| 英文摘要 |
The development at and around airports is one of the geographer’s concerns on air transportation. In the past decades, the surrounding area of airports are concentrating business activities and generating jobs in most intercontinental / international gateway airports, even in some regional transfer hub airports. The clusters, corridors and spins of business activities are emerging around many international gateway airports, and giving rise to a new urban form, that represent the beginnings of the “aerotropolis” or “airport city”. This phenomenon has already been interested to geographers, economists, policymakers and many others in recent years. However, “aerotropolis” as a greater geographic concentration around airport, its space scope, interior industrial structure and spatial pattern have not been systematically recognized yet. For lacking of specific industry evidence on aerotropolis, its emergence and function recently has been increasingly debated in academic circles. This paper was written to be acted as an empirical analysis of the aerotropolis around the Beijing Capital International Airport that is the largest passenger airport in China. By using the spatial business data and spatial employment data for Beijing metropolitan area of 1996-2010, the issues related to aerotropolis, such as, its space scope, the main employment type and relation to aviation (or to airport), the inner business distribution pattern, and its industrial character at the context of metropolitan area, etc., were systematically studied to understand its emergence and function. Firstly, the space scope of the aerotropolis was identified by measuring both the spatial density of business activity around the airport and the service area of the road network from the airport cargo entrance. Secondly, the employment of each type of industries in the aerotropolis were calculated by applying the spatial statistics method. And the aviation-oriented features of different employments were analyzed by using the economic input-output analysis method. In further, the aerotropolis’ employment character in 2010 and its change trend during 1996-2010 were looked across and throughout the metropolitan space by conducting employment statistics in the different spaces of metropolitan area. Then, the inner business distribution pattern of the aerotropolis was observed by applying the spatial analysis method. Lastly, the dynamic mechanism of the aerotropolis’ emergence and the inner spatial pattern were discussed, in respectively. The results are as follows: (1)The concentration of business activity has been appeared in the surrounding area around the Beijing Capital International Airport. The space scope of business activity concentration around the airport, i.e. the aerotropolis’ range is the 5.5 km radius area from the airport center, that is an about 11 minutes’ drive-time area from the airport cargo entrance. The aerotropolis has already been shaped in 1996 (the earliest data we have), and has no somewhat change until 2010 (the latest data we have), while the business activity density showed an obvious increase trend at the same period. (2)The industry structure of the aerotropolis is characterized by the significant employment proportion of transportation services and processing manufacture industries, while a low proportion of other services related to the resident life, the commerce services, and the professional and administrative services. Comparing with the urban center, and other suburban space, the industries significantly concentrated in the aerotropolis can be concluded into two categories: one of them is the air service and the transportation-providing services, such as, the convenience food manufacturing, gas supply, cargo logistics, and warehousing, etc. Another one is the communication equipment and electronic components manufacturing industries. Besides, the other industries concentrated in the aerotropolis obviously conformed with the suburban industry characteristic, which is in accordance with the fact that the aerotropolis located in the suburban ring of metropolitan area. During 1996-2010, the aerotropolis’ employment proportion in the air service and transportation-providing services have obtained an obvious rise. And the employment proportion in the processing manufacture industries has been maintained at a relatively high level. Whereas, the employment proportion in the other service did not obtain somewhat rise during the same period, such as, the resident life, the commerce services, and the professional and administrative services, etc. It is indicated that the aerotropolis is more likely to act as a transportation and manufacture industry park, rather than an urban subcenter or a city. (3)The aerotropolis shows that the most employment proportion is “not-linked” with air transportation. The employment proportion of aviation-oriented industries is less than 36% which is equivalent to the proportion in other suburban (37%), is still lower more than the average proportion in the metropolitan area (49%). Among 19 types of aviation-oriented industries, the employment proportions in the air service and the transportation-providing cargo logistics of the aerotropolis are significantly higher than the average proportion of metropolitan area, whereas the aerotropolis’ employment proportions in the other 17 types are significantly lower than the average proportion of metropolitan area. During 1996-2010, except for the air service and the transportation-providing cargo logistics, the other 17 types of aviation-oriented employment in the aerotropolis show a slower growth rate than the other spaces of metropolitan area. These results indicate that both the aerotropolis is not entirely formed by the air transportation function, and airport has no significant impact on the metropolitan spatial distribution of most aviation-related enterprises. (4)The inner business distribution pattern of the aerotropolis shows an obvious spatial business filtering that base on the distance from the airport. In 2010, the aerotropolis can be roughly divided into three space circles. The inner circle covers a radius area of 0-1.5 ㎞ from the airport center, which belongs to the airport operation space. This circle is a low business density area, its business activity is characterized by the catering and accommodation, air services, and real estates for the employees of airport and airline companies, etc. The middle circle covers a radius ring area of 1.5-3.0 km from the airport center, which belongs to the adjacent of airport operation space. This circle is the highest business density, its business activity is characterized by the transportation-providing services, such as, the cargo loading, warehousing and logistics, etc. The outer circle is a radius ring area of 3.0-5.5 ㎞ from the airport center, which belongs to the vicinity of airport. This circle’s business density is lower than the middle circle and higher than the inner circle, and the business activity is characterized by the processing manufacturing industries and their spin-off industries. In addition, the commercial services, wholesale and retail, etc., as the types of ubiquitous industries, have a certain proportion in all circles. (5)The aerotropolis’ emergence is influenced by many endogenous and exogenous driving factors. In terms of endogenous mechanism, the airport operation and the aviation-oriented products have influence on the concentration of air-related industries and electronic manufacturing industries, in respectively. The airport’s location and infrastructure’s scale economies function can explain the concentration of “non” aviation-oriented industries. In terms of external mechanism, the industrial park conducted by the government and the tax preferences in bonded areas also have a certain impact on the emergence and development of the aerotropolis. The formation of inner business distribution pattern is like that of singlecenter city. KEY WORDS: Aerotropolis / Airport city; Space scope; Industrial structure; Spatial pattern; Beijing Capital International Airport
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