| Along with the economic globalization and the relaxation of aviation industry regulation,the scale of China’s air transport industry has been expanding at speed.Helping to construct a powerful civil aviation country has become a new strategic assignment for the evolution of China’s civil aviation industry.It is a list of significant manners to enhance the overall strength of China’s civil aviation industry by establishing a proper aviation network system,cultivating aviation hubs with international competitiveness and releasing the potential to extreme of aviation hubs and the aggregation and divergence effects of networks.As an important transportation facility,the airport is an important link for the regional economic and social development,and relates to the economic development of the airport area.Therefore,this paper combines the "ground" and "air" perspectives,reveals the spatial pattern and hierarchical structure of China’s aviation network through the multi-centrality of complex network and spatial analysis of GIS,and studies the different accessibility of national airports based on the population and economic scale of airport service areas.The rationality of airport planning is judged,and put forward the strategy of optimizing airport spatial layout.Firstly,from the perspective of multi-centricity of complex network,this paper reveals the spatial differentiation pattern of civil airport in China.The multi-centricity including degeree centrality,closeness centrality and betweeness centrality presents:(1)The spatial pattern of degeree centrality presents the stage of centralization and development with axial extension.The airports in Beijing,Shanghai and Guangzhou have strong "Shielding effect",while the western region has the largest "marsh land",the western region of "Hu’s linet" is in the cold spot of aviation network development.(2)The spatial fragmentation degree of closeness centrality is higher than that of degeree centrality.The regional "Shielding effect" of Beijing,Shanghai and Guangzhou is more obvious.From agglomeration to equilibrium spatial diffusion,the high-value areas begin to break through the "Hu’s linet" and extend to the southwest and northwest.(3)The spatial pattern of betweeness centrality shows a dot-like mosaic pattern,and the spatial distribution is not balanced.Most of the high value points of betweeness centrality are located in a few national hub cities,such as Beijing,Shanghai,Guangzhou,Kunming,Chengdu and Chongqing.Secondly,based on the rank-size rule,the spatial pattern and hierarchical structure of aviation network in China is revealed.As a whole,the airports of aviation network in China conform to a certain rank-size rule,and the distribution curves of222 airports shows a obvious characteristic of "long tail".The spatial pattern of aviation network in China is depicted in terms of spatial scale:(1)From the perspective of three geographical divisions,the number of civil airports in aviation network in China presents a saddle-shaped pattern of Eastern > Western > central,Hu’s Line is generally the boundary of the operation route.To the east of the line,the operational route has a complex structure and obvious hierarchical division,and the top-level hub route system is characterized by a "diamond" structure.(2)From the scale level,airport nodes in China are roughly divided into five levels,namely National hub-10 cities with higher administrative level,but there still lacks national hub support in Northeast and Northwest China;Regional hub-15 provincial capital cities,but there are 8 provinces in the Midwest of China lack of level I and II of hub airports;Medium-sized hub-mostly in emerging cities or tourist cities with rapid economic development trend in recent years;Medium and small-sized hub-navigable cities have their own industrial development characteristics or special environmental characteristics;Small hub-basically located in all provinces of the country with the widest coverage.Finally,the rationality of airport planning in aviation network of China is explored from the effective service area of airport,the population size covered by service area,the economic size covered by service area and airport accessibility.The results show that:(1)The spatial distribution of the effective service scope of the airport presents continuous and overlapping in the eastern and central regions,while the western regions is sporadic and fragmented.The size of service area of the airport gradually decreases from the eastern coast to the northeast and the central and Western regions.(2)The population size covered by the effective service area of the airports is positively correlated with airport accessibility.At the same time,the actual airport throughput and population size directly affect the airport’s load capacity,the higher the airport’s load capacity is,the more matching the potential demand of the airport with the service capacity of the airport itself,and vice versa.(3)The accessibility of airports is affected by the economic scale within the effective service area of the airport.The spatial pattern of accessibility under the economic scale is high in the East and low in the west.The difference of regional economic development among airports determines the spatial difference of airport accessibility.(4)There are obvious differences in the spatial distribution of airport accessibility in the whole country.Higher accessibility areas are concentrated in eastern Liaozhong Region,Beijing-Tianjin-Hebei Region,Shandong Peninsula,Yangtze River Delta Region and Pearl River Delta Region,central Anhui Province and some areas covered by Henan Province,and Western Longhai,Lanxin and Chengdu-Chongqing traffic trunk lines.(5)The geographical characteristics of accessibility spillovers of prefectural units are not significant.The higher the level of economic development,the smaller the administrative area and the developed traffic road network,the greater the possibility of airport accessibility spillovers. |
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