航空企业视角的中国航空客运网络组织模式
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摘要
基于37个中国航空企业的航班大数据,选取对外联系度、异(同)配性系数、层次分析、优势生态位分析等方法对中国航空客运网络组织模式进行分析。研究发现:①中国航空网络发育整体趋于成熟,已形成明显的层次性和核心-边缘结构,航空企业的航空网络均蕴藏位序-规模规律,依据其机场节点、航线和航班数量可划分为6个层级;②依据企业视角与网络规模、层次性与同配性/异配性等指标的综合度量,中国航空企业的网络组织模式可划分为核心培育阶段、核心竞争阶段、过渡阶段与稳定增长阶段4种类型;③航空企业的航空网络包括核心-边缘同配性网络和核心-边缘异配性网络,企业间竞争焦点主要表现为"核心"的竞争;④结合航空客运网络组织模式的判定,当前中国航空网络存在两条收敛规律:层次性收敛与同配性/异配性收敛;⑤实力强、规模大的航空企业在全国通航城市的比例分布均匀,具有较高生态位;实力弱、规模小的航空企业在全国通航城市的分布具有区域性且比例不均,生态位较低。为优化航空网络结构、避免企业恶性竞争,中国不同等级的航空企业一方面需结合自身发展阶段不断优化网络组织模式,寻求与企业等级相适应的生态优势位;另一方面要加强合作,避免航线饱和问题,提高整个航空网络的韧性和运营效率。
Based on big data of flights of 37 aviation enterprises in China(data of Hongkang,Macau and Taiwan are exluded), using external linkage degree, assortativity/disassortativity index, hierarchical analysis and dominant niche analysis, the spatial organization mode and competition mechanism of China air passenger transport network were studied in this paper. Findings are as follows: 1) China's domestic aviation network has developed to a relatively mature level where obvious hierarchy and core-periphery structure are formed, all aviation enterprises could be divided into 6 hierarchies based on the number of nodes, routes and the number of flights. 2) From the aviation enterprise perspective, network scale, hierarchy and assortativity/disassortativity as indexes, organization mode(stage of development) of aviation enterprise in China could be divided into 4 stages including core cultivation stage, core competition stage, transition stage and steady growth stage. 3) Most of aviation enterprises' aviation network are core-periphery and assortative/disassortative whose competition focuses on‘core competition'. 4) Referring to the judgement method of aviation network's organization mode,there are two convergence laws in China aviation network namely hierarchical convergence andassortative/disassortative convergence. 5) Aviation enterprise with strong strength and large scale has high niche and a uniform distribution proportion in navigable cities. In contrast, aviation enterprise with weak strength and small scale has a low niche which leads to regional and uneven distribution in navigable cities. In order to optimize the structure of aviation network and avoid the malignant competition, aviation enterprises need to take actions. On the one hand, aviation enterprises have to optimize the organization mode according to distinctive features of different stages of development and explore the dominant niche which is adapted to the grade of enterprises. On the other hand, aviation enterprises need enhance the cooperation with each other for avoiding saturation of airlines and improving the whole aviation networks' resilience and efficiency.
Based on big data of flights of 37 aviation enterprises in China(data of Hongkang,Macau and Taiwan are exluded), using external linkage degree, assortativity/disassortativity index, hierarchical analysis and dominant niche analysis, the spatial organization mode and competition mechanism of China air passenger transport network were studied in this paper. Findings are as follows: 1) China's domestic aviation network has developed to a relatively mature level where obvious hierarchy and core-periphery structure are formed, all aviation enterprises could be divided into 6 hierarchies based on the number of nodes, routes and the number of flights. 2) From the aviation enterprise perspective, network scale, hierarchy and assortativity/disassortativity as indexes, organization mode(stage of development) of aviation enterprise in China could be divided into 4 stages including core cultivation stage, core competition stage, transition stage and steady growth stage. 3) Most of aviation enterprises' aviation network are core-periphery and assortative/disassortative whose competition focuses on‘core competition'. 4) Referring to the judgement method of aviation network's organization mode,there are two convergence laws in China aviation network namely hierarchical convergence andassortative/disassortative convergence. 5) Aviation enterprise with strong strength and large scale has high niche and a uniform distribution proportion in navigable cities. In contrast, aviation enterprise with weak strength and small scale has a low niche which leads to regional and uneven distribution in navigable cities. In order to optimize the structure of aviation network and avoid the malignant competition, aviation enterprises need to take actions. On the one hand, aviation enterprises have to optimize the organization mode according to distinctive features of different stages of development and explore the dominant niche which is adapted to the grade of enterprises. On the other hand, aviation enterprises need enhance the cooperation with each other for avoiding saturation of airlines and improving the whole aviation networks' resilience and efficiency.
引文
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[22]张凡,杨传开,宁越敏,等.基于航空客流的中国城市对外联系网络结构与演化[J].世界地理研究, 2016, 25(3):1-11.[Zhang Fan, Yang Chuankai, Ning Yuemin et al. The changing structure of Chinese transnational urban network:An analysis through air passenger flow. World Regional Studies, 2016, 25(3):1-11.]
[23]马学广,鹿宇.基于航空客运流的中国城市空间格局与空间联系[J].经济地理, 2018, 38(8):47-57.[Ma Xueguang, Lu Yu.Spatial structure and connection of cities in China based on air passenger transport flow. Economic Geography, 2018, 38(8):47-57.]
[2]刘宏鲲,周涛.航空网络研究综述[J].自然科学进展,2008,18(6):601-608.[Liu Hongkun, Zhou Tao. Review of aviation network research. Progress in Natural Science, 2008, 18(6):601-608.]
[3]O’Kelly M E, Miller H J. The hub network design problem:A review and synthesis[J]. Journal of Transport Geography, 1994,2(1):31-40.
[4]Nero G. A note on the competitive advantage of large hub-andspoke networks[J]. Transportation Research Part E Logistics&Transportation Review, 1999, 35(4):225-239.
[5]O’Kelly M E. A geographer’s analysis of hub-and-spoke networks[J]. Journal of Transport Geography, 1998, 6(3):171-186.
[6]Reynolds-Feighan A. Traffic distribution in low-cost and fullservice carrier networks in the US air transportation market[J].Journal of Air Transport Management, 2001, 7(5):265-275.
[7]Hossain M M, Alam S. A complex network approach towards modeling and analysis of the Australian Airport Network[J].Journal of Air Transport Management, 2017, 60:1-9.
[8]Saberi M, Mahmassani H S. Modeling the airline hub location and optimal market problems with continuous approximation techniques[J]. Journal of Transport Geography, 2013, 30(20):68-76.
[9]金凤君.我国航空客流网络发展及其地域系统研究[J].地理研究, 2001, 20(1):31-39.[Jin Fengjun. A study on network of domestic air passenger flow in China. Geographical Research,2001, 20(1):31-39.]
[10]金凤君,王成金轴-辐侍服理念下的中国航空网络模式构筑[J].地理研究, 2005, 24(5):774-784.[Jin Fengjun, Wang Chengjin.Hub-and-Spoke system and China aviation network organization. Geographical Research, 2005, 24(5):774-784.]
[11]江勇.中国国际航空股份有限公司航线网络研究[D].重庆:重庆大学,2007.[Jiang Yong. Study of air China limited network system.Chongqing:Chongqing University,2007.]
[12]王姣娥,莫辉辉.航空运输地理学研究进展与展望[J].地理科学进展,2011,30(6):670-680.[Wang Jiao’e, Mo Huihui. Geography of air transportation:Retrospect&prospect. Progress in Geography, 2011,30(6):670-680.]
[13]王姣娥,莫辉辉.中国航空网络演化过程与组织模式研究[M]//中国地理学会.中国地理学会2013年(华北地区)学术年会论文集, 2013:582.[Wang Jiao’e, Mo Huihui. Evolution process and organization model of China aviation network. The Geographical Society of China. Proceedings of 2013 the geographical society of China(North China)academic annual conference, 2013:582.]
[14]Taaffe J. A map analysis of United States airline competition[J].Air Law Comm,1958, 25(2):121-147, 402-427.
[15]Zhang Y, Round D K. China’s airline deregulation since 1997and the driving forces behind the 2002 airline consolidations[J].Journal of Air Transport Management, 2008, 14(3):130-142.
[16]Zhang Q,Yang H, Wang Q et al. Market power and its determinants in the Chinese airline industry[J]. Transportation Research Part A, 2014, 64(2):1-13.
[17]Wang J, Bonilla D, Banister D. Air deregulation in China and its impact on airline competition 1994-2012[J]. Journal of Transport Geography, 2016, 50(50):12-23.
[18]魏冶,修春亮,刘志敏,等.春运人口流动透视的转型期中国城市网络结构[J].地理科学, 2016,36(11):1654-1660.[Wei Ye,Xiu Chunliang, Liu Zhimin et al. Spatial pattern of city network in transitional China based on the population flows in“Chunyun”period. Scientia Geographica Sinica, 2016, 36(11):1654-1660.]
[19]Crespo J,Suire R,Vicente J.Lock-in or lock-out? How structural properties of knowledge networks affect regional resilience[J].Papers in Evolutionary Economic Geography, 2012, 14(1):199-219.
[20]王姣娥,金凤君,孙炜,等.中国机场体系的空间格局及其服务水平[J].地理学报,2006,61(8):829-838.[Wang Jiao’e, Jin Fengjun, Sun Wei et al. Research on spatial distribution and service level of Chinese Airport System. Acta Geographica Sinica,2006, 61(8):829-838.]
[21]王姣娥,景悦.中国城市网络等级结构特征及组织模式——基于铁路和航空流的比较[J].地理学报, 2017, 72(8):1508-1519.[Wang Jiao’e, Jing Yue. Comparison of spatial structure and organization mode of inter-city networks from the perspective of railway and air passenger flow. Acta Geographica Sinica, 2017,72(8):1508-1519.]
[22]张凡,杨传开,宁越敏,等.基于航空客流的中国城市对外联系网络结构与演化[J].世界地理研究, 2016, 25(3):1-11.[Zhang Fan, Yang Chuankai, Ning Yuemin et al. The changing structure of Chinese transnational urban network:An analysis through air passenger flow. World Regional Studies, 2016, 25(3):1-11.]
[23]马学广,鹿宇.基于航空客运流的中国城市空间格局与空间联系[J].经济地理, 2018, 38(8):47-57.[Ma Xueguang, Lu Yu.Spatial structure and connection of cities in China based on air passenger transport flow. Economic Geography, 2018, 38(8):47-57.]