多机场货运协同发展路径选择——以京津冀为例
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摘要
京津冀民航协同发展需要各机场货运的协同发展,而通过对1958-2016年京津冀多机场货运市场结构,以及1984年-2014年货运航线网络结构的研究,发现京津冀货运发展一直处于一个不平衡的状态。研究表明,北京首都机场一直处于垄断地位,航线网络点度中心度,中介中心度,接近中心度,一直处于第一;区域内多个小机场的航空货运发展空间有限,近十年的航空货运的市场集中度维持在0.8左右。为了促进京津冀多机场货运协同发展,必须克服京津冀多机场在机场发展理念、航空信息共享、航空运输资源协同配置、产业基础设施、人才、行政体制等方面的重重矛盾,采取先降低集中度,后提升协同度的协同发展路径,最终形成多核心货运协同发展模式。
The coordinated development of the Beijing-Tianjin-Hebei region needs the cooperation of airports.The research on air freight transport market structure from 1958 to 2016 and the research on the air freight transport network structure from 1984 to 2014 show that the development of air freight transport in BeijingTianjin-Hebei has always been unbalanced. The related research has suggested that the PEK is constantly playing a monopolistic role in this area, with the centering degree, degree of intermediate center and degree of approach to center always ranking the first. The development of air freight in other relatively small airports are restricted and the market concentration rate has been fluctuating around 0.8 in the past decade. In order to promote the coordinated development of multi-airports freight transport, various contradictions in the aspects of airports' developing concept, sharing of aeronautical information, coordinated allocation of air transport resources, industrial infrastructure, talented people, administrative system and so on should be dealt with.Measures should be taken to reduce the market concentration rate and then the synergy degree should be improved, so as to achieve coordinated development.
The coordinated development of the Beijing-Tianjin-Hebei region needs the cooperation of airports.The research on air freight transport market structure from 1958 to 2016 and the research on the air freight transport network structure from 1984 to 2014 show that the development of air freight transport in BeijingTianjin-Hebei has always been unbalanced. The related research has suggested that the PEK is constantly playing a monopolistic role in this area, with the centering degree, degree of intermediate center and degree of approach to center always ranking the first. The development of air freight in other relatively small airports are restricted and the market concentration rate has been fluctuating around 0.8 in the past decade. In order to promote the coordinated development of multi-airports freight transport, various contradictions in the aspects of airports' developing concept, sharing of aeronautical information, coordinated allocation of air transport resources, industrial infrastructure, talented people, administrative system and so on should be dealt with.Measures should be taken to reduce the market concentration rate and then the synergy degree should be improved, so as to achieve coordinated development.
引文
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[10]陈兆明.京津冀航空物流产业协同发展路径研究[J].价格月刊,2015(11):77-80.
[11]王曼曼,沈丹阳,齐晓云.京津冀航空物流产业协同发展评价[J].价格月刊,2017(07):74-78.
[2]李艳伟,杨学兵.京津冀航空枢纽国际竞争力研究[J].综合运输,2017,39(04):18-21+27.
[3]Bonnefoy P A,Hansman R J.Scalability of the Air Transportation System and Development of Multi-Airport Systems:A Worldwide Perspective[R].Massachusetts Institute of Technology,2008.
[4]蹇令香,李东兵,刘玲玲.我国集装箱港口体系演进规律研究[J].经济地理,2012,32(12):91-96.
[5]GuimeràR,Mossa S,Turtschi A,et al.The Worldwide Air Transportation Network:Anomalous Centrality,Community Structure,and Cities'Global Roles[J].Proceedings of the National Academy of Sciences of the United States of America,2005,102(22):7794.
[6]Bagler G.Analysis of the airport network of India as a complex weighted network[J].Physica A Statistical Mechanics&Its Applications,2004,387(12):2972-2980.
[7]鄢飞,杨帆.丝绸之路经济带物流网络研究--基于社会网络分析视角[J].技术经济与管理研究,2017(07):3-7.
[8]王姣娥,莫辉辉,金凤君.中国航空网络空间结构的复杂性[J].地理学报,2009,64(08):899-910.
[9]党亚茹,周莹莹,王莉亚,李雯静.基于复杂网络的国际航空客运网络结构分析[J].中国民航大学学报,2009,27(06):41-44.
[10]陈兆明.京津冀航空物流产业协同发展路径研究[J].价格月刊,2015(11):77-80.
[11]王曼曼,沈丹阳,齐晓云.京津冀航空物流产业协同发展评价[J].价格月刊,2017(07):74-78.