Journal of Geo-information Science >
Accessibility of Beijing Dual Hub Airports from the Perspective of Residential Travel
Received date: 2021-08-27
Request revised date: 2021-12-27
Online published: 2022-07-25
Supported by
Major Program from National Social Science Foundation of China(20&ZD099)
Copyright
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.
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
表1 数据来源Tab. 1 Data Source |
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 |
表2 驾车出行模式下机场-机场、火车站-机场出行时间对比Tab. 2 Travel time between airports and train stations by auto mode |
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 | ||
---|---|---|---|---|---|---|---|---|---|
拥堵时段 | 非拥堵时段 | 拥堵时段 | 非拥堵时段 | ||||||
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 |
表3 公共交通出行模式下机场-机场、火车站-机场出行时间对比Tab. 3 Travel time between airports and train stations by public transport |
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 |
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