民用机场区域服务能力的结构与空间格局——以长江经济带民用机场体系为例
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摘要
基于航空运输过程的完整性,认为民用机场对区域的服务能力取决于机场经由陆路集疏运体系与腹地的连通性,以及机场通过航线网络与其他机场的连通性两方面,据此构建了机场陆侧、空侧及综合服务能力评价方法。长江经济带民用机场体系的实证研究表明,机场间陆侧、空侧以及综合服务能力均呈明显差异,差异程度空侧显著高于陆侧,综合服务能力最低;长三角、长江中游和长江上游三大区域间机场差异与区域内部机场差异共同导致了经济带机场陆侧服务能力的总体差异,但区域内部机场间的差异是形成空侧和综合服务能力总体差异的主要因素;根据服务能力指数的自然间断,将机场划分为高、较高、中等、较低、低5个等级,则陆侧、空侧和综合服务能力等级结构均呈金字塔特征。在空间格局上,受陆路交通网络发展以及区域经济与人口密度等影响,陆侧服务能力由长三角往上游地区呈梯度下降态势;受机场所在城市经济社会特征、综合交通发展与竞争等的综合作用,空侧服务能力呈长三角与上游高于中游地区的"鞍形"格局;综合服务能力沪蓉、沪昆两大交通主轴串联的城市区域相对优于腹地,在三大区域则均存在明显的核心-外围格局,但总体水平由长三角往上游地区呈梯度递减。
Based on the integrity of air transportation process, this paper suggests that regional services capacity of civil airports should depend on the connectivity between airport and its hinterland through road transportation system, and the one between different airports through airline network. Based on this, the evaluation methods of airport landside, airside and comprehensive service capability were constructed. The empirical study shows that airport service capacities of landside, airside and comprehensive service are significantly different. The degree of difference in the airside is significantly higher than that of the landside, and the comprehensive service capacity is the lowest. The airport differences among the Yangtze River Delta, middle reaches of the Yangtze River and the upper reaches of the Yangtze River, along with airport differences within these regions are two main reasons accounting for overall landside service capacity differences of the Yangtze Economic Belt. However, differences among airports within the regions stand as the main contributors to the overall difference in airside service capacity and comprehensive service capacity. According to the natural interval of the index, the airport service capacity can be divided into five grades: high, relatively high,medium, relatively low, low, and the structure characteristic of landside, airside and comprehensive service capacity presents a pyramid type. In terms of spatial pattern, affected by the development of highway network, regional economy and population density, the service capability of landside is descending from the Yangtze River Delta to the upper reaches.Affected by the economic and social characteristics, integrated transportation development and competition, airside service capacity of the Yangtze River Delta and the upper reaches is higher than that of the middle reaches, presenting a "saddle shaped" pattern. Comprehensive service capacity in urban areas connected by Shanghai-Chengdu and Shanghai-Kunming axes is relatively higher than that of their hinterlands. There is an obvious core-periphery pattern in the three main regions, but the overall level is descending from the Yangtze River Delta to the upper reaches.
Based on the integrity of air transportation process, this paper suggests that regional services capacity of civil airports should depend on the connectivity between airport and its hinterland through road transportation system, and the one between different airports through airline network. Based on this, the evaluation methods of airport landside, airside and comprehensive service capability were constructed. The empirical study shows that airport service capacities of landside, airside and comprehensive service are significantly different. The degree of difference in the airside is significantly higher than that of the landside, and the comprehensive service capacity is the lowest. The airport differences among the Yangtze River Delta, middle reaches of the Yangtze River and the upper reaches of the Yangtze River, along with airport differences within these regions are two main reasons accounting for overall landside service capacity differences of the Yangtze Economic Belt. However, differences among airports within the regions stand as the main contributors to the overall difference in airside service capacity and comprehensive service capacity. According to the natural interval of the index, the airport service capacity can be divided into five grades: high, relatively high,medium, relatively low, low, and the structure characteristic of landside, airside and comprehensive service capacity presents a pyramid type. In terms of spatial pattern, affected by the development of highway network, regional economy and population density, the service capability of landside is descending from the Yangtze River Delta to the upper reaches.Affected by the economic and social characteristics, integrated transportation development and competition, airside service capacity of the Yangtze River Delta and the upper reaches is higher than that of the middle reaches, presenting a "saddle shaped" pattern. Comprehensive service capacity in urban areas connected by Shanghai-Chengdu and Shanghai-Kunming axes is relatively higher than that of their hinterlands. There is an obvious core-periphery pattern in the three main regions, but the overall level is descending from the Yangtze River Delta to the upper reaches.
引文
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[27]戴特奇,张玉韩,肖梦竺,等.基于县级数据的机场人口覆盖率测算方法及结果差异.中国民航飞行学院学报,2014,25(1):15-17.[Dai Teqi,Zhang Yuhan,Xiao Mengzhu,et al.Comparison of alternative approaches in measuring accessibility of airport.Journal of Civil Aviation Flight University of China,2014,25(1):15-17.]
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[29]陈昕,彭建,刘焱序,等.基于DMSP/OLS夜间灯光数据的京津冀地区城市空间扩展与空间关联测度.地理研究,2018,37(5):898-909.[Chen Xin,Peng Jian,Liu Yanxu,et al.Measuring spatial expansion and correlations of cities in Beijing-Tianjin-Hebei Urban Agglomeration using DMSP/OLS nighttime light data.Geographical Research,2018,37(5):898-909.]
[30]杜超,王姣娥.南方航空网络空间格局及市场范围.地理研究,2015,34(7):1319-1330.[Du Chao,Wang Jiaoe.Spatial pattern of China Southern Airlines'network and its market coverage.Geographical Research,2015,34(7):1319-1330.]
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[3]王姣娥,莫辉辉.航空运输地理学研究进展与展望.地理科学进展,2011,30(6):670-680.[Wang Jiaoe,Mo Huihui.Geography of air transportation:Retrospect&prospect.Progress in Geography,2011,30(6):670-680.]
[4]吴梦诗,夏洪山,郑燕琴.基于多级物元模型的机场服务质量评价研究.航空计算技术,2013,43(4):68-71.[Wu Mengshi,Xia Hongshan,Zheng Yanqin.Airport service quality evaluation based on multilevel matter-element model.Aeronautical Computing Technique,2013,43(4):68-71.]
[5]夏慧永.机场旅客服务质量评价方法研究.广汉:中国民用航空飞行学院硕士学位论文,2015.[Xia Huiyong.Research on evaluation method of airport passenger service quality.Guanghan:Master Dissertation of Civil Aviation Flight University of China,2015.]
[6]王红岩.民航机场服务质量评价与实证研究.广汉:中国民用航空飞行学院硕士学位论文,2016.[Wang Hongyan.The evaluation and empirical analysis on civil airport service quality.Guanghan:Master Dissertation of Civil Aviation Flight University of China,2016.]
[7]王娇娥,金凤君,孙炜,等.中国机场体系的空间格局及其服务水平.地理学报,2006,61(8):829-838.[Wang Jiaoe,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.]
[8]姜海宁,谷人旭,陆玉麒,等.江苏省民用机场可达性及其服务能力评价.地理科学,2010,30(4):521-528.[Jiang Haining,Gu Renxu,Lu Yuqi,et al.Assessment of accessibility and service capability of civil airports in Jiangsu province.Scientia Geographica Sinica,2010,30(4):521-528.]
[9]顾小玲,邬群勇.福建省民用机场可达性分析与国内通航能力评价.福州大学学报:自然科学版,2014,42(4):556-563.[Gu Xiaolin,Wu Qunyong.Accessibility and domestic navigation ability of civil airports in Fujian province.Journal of Fuzhou University:Natural Science Edition,2014,42(4):556-563.]
[10]Koster P,Kroes E,Verhoef E.Travel time variability and airport accessibility.Transportation Research,Part B,2011,45(10):1545-1559.
[11]吴威,曹有挥,曹卫东,等.开放条件下长江三角洲区域的综合交通可达性空间格.地理研究,2007,26(2):391-402.[Wu Wei,Cao Youhui,Cao Weidong,et al.On the patterns of integrated transportation accessibility in the Yangtze River Delta under opening conditions.Geographical Research,2007,26(2):391-402.]
[12]徐涛,王黎明,张大泉.中国民用航空机场的可达性研究.地理与地理信息科学,2008,24(4):88-91.[Xu Tao,Wang Liming,Zhang Daquan.Empirical study on accessibility of Chinese civil aviation airports.Geography and Geo-Information Science,2008,24(4):88-91.]
[13]戴特奇,张玉韩,赵娟娟.中国民用运输机场的可达性溢出效应研究.地理学报,2013,68(12):1668-1677.[Dai Teqi,Zhang Yuhan,Zhao Juanjuan.Using accessibility measures to assess spillover effect of civil airports in China.Acta Geographica Sinica,2013,68(12):1668-1677.]
[14]潘竟虎,从忆波.中国民用机场可达性与服务范围测度.经济地理,2015,35(2):46-53.[Pan Jinghu,Cong Yibo.Measurement to accessibility and service coverage of civil airports in China.Economic Geography,2015,35(2):46-53.]
[15]汪淳,雷曾翔,段征宇.基于轨道交通的区域枢纽机场可达性研究:以杭州萧山机场为例.综合运输,2016,38(4):84-88.[Wang Chun,Lei Zengxiang,Duan Zhengyu.Research on accessibility of regional hub airport based on rail transportation:A case study of Hangzhou international airport.China Transportation Review,2016,38(4):84-88.]
[16]李亚飞,刘高换,黄翀,等.京津冀地区民用机场交通可达性空间特征分析.世界地理研究,2016,25(6):57-65.[Li Yafei,Liu Gaohuan,Huang Chong,et al.Spatial characteristic analysis of accessibility of civil airports in the Jingjinji area.World Regional Studies,2016,25(6):57-65.]
[17]Matisziw T C,Grubesic T H.Evaluating locational accessibility to the US air transportation system.Transportation Research,Part A,2010,44(4):710-722.
[18]贾鹏,刘瑞菊,杨忠振.基于陆域和空域运输系统的空港可达性评价方法研究.经济地理,2013,33(6):91-97.[Jia Peng,Liu Ruiju,Yang Zhongzhen.An evaluation method of airport accessibility considering land-side and air-side transport system.Economic Geography,2013,33(6):91-97.]
[19]Yang Z H,Yu S,Notteboom T.Airport location in multiple airport regions(MARs):The role of land and airside accessibility.Journal of Transport Geography,2016,52:98-110.
[20]褚艳玲,杨忠振.基于空侧货物运输系统的中国民用机场可达性评价.地理科学,2017,37(11):1689-1695.[Chu Yanling,Yang Zhongzhen.Accessibility evaluation of Chinese civil airports based on airside cargo transport system.Scientia Geographica Sinica,2017,37(11):1689-1695.]
[21]陆玉麒,董平.新时期推进长江经济带发展的三大新思路.地理研究,2017,36(4):605-615.[Lu Yuqi,Dong Ping.Three innovative thoughts on promoting the development of Yangtze River Economic Belt in the new era.Geographical Research,2017,36(4):605-615.]
[22]王成金,程佳佳,马丽.长江立体化综合交通运输走廊的空间组织模式.地理科学进展,2015,34(11):1441-1448.[Wang Chengjin,Cheng Jiajia,Ma Li.Spatial organization pattern of the Yangtze River integrated transport corridor.Progress in Geography,2015.34(11):1441-1448.]
[23]金凤君,张海荣.长江经济带交通体系建设与重庆的通道战略.西部论坛,2017,27(2):30-38.[Jin Fengjun,Zhang Hairong.The strategy for transportation system construction of Yangtze River Economic Belt and Chongqing channel.West Forum,2017,27(2):30-38.]
[24]曹有挥,蒋自然,陈欢,等.长江沿岸港口体系的形成过程与机制.地理科学进展,2015,34(11):1430-1440.[Cao Youhui,Jiang Ziran,Chen Huan,et al.The evolution course and mechanism of the port system along the Yangtze River.Progress in Geography,2015,34(11):1430-1440.]
[25]吕承超,宫攀.长江经济带交通基础设施空间均衡度研究.人文地理,2016,31(6):137-144.[Lv Chengchao,Gong Pan.Research on spatial equilibrium of transport Infrastructure in the Yangtze River Economic Belt.Human Geography,2016,31(6):137-144.]
[26]傅钰,钟业喜,冯兴华.长江经济带陆路交通可达性格局演变研究.长江流域资源与环境,2016,25(10):1484-1491.[Fu Yu,Zhong Yexi,Fen Xinghua.Research of Yangtze River Economic Belt land transport accessibility pattern change.Resources and Environment in the Yangtze Basin,2016,25(10):1484-1491.]
[27]戴特奇,张玉韩,肖梦竺,等.基于县级数据的机场人口覆盖率测算方法及结果差异.中国民航飞行学院学报,2014,25(1):15-17.[Dai Teqi,Zhang Yuhan,Xiao Mengzhu,et al.Comparison of alternative approaches in measuring accessibility of airport.Journal of Civil Aviation Flight University of China,2014,25(1):15-17.]
[28]戴特奇,张玉韩,王姣娥,等.基于优化模型的中国民用运输机场人口覆盖评价.地理研究,2014,33(4):710-720.[Dai Teqi,Zhang Yuhan,Wang Jiaoe,et al.Population coverage evaluation of civil airports in China based on optimization models.Geographical Research,2014,33(4):710-720.]
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