地理研究 ›› 2014, Vol. 33 ›› Issue (1): 83-95.doi: 10.11821/dlyj201401008

• 区域发展 • 上一篇    下一篇

京津冀都市圈汽车产业空间布局演化研究

黄娉婷, 张晓平   

  1. 中国科学院大学资源与环境学院, 北京100049
  • 收稿日期:2012-11-22 修回日期:2013-06-19 出版日期:2014-01-10 发布日期:2014-01-10
  • 通讯作者: 张晓平(1972- ),女,河南南阳人,博士,副教授,硕士生导师,主要从事经济地理学相关领域的教学与科研工作。E-mail:zhangxp@ucas.ac.cn E-mail:zhangxp@ucas.ac.cn
  • 作者简介:黄娉婷(1988- ),女,湖南娄底人,硕士研究生,专业方向为产业与区域发展研究。E-mail:huang_pingting@126.com
  • 基金资助:
    国家自然科学基金项目(40971075);中国科学院研究生院2012年院长基金项目

Spatial evolution of automobile industry in Beijing-Tianjin-Hebei Metropolitan Region

HUANG Pingting, ZHANG Xiaoping   

  1. College of Resources and Environment, University of Chinese Academy of Sciences, Beijing 100049, China
  • Received:2012-11-22 Revised:2013-06-19 Online:2014-01-10 Published:2014-01-10

摘要: 产业的集聚与扩散所形成的产业结构变迁,带动城市空间发生重构。随着产业不断发展成熟,生产片段化的趋势日益显著,对地区产业链的研究有助于寻求区域空间结构优化的途径。本文基于企业层面的数据,刻画京津冀都市圈汽车制造业企业的空间分布格局,考察汽车企业在都市圈范围内集聚与扩散特点,探讨汽车产业链不同环节的地域特征差异,并分析影响微观企业空间布局的驱动力量。研究结果表明,1996年京津冀都市圈汽车产业集聚程度较低,2001年出现少数集聚中心主导的向心集聚,2010年核心城市与多个新兴集聚点共存;北京的城市功能拓展区和城市发展新区(朝阳、通州、大兴等)、天津市环城4 区(西青、东丽等)以及河北的沧州、廊坊是汽车零部件和配件企业的主要集聚区,而汽车修理企业则倾向于在北京的城市功能拓展区(丰台、朝阳)、天津市内六区和滨海新区以及河北的唐山和石家庄布局。基于条件logit模型的定量研究,验证了市场条件、集聚经济和政策引导等因素是影响京津冀都市圈汽车企业布局的主要因素。

关键词: 汽车产业, 空间布局, 城市结构, 京津冀都市圈

Abstract: A changing industrial structure, which is caused by industrial agglomeration and dispersion, can lead to spatial reconstruction of a city. With the development of the industry, production is becoming fragmented, thus it is helpful to seek ways of optimizing regional spatial structure through researching regional industrial chain. Based on firm-level data, this paper attempts to portray the spatial distribution pattern of automobile manufacture enterprises in Beijing-Tianjin-Hebei Metropolitan Region, to find out the agglomeration and dispersion characteristics of these enterprises in this region, to explore geographical differences among different sessions of the automotive industry and to analyze the driving forces of the micro-enterprise spatial pattern. The research results show that the agglomeration degree of auto industry was low in 1996; In 2001, two agglomeration centers emerged and such tendency has been reinforced in 2010, with the emergence of a few new cores. Auto parts and accessories manufacturing were mostly distributed at urban function extended districts and urban development zones (Chaoyang, Tongzhou, Daxing, etc.) of Beijing, suburban areas (Xiqing, Dongli, etc.) of Tianjin and Cangzhou, Lanfang of Hebei province as well. While for automobile maintenance firms, urban functional development areas (Fengtai, Chaoyang) in Beijing, the six urban districts and Binhai New Area of Tianjin, and Tangshan and Shijiazhuang in Hebei province are their main areas of agglomeration. Through quantitative research based on conditional logit model, market conditions, agglomeration economies and policy guidance are proven to be possible factors affecting the distribution of auto firms.

Key words: automobile industry, spatial pattern, urban structure, Beijing-Tianjin-Hebei Metropolitan Region