基于空侧货物运输系统的中国民用机场可达性评价

基于机场连接的航线网络,把某机场到其他机场的年可用货运吨位加权之和作为测度指标,分析2001~2013年间中国民用机场空侧货运可达性在时间和空间上的变化。研究结果表明：机场空侧货运可达性逐年提高,机场间可达性绝对差异变大,相对差异减小;北京、上海、广州和深圳机场的空侧货运可达性排名稳居前四;机场空侧货运可达性从大到小按指数规律迅速下降;华北区机场空侧可达性最高,新疆区机场可达性最低,东西部机场可达性差距缩小;七大区域机场可达性总体呈上升趋势,但上升幅度各异。

Accessibility Evaluation of Chinese Civil Airports Based on Airside Cargo Transport System

Along with the upgrade of industrial structure and emerging markets such as e-commerce rapid development, more and more short life-cycle or time-sensitive products rely on air transport. Hence, air cargo transport industry becomes a new growth point in Chinese civil aviation transport industry. According to the statistics, in 2014, Chinese air freight turnover is 18 777 million ton km, and airport cargo throughput is 1 356.08 million ton. Airport is the key node of air transport network, and its accessibility straight forward affects the convenience of air cargo transport. Based on the airline network, this article uses weighted sum of annual available freight tonnage from one airport to others as a measuring index to assess the spatial-temporal change of Chinese civil aviation airport airside cargo transport accessibility in 2001-2013. The result shows that: 1) Airport airside accessibility increases year by year. The mean value of accessibility increase is 1.47 times, or 7.21% in average annual growth rate of accessibility. The standard deviation of accessibility gains 2.3 times, absolute variance of accessibility becomes larger, but the standard deviation coefficient reduces 6.93%, in the meanwhile, the relative variance becomes smaller. In addition, the accessibility of more than 60% airports is below its mean value. 2) Beijing, Shanghai, Guangzhou and Shenzhen airports take the first four positions in the ranking of airports airside accessibility. Western development strategy elevates airside accessibility of southwest airports, the airside accessibility rankings of Chengdu and Chongqing airports go up year by year. The strategy of revitalizing northeast old industrial base has little impact to airside accessibility of northeast airports, and the airside accessibility of Harbin, Shenyang and Dalian airports goes down year by year. 3) The accessibility growth rates of Beijing, Shanghai, Guangzhou and Shenzhen airports are below 10%. In top 20 airports, Sanya airport grows faster than others and its annual growth rate of accessibility is 22.5%, while Shenzhen airport remains 6.26% at bottom. This also indicates that accessibility is not proportional with its annual growth rate. 4) The number of airports with greater than 100 000 tons of accessibility increases from 19 to 40, or 45.45%. Those airports are mainly located in capital cities or economically developed areas, and the accessibility rapidly declines in the way of exponential function. 5) The accessibility of regional airports rises year by year and the accessibility gap narrows down between west and east areas. Airport accessibility in north China is highest, while it is lowest in Xinjiang. The spatial difference of accessibility increases in north China, northwest and Xinjiang, but it declines in east China, central south, west south and northwest. 6) The average annual growth rate of airport accessibility varies from seven regional airports. The ranking by growth rate of airport accessibility from high to low is Xinjiang, southwest, northwest, northeast, east China, central south and north China. It also represents airport accessibility grows faster in west area than east and north areas.