市间通达性的改善促进了东部、中部和西部地区内部城市的趋同;口岸通达性对全国城市经济的影响不显著,但对各地区城市趋同产生明显不同的影响。20世纪90年代到公路及水运口岸的通达性促进了中部城市的增长趋同,到公路和铁路口岸的通达性则延缓了西部城市的趋同速度。21世纪以后,公路口岸通达性主要影响中部和西部城市,铁路口岸主要影响东部城市的趋同进程。四类口岸通达性对东北城市的影响均不显著;最后,从促进城市经济增长与趋同角度,对交通基础设施建设的相关政策进行了讨论。

英文摘要：

The construction of transport infrastructure is a significant strategy to promote urban economic growth and convergence. Based on the neo- classical growth model, this study establishes a spatial econometric model of urban growth convergence, and explores the influences of two types of accessibility on urban economic convergence by using the data of273 cities in China from 1990 to 2012. The results suggest the following findings. First, a significant global autocorrelation of GDP per capita exists among cities, which suggests that the application of non- spatial model to convergence analysis suffers from the risk of misspecification and a spatial econometric model is competent. Second, the result of spatial econometric model indicates the existence of absolute urban economic convergence in China,with a higher rate of convergence in the period of 2001- 2012 than in the 1990 s. Third, the effect of transport accessibility between cities on urban economic growth and convergence is appearing gradually in China. At the national level, the improvement of accessibility between cities significantly slowed down the rate of convergence and broadened the economic disparities since 2001. At the regional level, however, it accelerated the rate of convergence of cities in the eastern, central, and western regions, respectively. Fourth, accessibilities between cities and four types（i.e., highway, waterway, railway, and airway） of ports of entry have no significant effect on economic convergence among cities at the national level, but play significant and different roles in determining the convergence among cities at the regional level. In the 1990 s, the accessibilities for highway and waterway ports of entry significantly promoted the convergence of cities in the central region, while accessibilities for highway and railway ports of entry restrained the convergence of cities in the western region. But since2001, the accessibilities for highway ports of entry have mainly influenced the convergence of cities in the central a