PROGRESS IN GEOGRAPHY ›› 2018, Vol. 37 ›› Issue (11): 1473-1484.doi: 10.18306/dlkxjz.2018.11.004

• Special Column: South China Sea and "the Belt and Road Initiative" • Previous Articles     Next Articles

Spatial pattern and classification of the worldwide multi-airport regions

Xiaoshu CAO(), Wang LIAO   

  1. School of Geography and Planning, Sun Yat-Sen University, Guangzhou 510275, China
  • Received:2017-10-16 Revised:2018-05-03 Online:2018-11-28 Published:2018-11-28
  • Supported by:
    National Natural Science Foundation of China, No.41671160


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