地理研究 ›› 2016, Vol. 35 ›› Issue (5): 929-940.doi: 10.11821/dlyj201605010

• 研究论文 • 上一篇    下一篇

基于范围界定的长三角主要空港经济区综合发育比较研究

张蕾()   

  1. 江苏第二师范学院城市与资源环境学院,南京 210013
  • 收稿日期:2015-11-16 修回日期:2016-03-14 出版日期:2016-05-10 发布日期:2016-05-23
  • 作者简介:

    作者简介:张蕾(1983- ),女,江苏如皋人,博士,副教授,主要研究方向为空港经济与交通地理。E-mail: zhangleinj_1983@163.com

  • 基金资助:
    国家自然科学基金项目(41201112);江苏省高校自然科学研究面上项目(14KJB170003)

Comprehensive development level of airport economic zones based on scope determination: An empirical study in Yangtze River Delta

Lei ZHANG()   

  1. School of Urban Resources and Environment, Jiangsu Second Normal University, Nanjing 210013, China
  • Received:2015-11-16 Revised:2016-03-14 Online:2016-05-10 Published:2016-05-23

摘要:

基于工商企业数据的实证研究表明:2013年长三角主要机场均已形成空港经济区,空间半径从2.3 km到7.2 km不等;用地向主城、机场出入口、货站、周边发达城镇扩张,非农建设用地比例普遍达50%上;企业规模和临空强度明显高于周边地区,制造业比例均高于55%,但临空制造业比例基本低于10%,服务业比例低至20%左右,生产性服务业发育滞后,运输业比例从1%到20%不等,差距较大。综合评估表明:上海浦东、无锡处于成长阶段后期,杭州、南京为成长阶段前期,宁波、温州处于起步阶段。影响要素分析表明,机场是发育的主导力量,城市影响力次之。机场定位、运输规模、区域经济与科技创新有效推动了空港经济区发展,机场地区交通作用更显著,但机场与主城距离基本无影响。

关键词: 空港经济区, 范围界定, 产业结构, 用地密度, 综合发育水平, 影响要素, 长三角

Abstract:

In the new economy context, airports and their surrounding areas have gradually evolved into highly concentrated areas of modern economic activities. Based on the empirical study in the Yangtze River Delta and with the application of industrial and commercial enterprises data, this paper can draw some conclusions as follows: with spatial radius varied from 2.3 to 7.2 km, airport economic zones of major airports have taken shape in the Yangtze River Delta in 2013; as for their land-use density and spatial pattern, the non-agricultural construction land has reached 50% in general, and are inclined to expand to the main city, airport entrances and exits, cargo terminal, and developed surrounding towns; for industrial structure, the enterprises in the airport economic zones have a larger scale and higher hub-orientation index than those in the surroundings. To be more specific, manufacture industry takes up a much higher proportion (> 55%); however, the hub-orientation manufacture only accounts for less than 10%. The proportion of service industry is only around 20%, and the producer services lag behind. The transportation varies greatly, from 1% to 20%; for the assessment of comprehensive development level, the airport economic zones in Shanghai and Wuxi have entered the mature stage, while those of Hangzhou and Nanjing stay in the early growth stage, and Ningbo and Wenzhou in the initial stage. Finally, we examine the factors influencing the development of airport economic zones. The results show that the airport and region are both important for the airport economic zones, and we found that, airports and city influence are listed the top two factor to dominate airport economic zones, with the former playing a more important role in the Yangtze River Delta now; airport location, transportation volume, regional economic level and regional innovation are the effective influencing factors, and the comprehensive transportation system surrounding airports is more important. In contrast, the commuting time from airport to main city has no influence on the airport economic zone development.

Key words: airport economic zone, scope determination, land-use density, industrial structure, comprehensive development level, influencing factor, Yangtze River Delta