居民出行视角下的北京市双枢纽机场可达性研究

doi:10.12082/dqxxkx.2022.210515

地球信息科学学报 ›› 2022, Vol. 24 ›› Issue (5): 914-924.doi: 10.12082/dqxxkx.2022.210515

• 地理空间分析综合应用 • 上一篇下一篇

居民出行视角下的北京市双枢纽机场可达性研究

黄洁¹^,^*(), 石雯茜², 陈娱³

1. 中国科学院地理科学与资源研究所区域可持续发展分析与模拟重点实验室,北京100101
2. 兰州大学资源环境学院,兰州730000
3. 南京师范大学地理科学学院,南京210023

收稿日期:2021-08-27 修回日期:2021-12-27 出版日期:2022-05-25 发布日期:2022-07-25
作者简介:黄洁（1988— ）,女,广西桂林人,博士,副研究员,主要从事交通地理、大数据与城市交通、居民出行分析等研究。 E-mail: huangjie@igsnrr.ac.cn
基金资助:
国家社会科学基金重大项目(20&ZD099)

Accessibility of Beijing Dual Hub Airports from the Perspective of Residential Travel

HUANG Jie¹^,^*(), SHI Wenqian², CHEN Yu³

1. Key Laboratory of Regional Sustainable Development Modeling/Institute of Geographic Sciences and Natural Resources Research, Chinese Academy of Sciences, Beijing 100101, China
2. College of Earth and Environmental Sciences, Lanzhou University,Lanzhou 730000,China
3. School of Geography, Nanjing Normal University, Nanjing 210023, China

Received:2021-08-27 Revised:2021-12-27 Online:2022-05-25 Published:2022-07-25
Contact: * HUANG Jie, E-mail: huangjie@igsnrr.ac.cn
Supported by:
Major Program from National Social Science Foundation of China(20&ZD099)

摘要/Abstract

摘要：

相较于传统的网络分析,利用在线地图API可以更加准确地获取实时出行时间数据。本文基于高德地图API,在居民出行视角下解析北京首都国际机场（“PEK”,简称“首都机场”）和北京大兴国际机场（“PKX”,简称“大兴机场”）在驾车和公共交通2种出行模式下的可达性空间格局,尝试对双枢纽机场可达性以及城市的“民航+城市交通”一体化发展提出建议。结果表明：① 大兴机场的投用使北京市民航服务在空间分布上趋于“南北均衡”,两机场分别在驾车出行0.5 h和公共交通出行1 h的覆盖范围形成互补,有效提升了城市内部腹地的覆盖;② 在以北京为起止点的出行视角下,驾车出行的1 h覆盖范围开始出现重叠;而公共交通出行模式的1.5 h范围呈现重叠;③ 驾车出行模式下的机场可达性高于公共交通出行模式,且在公共交通出行模式下,北京市两机场1 h服务面积和人口数量均有待提高,亟需打造“1 h公共交通服务圈”;④ 在以北京为中转点的视角下,首都机场到各火车站的可达性高于大兴机场;未来应重点提升大兴机场-城市交通枢纽的可达性,以提升城市内部中转能力。本研究有助于为双枢纽机场城市的“民航+城市交通”一体化发展提供科学依据。

关键词: 居民出行, 双枢纽机场城市, 城市交通, 可达性, 空间格局, 出行规划, 北京

Abstract:

For a city with dual hub airports, the relationship between two airports is important for its integrated transport system. Since 2019 Beijing has been a city with dual hub airports, namely Beijing Capital International Airport (PEK, hereinafter referred as “Capital Airport”) and Beijing Daxing International Airport (PKX, hereinafter referred as “Daxing Airport”). Based on the Gaode Map API, which can obtain real-time data precisely, this paper obtains real-travel-time data in both auto mode and public transport mode. It investigates the accessibility spatial pattern of two airports under the two travel modes from the perspective of residential travel so that we can offer suggestions on the integration development of “civil aviation-urban transportation” system. The results show that: ① The use of Daxing Airport has effectively improved the spatial accessibility to airports in Beijing, especially from the south area, making civil aviation service in Beijing tend to be a “north-south equilibrium”. The coverage of the two airports is complementary in 0.5-hour service area by driving and 1 hour service area by public transport, which effectively improves the efficiency of aviation service in Beijing. ② In Beijing, accessibility by auto is higher than that by public transport and accessibility from Capital Airport is higher than Daxing Airport in both travel modes. Under the auto mode, the two airports begin to compete in the coverage within 1 hour journeys. For public transport mode, there is competition within 1.5 hour. ③ Under the public transport mode, the service area and population of the two airports in Beijing need to be improved, as the two airports only serve 1.4% of urban area and 7% of total population in Beijing. So it is important to construct 1 hour service area for residents to access the airports. ④ In the view of intra-urban transfer, accessibility from train stations to the Capital Airport is higher than that of Daxing Airport. Hence, accessibility between Daxing Airport and train stations should be enhanced to support the integration of aviation and high-speed rail travel. Last, we offer suggestions in order to promote the effective integration of airport and urban traffic system in double hub airport cities.

Key words: residential travel, double hub airport city, urban transportation, accessibility, spatial pattern, mobility planning, Beijing

黄洁, 石雯茜, 陈娱. 居民出行视角下的北京市双枢纽机场可达性研究[J]. 地球信息科学学报, 2022, 24(5): 914-924.DOI:10.12082/dqxxkx.2022.210515

HUANG Jie, SHI Wenqian, CHEN Yu. Accessibility of Beijing Dual Hub Airports from the Perspective of Residential Travel[J]. Journal of Geo-information Science, 2022, 24(5): 914-924.DOI:10.12082/dqxxkx.2022.210515

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数据类型	数据来源	数据年份
路网数据	OpenStreetMap（OSM）空间数据集(https://www.openstreetmap.org/)	2020
实时出行数据	高德地图API路径规划平台（ https://lbs.amap.com/api/webservice/guide/api/direction）	2020
点位坐标	高德地图API地理编码平台（ https://lbs.amap.com/api/webservice/guide/api/georegeo）	2020
人口密度数据	WorldPop数据集(https://www.worldpop.org/)	2020

起点	终点	车程时间/h		时间差/min	起点	终点	车程时间/h		时间差/min
起点	终点	拥堵时段	非拥堵时段	时间差/min	起点	终点	拥堵时段	非拥堵时段	时间差/min
北京西站	首都机场	1.28	0.97	18.48	北京西站	大兴机场	0.91	0.86	2.73
黄村站		1.58	1.37	12.7	黄村站		0.58	0.53	2.92
北京东站		0.78	0.57	12.53	北京东站		0.96	0.91	3.28
北京站		0.85	0.67	10.58	北京站		1.10	1.08	1.17
北京南站		1.12	0.95	9.68	北京南站		0.82	0.78	2.43
北京北站		0.84	0.70	8.08	北京北站		1.10	1.09	0.88
大兴机场		1.37	1.29	4.88	首都机场		1.37	1.29	4.88
清河站		0.71	0.63	4.77	清河站		1.27	1.18	5.05
通州西站		0.78	0.70	4.38	通州西站		1.08	1.06	1.23
北京朝阳站		0.51	0.44	4.20	北京朝阳站		1.14	1.07	4.50
昌平北站		0.97	0.91	3.20	昌平北站		2.03	1.79	14.30
顺义西站		0.50	0.45	3.00	顺义西站		1.60	1.58	0.88
均值				8.04	均值				3.69

起点	终点	时间/h	起点	终点	时间/h
大兴机场	首都机场	2.21	首都机场	大兴机场	2.21
北京朝阳站		1.19	北京朝阳站		2.20
北京东站		1.22	北京东站		2.76
北京站		0.90	北京站		1.44
北京北站		1.06	北京北站		2.59
顺义西站		1.52	顺义西站		2.63
清河站		1.27	清河站		2.82
通州西站		1.30	通州西站		2.06
北京南站		1.10	北京南站		2.53
北京西站		1.17	北京西站		2.42
昌平北站		1.29	昌平北站		2.33
黄村站		1.65	黄村站		2.02

居民出行视角下的北京市双枢纽机场可达性研究

Accessibility of Beijing Dual Hub Airports from the Perspective of Residential Travel

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