全球多机场区域空间格局与类型划分

doi:10.18306/dlkxjz.2018.11.004

摘要/Abstract

摘要：

基于2016年的全球官方航空指南(Official Aviation Guide, 简称OAG)计划航班数据,本文重点分析了全球多机场区域的空间格局和主要类型。研究发现：除美国和欧洲的英、法、德、意等国外,中国、日本、泰国和巴西等国的多机场区域数量占有绝对优势。南欧、澳大利亚和新西兰、西亚等地的多机场区域内的机场等级呈现两端极化,缺少中间层级的辅助机场。以车程时间作为衡量,英、美两国多机场区域内机场布局更为紧凑,特别是英国其他主要机场或辅助机场到达核心机场的时间相对中国减少了约0.5~1 h。根据各多机场区域赫芬达尔—赫希曼指数(HHI指数)和可售座位数对比结果,多机场区域可分为9个类型,对照多机场区域不同的演化阶段,目前共有22个多机场区域发展较成熟。未来在保证多机场区域整体发展的前提下,中国应注重其他重要机场向中间层级的辅助机场的转化进程,提高区域内地面交通水平,以减少机场间的到达时间,引导区域内机场维持高水平竞争。

关键词: 航空, 多机场区域, 空间格局, 类型划分, 一带一路

Abstract:

This article employs the OAG (Official Airline Guide) flight schedule data of 2016 to analyze the spatial pattern and classification of multi-airport regions. The results indicate that: besides European countries and the United States, China, Japan, Thailand, and Brazil occupies important positions in the construction of multi-airport regions in the world. Multi-airport regions in Southern Europe, Australia, New Zealand, and West Asia are polarized and lack of secondary airports. The layout of airports in the multi-airport regions of the UK and the United States are more compacted, and people can spend 0.5~1 hour less when driving from the British other primary or secondary airports to the core airport compared with China. Multi-airport regions can be divided into nine categories according to available seats and the Herfindahl-Hirschman indexes (HHI), corresponding to different evolution stages of multi-airport regions. Globally, 22 multi-airport regions have developed into a relatively mature stage. In the future, under the premise of ensuring the overall development of multi-airport regions, China should pay attention to the transformation process of other important airports to secondary airports, improve the ground traffic level in the regions to reduce the access time between airports, and guide a high level competition between airports.

Key words: aviation, multi-airport region, spatial pattern, classification, the Belt and Road Initiative

曹小曙, 廖望. 全球多机场区域空间格局与类型划分[J]. 地理科学进展, 2018, 37(11): 1473-1484.

Xiaoshu CAO, Wang LIAO. Spatial pattern and classification of the worldwide multi-airport regions[J]. PROGRESS IN GEOGRAPHY, 2018, 37(11): 1473-1484.

图/表 13

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表4

基于可售座位数和HHI指数的不同类别的多机场区域名单"

类别	多机场区域个数	多机场区域名单
高—低	4	香港-广州-深圳(Hong Kong-Guangzhou-Shenzhen)、上海-杭州(Shanghai-Hangzhou)、伦敦(London)、纽约-纽瓦克-费城(New York-Newark-Philadelphia)
高—中	1	洛杉矶(Los Angeles)
高—高	1	亚特兰大(Atlanta)
中—低	2	法兰克福(Frankfurt)、巴尔的摩-华盛顿(Baltimore-Washington)
中—中	14	西雅图-温哥华-波特兰(Seattle-Vancouver-Portland)、北京(Beijing)、巴黎(Paris)、东京(Tokyo)、首尔(Seoul)、曼谷(Bangkok)、伊斯坦布尔(Istanbul)、迪拜-阿布扎比(Dubai-Abu Dhabi)、芝加哥(Chicago)、达拉斯-沃思堡(Dallas-Fort Worth)、旧金山(San Francisco)、夏洛特-罗利-达勒姆(Charlotte-Raleigh-Durham)、迈阿密-劳德尔堡(Miami-Fort Lauderdale)、休斯敦-奥斯丁(Houston-Austin)
中—高	1	雅加达(Jakarta)
低—低	2	米兰(Milano)、广岛-松山(Hiroshima-Matsuyama)
低—中	97	地拉那-普里什蒂纳(Tirana-Pristina)、布宜诺斯艾利斯(Buenos Aires)、伊瓜苏(Foz Do Iguacu)、布里斯班-戈尔德科斯特(Brisbane-Coolangatta)、霍巴特-朗斯斯顿(Hobart-Launceston)、维也纳-布达佩斯(Vienna-Budapest)、巴林-达曼(Bahrain-Dammam)、圣保罗(Sao Paulo)、里约热内卢(Rio De Janeiro)、累西腓(Recife)、弗卢里亚诺波利斯-纳韦甘蒂斯(Florianopolis-Navegantes)、里贝朗普雷图-乌贝蓝迪亚(Ribeirao Preto-Uberlandia)、米里-斯里巴加湾市(Miri-Bandar Seri Begawan)、布加斯-瓦尔纳(Bourgas-Varna)、曼德勒-良乌(Mandalay-Bagan)、蒙特利尔-渥太华(Montreal-Ottawa)、卡尔加里-艾德蒙顿(Calgary-Edmonton)、安托法加斯塔-卡拉马(Antofagasta-Calama)、厦门-福州(Xiamen-Fuzhou)、青岛(Qingdao)、南京-合肥(Nanjing-Hefei)、海口-三亚(Haikou-Sanya)、哈尔滨-长春(Harbin-Changchun)、兰州-西宁(Lanzhou-Xining)、太原-石家庄(Taiyuan-Shijiazhuang)、呼和浩特(Hohhot)、徐州-盐城(Xuzhou-Yancheng)、芒市-腾冲(Mangshi-Tengchong)、加拉加斯-卡塔赫纳(Caracas-Cartagena)、布卡拉曼加-库库塔(Bucaramanga-Cucuta)、布拉柴维尔-金萨沙(Brazzaville-Kinshasa)、拉纳卡-埃阿坎(Larnaca-Nicosia)、尼斯-马赛(Nice-Marseille)、图卢兹-波尔多(Toulouse-Bordeaux)、阿雅克肖-巴斯蒂亚(Ajaccio-Bastia)、柏林(Berlin)、阿克拉-洛美(Accra-Lome)、塞萨洛尼基-斯科普里(Thessaloniki-Skopje)、赫拉克利翁-干尼亚(Heraklion-Chania)、泽西-格恩西(Jersey-Guernsey)、库奇(Kochi)、拉合尔-查漠(Lahore-Jammu)、昌迪加尔-台拉登(Chandigarh-Dehra Dun)、马杜赖-蒂鲁吉拉伯利(Madurai-Tiruchirappalli)、日惹-三宝垄(Yogyakarta-Semarang)、德黑兰(Teheran)、巴格达-纳贾夫(Baghdad-Najaf)、都伯林(Dublin)、罗马(Rome)、卡塔尼亚-巴勒莫(Catania-Palermo)、巴里-布林迪西(Bari-Brindisi)、奥尔比亚-阿尔盖罗(Olbia-Alghero)、蒙特哥贝-金斯敦(Montego Bay-Kingston)、大阪(Osaka)、福冈(Fukuoka)、仙台-秋田-新泻(Sendai-Akita-Niigata)、乌隆-万象-孔敬(Udon Thani-Vientiane-Khon Kaen)、槟城-合艾(Penang-Hat Yai)、哥达巴鲁-瓜拉丁加奴(Kota Bahru-Kuala Terengganu)、库利阿坎-马萨特蓝(Culiacan-Mazatlan)、卡萨布兰卡-马拉喀什(Casablanca-Marrakech)、皇后镇-达尼丁(Queenstown International-Dunedin)、卡利博-伊洛伊洛(Kalibo-Iloilo)、华沙(Warsaw)、克拉科夫-弗罗茨瓦夫(Krakow-Wroclaw)、格旦斯克-加里宁格勒(Gdansk-Kaliningrad)、里斯本-波尔图(Lisbon-Porto)、莫斯科(Moscow)、克拉斯诺达尔-阿那帕(Krasnodar-Anapa)、艾卜哈-基赞(Abha-Gizan)、马拉加-塞维利亚(Malaga-Sevilla)、阿利坎特-巴伦西亚(Alicante-Valencia)、特内里费(Tenerife)、兰萨罗特-富埃特文图拉岛(Arrecife-Fuerteventura)、毕尔巴鄂-奥威多(Bilbao-Aviles)、圣地亚哥-拉科鲁尼亚(Santiago-La Coruna)、吕勒奥-于默真(Lulea-Umea)、苏黎世-日内瓦(Zurich-Geneva)、伊兹米尔-博德鲁姆(Izmir-Bodrum)、阿达那-加齐安特普(Adana-Gaziantep)、爱丁堡-格拉斯哥(Edinburgh-Glasgow)、利物浦-利兹-曼彻斯特(Liverpool-Leeds-Manchester)、底特律(Detroit)、纳什维尔(Nashville)、堪萨斯城-奥马哈(Kansas City-Omaha)、印地安那波利斯-辛辛那提(Indianapolis-Cincinnati)、匹兹堡-哥伦布(Pittsburgh-Columbus)、杰克逊维尔-好望角(Jacksonville-Savannah)、俄克拉荷马城-塔尔萨(Oklahoma City-Tulsa)、孟菲斯-小石城(Memphis-Little Rock)、查尔斯顿-默特尔比奇(Charleston-Myrtle Beach)、奥尔巴尼-锡拉库扎(Albany-Syracuse)、得梅因-锡特拉皮兹(Des Moines-Cedar Rapids)、彭萨科拉-巴拿马城(Pensacola-Panama City)、米德兰-拉伯克(Midland-Lubbock)、本顿维尔-斯普林菲尔德(Bentonville-Springfield)、芽庄-达拉(Nha Trang-Dalat)
低—高	48	悉尼(Sydney)、达卡(Dhaka)、巴西利亚(Brasilia)、多伦多(Toronto)、成都(Chengdu)、重庆(Chongqing)、郑州(Zhengzhou)、贵阳(Guiyang)、南宁(Nanning)、丽江(Lijiang)、卡利(Cali)、哥本哈根(Copenhagen)、开罗(Cairo)、慕尼黑(Munich)、汉堡(Hamburg)、孟买(Mumbai)、艾哈迈达巴德(Ahmedabad)、威尼斯(Venice)、扎幌(Sapporo)、科威特(Kuwait)、吉隆坡(Kuala Lumpur)、瓜达拉哈拉(Guadalajara)、阿姆斯特丹(Amsterdam)、拉各斯(Lagos)、奥斯陆(Oslo)、伊斯兰堡-沙瓦(Islamabad-Peshawar)、马尼拉(Manila)、叶卡特琳堡(Yekaterinburg)、吉达(Jeddah)、麦迪纳(Madinah)、新加坡(Singapore)、约翰内斯堡(Johannesburg)、釜山(Busan)、巴塞罗那(Barcelona)、斯德哥尔摩(Stockholm)、台北(Taipei)、普吉-喀比(Phuket-Krabi)、清迈(Chiang Mai)、基辅(Kiev)、丹佛(Denver)、菲尼克斯(Phoenix)、波士顿(Boston)、坦帕(Tampa)、新奥尔良(New Orleans)、圣安托万(San Antonio)、埃尔帕索(El Paso)、河内(Hanoi)、岘港(Da Nang)

表4

图9

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按可售座位数排序	国家	可售座位数 /万个	多机场区域数量/个	机场数量/个	区域内平均机场数量/个	多机场区域平均可售座位数/万个
1	美国	111959	32	101	3	3499
2	中国	61282	20	60	3	3064
3	英国	15981	3	19	6	5327
4	日本	15967	6	23	4	2661
5	德国	14750	4	17	4	3688
6	法国	9733	4	14	4	2433
7	意大利	9354	6	19	3	1559
8	巴西	8941	7	15	2	1277
9	泰国	8370	4	9	2	2093
10	阿拉伯联合酋长国	8336	1	4	4	8336
合计		264674	87	281	3	3042
占多机场区域比重/%		70.3	51.2	56.5	—	—
占全球航空运输比重/%		47.4	—	6.8	—	—

指标		美国	中国	英国	日本	德国	法国	意大利	巴西	泰国	阿拉伯联合酋长国
枢纽式多机场区域数量/个		12	10	1	2	3	0	3	2	1	0
其中：	一主多辅	5	1	1	1	1	0	2	0	0	0
	一主两辅	3	4	0	0	1	0	0	1	0	0
	一主一辅	4	5	0	1	1	0	1	1	1	0
非主要机场数量：主要机场数量		29:12	17:10	10:1	7:2	12:3	—	10:3	3:2	1:1	—
主要机场可售座位数所占比重/%		77.2	84.5	39.2	70.6	65.6	—	58.8	80.2	82.8	—
集群式多机场区域数量/个		20	10	2	4	1	4	3	5	3	1
其中：	双核	16	8	1	3	1	4	3	5	2	1
	多核	4	2	1	1	0	0	0	0	1	0
非主要机场数量：主要机场数量		16:44	11:22	1:5	5:9	4:2	6:8	1:6	1:10	0:7	2:2
主要机场可售座位数所占比重/%		90.6	91.6	91.5	95.0	74.7	77.3	90.7	90.5	100	92.2