临空经济区发展的动力因素研究
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摘要
作为一种新兴的区域经济模式,临空经济区的发展及其带来的经济效应已经引起各界的广泛关注。随着我国民航事业的发展和国民经济水平的提高,许多城市和枢纽中心开始大力投资建设临空经济区。本文以临空经济区发展为研究对象,运用产业经济学、空间经济学、发展经济学等相关理论、方法,并在总结国内外现有研究成果的基础上,对影响其发展的动力因素及相互作用机制做了探索性的研究。
本文首先对现有国内外临空经济区的相关理论研究和实践方法进行了梳理和评价；在对现有文献分析的基础上,把影响临空经济区发展的动力因素分为两个部分：外部和内部动力因素,其中外部动力因素主要包括区域间的开放、经济总量、产业结构、企业区位选择的趋势等；内部动力因素则包括机场流量效应、运营效率及产业集群。通过引入并改进空间经济学中的垂直联系的自由资本家模型(FEVL模型),分析了临空经济区发展的各动力因素及其相互作用机制,认为相比外部动力因素,内部动力则是促进临空经济区发展的主要动力,其中机场流量效应是临空经济区发展的原始动力,而机场的高效率和产业集群则是临空经济区发展的最终动力。运用2003年～2009年我国30个机场及临空经济区的面板数据,我们对理论分析进行了验证,结果发现,我国临空经济区的发展的确受到多种因素的影响,但各种动力因素对于临空经济区发展的作用并不相同。客流量和机场运营效率起着正向促进作用,且效率的影响明显大于流量的效应。由于我国临空产业集群尚处于起步阶段,因此对于临空经济区发展的作用微弱。从总体上来说,我国临空经济区的发展仍停留在以外部动力为主,内部动力为辅的阶段。这将成为临空经济区进一步发展壮大的阻碍,而且对企业创新动力和产业集聚有消极影响。
针对本文的出的结论提出了相应的政策建议,认为应从以下五个方面入手：强化临空经济区内企业的创新能力；加大航空业的改革力度,以此提高机场的流量效应和运营效率；注重临空产业集群的成长与集群效应的发挥；促进临空经济区与腹地区域经济的协调可持续发展；加强临空经济区发展进程中的开放式发展。
It is emerging regional economic forms for airport economic zones, and it has already caused scholars concerning on its economic effects. With the development of civil aviation and economic level, many cities and hub constructions began to invest heavily in it. This paper mainly uses the theory and methods of industrial economics, regional economics and spatial economics, and on the base of integrating research achievements both home and abroad to study airport economic zones in order to analyze the dynamics mechanism of it.
Firstly, the paper analyzed the representative theories and practice methods research achievements of airport economy both at home and abroad. On the basis of the analysis of existing literature, it divided the impact factors into two parts-external propulsion factors and internal propulsion factors. Inter-regional openness, economic aggregate, industrial structure included in external propulsion, and internal propulsion factors consist airport flow effect, operating efficiency and airport industrial cluster. Through introducing and improving the Footloose Entrepreneur Vertical Linkages model (FEVL model) of spatial economics, the paper based on it to research the dynamic factors and interaction mechanisms of it, and internal propulsions are main propulsions, airport flow effect is the original propulsions, and operating efficiency and airport industrial cluster are ultimate propulsions. We uses panel data of 30 airport economic zones in China from 2003 to 2009 to estimate theoretical analysis. Indeed, the development of airport economic zone in China are affected by many factors, the effects among dynamic factors on the development of airport economic zone are differences. Due to airport industrial cluster is still at the beginning stage in our country, it plays a weak positive role in promoting the development of it. On the whole, the development of airport economic zone in China still remains in the external power-based, supplemented by the internal power stage. It obstacles the further development of airport economic zone, and the power of innovation and industrial clustering have a negative effect.
This paper puts forward policy recommendation, including strengthen innovation capacity of enterprises, increasing the aviation industry reform in order to improve the airport flow effect and efficiency, paying attention to the coordinated development between regional economy and airport economy, and enhancing the opening development.
本文首先对现有国内外临空经济区的相关理论研究和实践方法进行了梳理和评价；在对现有文献分析的基础上,把影响临空经济区发展的动力因素分为两个部分：外部和内部动力因素,其中外部动力因素主要包括区域间的开放、经济总量、产业结构、企业区位选择的趋势等；内部动力因素则包括机场流量效应、运营效率及产业集群。通过引入并改进空间经济学中的垂直联系的自由资本家模型(FEVL模型),分析了临空经济区发展的各动力因素及其相互作用机制,认为相比外部动力因素,内部动力则是促进临空经济区发展的主要动力,其中机场流量效应是临空经济区发展的原始动力,而机场的高效率和产业集群则是临空经济区发展的最终动力。运用2003年～2009年我国30个机场及临空经济区的面板数据,我们对理论分析进行了验证,结果发现,我国临空经济区的发展的确受到多种因素的影响,但各种动力因素对于临空经济区发展的作用并不相同。客流量和机场运营效率起着正向促进作用,且效率的影响明显大于流量的效应。由于我国临空产业集群尚处于起步阶段,因此对于临空经济区发展的作用微弱。从总体上来说,我国临空经济区的发展仍停留在以外部动力为主,内部动力为辅的阶段。这将成为临空经济区进一步发展壮大的阻碍,而且对企业创新动力和产业集聚有消极影响。
针对本文的出的结论提出了相应的政策建议,认为应从以下五个方面入手：强化临空经济区内企业的创新能力；加大航空业的改革力度,以此提高机场的流量效应和运营效率；注重临空产业集群的成长与集群效应的发挥；促进临空经济区与腹地区域经济的协调可持续发展；加强临空经济区发展进程中的开放式发展。
It is emerging regional economic forms for airport economic zones, and it has already caused scholars concerning on its economic effects. With the development of civil aviation and economic level, many cities and hub constructions began to invest heavily in it. This paper mainly uses the theory and methods of industrial economics, regional economics and spatial economics, and on the base of integrating research achievements both home and abroad to study airport economic zones in order to analyze the dynamics mechanism of it.
Firstly, the paper analyzed the representative theories and practice methods research achievements of airport economy both at home and abroad. On the basis of the analysis of existing literature, it divided the impact factors into two parts-external propulsion factors and internal propulsion factors. Inter-regional openness, economic aggregate, industrial structure included in external propulsion, and internal propulsion factors consist airport flow effect, operating efficiency and airport industrial cluster. Through introducing and improving the Footloose Entrepreneur Vertical Linkages model (FEVL model) of spatial economics, the paper based on it to research the dynamic factors and interaction mechanisms of it, and internal propulsions are main propulsions, airport flow effect is the original propulsions, and operating efficiency and airport industrial cluster are ultimate propulsions. We uses panel data of 30 airport economic zones in China from 2003 to 2009 to estimate theoretical analysis. Indeed, the development of airport economic zone in China are affected by many factors, the effects among dynamic factors on the development of airport economic zone are differences. Due to airport industrial cluster is still at the beginning stage in our country, it plays a weak positive role in promoting the development of it. On the whole, the development of airport economic zone in China still remains in the external power-based, supplemented by the internal power stage. It obstacles the further development of airport economic zone, and the power of innovation and industrial clustering have a negative effect.
This paper puts forward policy recommendation, including strengthen innovation capacity of enterprises, increasing the aviation industry reform in order to improve the airport flow effect and efficiency, paying attention to the coordinated development between regional economy and airport economy, and enhancing the opening development.
引文
[1]Glen E. Weisbrod, John S. Reed, Roanne M. Nenwirh. Airport Area Economic Development Model[J]. PTRC International Transport Conference. Manchester England,1993.
[2]Ashford,N. Airport Management in a Changing Economic Climate[J].Transportation Planning and Technology,1994(18):57-63.
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[5]Cambridge Institute of System. Airport Area Economic Development Model[R]. Cambs,1990.
[6]董娟.航空港经济区产业特征与空间布局模式研究[D].陕西：长安大学,2008.
[7]李肖春.临空经济区发展研究[D].四川：四川大学,2007.
[8]孙艳峰,龚听,黄子惺.空港经济的产生机理与空间分布模式[J].北方经济,2009(4)：20-21.
[9]欧阳杰.我国航空城规划建设刍议[J].规划师,2005(4)：5-8.
[10]李晓江.航空港地区经济发展特征[J].城市交通,2001(2)：35-37.
[11]尉永久.基于产业集群理论的临空产业区航空产业发展战略研究[D].天津：天津大学管理学院,2008.
[12]孙波,金丽国,曹允春.临空经济产生的机理研究-以首都国际机场为例[J].理论探讨,2006(6)：93-95.
[13]刘雪妮,宁宣熙,张冬青.发展临空产业集群的动力机制研究[J].现代经济探索,2007(1)：62-65.
[14]临空经济理论与实践探索.《临空经济发展战略研究》课题组[M].北京：中国经济出版社,2006：3-10.
[15]Irwin,M.D.,Kasarda,J.D. Air Passenger Linkages and Employment Growth in US. Metropolitan Areas [J]. American Sociological Review.1997,5(6):521-537.
[16]Button,K., Lall,S., Stough,R., Trice,M. High Technology Employment and Hub Airports[J]. Air Transport Management,1999(5):53-59.
[17]John D. Kasarda, Jonathan D. Green. Air Cargo As Economic Development Engine:A note on opportunities and constraints[J]. Journal of Air Transport Management,2005(11):459-462.
[18]Bruno Miller, John Paul Clarke. The Hidden Value of Air Transportation Infrastructure[J]. Technological Forecasting & Social Change.2006(6):1-18.
[19]叶舟,李忠民,李晓峰.中国民航发展与国民经济增长关系的实证分析[J].天津理工大学学报.2005(5)：81-84.
[20]曹允春.临空经济演进的动力机制分析[J].经济问题探索,2009(5)：140-146.
[21]王剑雨.民航机场社会经济效益分析及其评价方法研究[D].广州：暨南大学.2007.
[22]马玲.临空产业集群形成的影响因素及过程研究[D].大连：大连理工大学,2008.
[23]曹允春,谷芸芸,席艳荣.中国临空经济发展现状与趋势[J].经济问题探索,2006(12)：4-8.
[24]曹江涛.临空经济区与区域经济发展的互动关系-以北京顺义临空经济区为例[J].科技论坛,2006(5)：61-69.
[25]杜曼玲,王耀球.航空物流凸显临空经济[J].综合运输,2008(5)：42-45.
[26]吴涛,王运泉.广州新白云机场对花都区经济发展影响分析[J].广州人学学报(自然科学版),2005,4(3)：243-248.
[27]刘雪妮.临空经济对区域经济的影响研究—以首都机场临空经济为例[J].中国软科学,2009(3)：55-57.
[28]孙淑美,黄达海.临空经济与区域经济发展互动关系[J].科技和产业,2010(1)：16-18.
[29]王志清,欧阳杰,宁宣熙等.京津冀地区发展民航产业集群研究[J].中国工业经济,2006(3)：53-59.
[30]马建.长沙黄花国际机场周边地区发展临空经济的思考[J].今日科苑,2009(5)：108-109.
[31]马建.长沙黄花国际机场临空经济综合开发研究[D].湖南：中南大学,2009.
[32]迈克尔·波特.竞争优势[M].北京：华夏出版社,1997.
[33]约翰·冯·杜能.孤立国同农业和国民经济的关系[M].北京：商务印书馆,1986.
[34]阿尔弗雷德·韦伯.工业区位论[M].北京：商务印书馆,1997.
[35]Gulyani S. Effects of Poor Transportation on Lean Production and Industrial Clustering:Evidence from the Indian Auto Industry [J]. World Development.2001(7):1157-1177.
[36]周振华,韩汉君.流量经济及其理论体系[J].上海经济研究,2002(1)：21-31.
[37]Pedroni P. Panel Cointegration Asymptotic and Finite Sample Properties of Pooled Time Series Tests-With an Application to the PPP Hypothesis [D].Indiana University,1997.
[38]Pedroni P. Purchasing Power Parity Tests in Cointegrated Panels[J]. Review of Economics and Statistics,2001,8(3):727-731.
[39]KaoC. Spurious Regression and Residual-Based Tests For Cointegration in Panel[J]. Journal of Economic metrics,1999(9):41-44.
[40]王珍珍,陈功玉.我国物流产业集聚对制造业工业增加值影响的实证研究[J].上海财经大学学报,2009(11)：49-56.
[41]Joseph Sarkis. An analysis of the Operational Efficiency of Major Airports in the United States[J]. Journal of Operations Management,2000(18):335-351.
[42]L.C. Lin, C.H. Hong. Operational Performance Evaluation of International Major Airports:An Application of Data Envelopment Analysis. Journal of Air Transport Management,2006(12): 342-351.
[43]Fernandes E. Efficient Use of Airport Capacity[J]. Transport Research,2002(12):225-238.
[44]David Gillen. Development Measures of Airport Productivity and Performance:Application of Data Envelope Analysis[D],2001.
[45]都业富,朱新华,冯敏.DEA方法在中国民用机场评价中的应用研究[J].中国民航大学报,2006(4)：21-25.
[46]李兰冰,刘秉镰.我国对外开放机场的动态生产效率研究[J].中国工业经济,2007(10)：29-37.
[47]刘晏滔.基于DEA方法的长三角地区机场效率分析[D].北京：中国民航大学,2008.
[48]张越,胡华清.基于Malmquist生产力指数的我国民用机场运营效率分析[J].系统工程,2006(12)：42-45.
[49]安虎森.空间经济学原理[M].北京：经济科学出版社,2005.
[50]中国运筹学会.第七届学术交流会论文集[C].北京：科学出版社,2004.
[51]梁琦.产业集群论[M].北京：商务印书馆,2004：144-145.
[2]Ashford,N. Airport Management in a Changing Economic Climate[J].Transportation Planning and Technology,1994(18):57-63.
[3]曹允春.谈临空经济区的建立和发展[J].中国民航学院学报,1999(2)：60-63.
[4]刘雪妮.我国临空经济的发展机理及其经济影响研究[D].江苏：南京航天航空大学经济与管理学院,2008.
[5]Cambridge Institute of System. Airport Area Economic Development Model[R]. Cambs,1990.
[6]董娟.航空港经济区产业特征与空间布局模式研究[D].陕西：长安大学,2008.
[7]李肖春.临空经济区发展研究[D].四川：四川大学,2007.
[8]孙艳峰,龚听,黄子惺.空港经济的产生机理与空间分布模式[J].北方经济,2009(4)：20-21.
[9]欧阳杰.我国航空城规划建设刍议[J].规划师,2005(4)：5-8.
[10]李晓江.航空港地区经济发展特征[J].城市交通,2001(2)：35-37.
[11]尉永久.基于产业集群理论的临空产业区航空产业发展战略研究[D].天津：天津大学管理学院,2008.
[12]孙波,金丽国,曹允春.临空经济产生的机理研究-以首都国际机场为例[J].理论探讨,2006(6)：93-95.
[13]刘雪妮,宁宣熙,张冬青.发展临空产业集群的动力机制研究[J].现代经济探索,2007(1)：62-65.
[14]临空经济理论与实践探索.《临空经济发展战略研究》课题组[M].北京：中国经济出版社,2006：3-10.
[15]Irwin,M.D.,Kasarda,J.D. Air Passenger Linkages and Employment Growth in US. Metropolitan Areas [J]. American Sociological Review.1997,5(6):521-537.
[16]Button,K., Lall,S., Stough,R., Trice,M. High Technology Employment and Hub Airports[J]. Air Transport Management,1999(5):53-59.
[17]John D. Kasarda, Jonathan D. Green. Air Cargo As Economic Development Engine:A note on opportunities and constraints[J]. Journal of Air Transport Management,2005(11):459-462.
[18]Bruno Miller, John Paul Clarke. The Hidden Value of Air Transportation Infrastructure[J]. Technological Forecasting & Social Change.2006(6):1-18.
[19]叶舟,李忠民,李晓峰.中国民航发展与国民经济增长关系的实证分析[J].天津理工大学学报.2005(5)：81-84.
[20]曹允春.临空经济演进的动力机制分析[J].经济问题探索,2009(5)：140-146.
[21]王剑雨.民航机场社会经济效益分析及其评价方法研究[D].广州：暨南大学.2007.
[22]马玲.临空产业集群形成的影响因素及过程研究[D].大连：大连理工大学,2008.
[23]曹允春,谷芸芸,席艳荣.中国临空经济发展现状与趋势[J].经济问题探索,2006(12)：4-8.
[24]曹江涛.临空经济区与区域经济发展的互动关系-以北京顺义临空经济区为例[J].科技论坛,2006(5)：61-69.
[25]杜曼玲,王耀球.航空物流凸显临空经济[J].综合运输,2008(5)：42-45.
[26]吴涛,王运泉.广州新白云机场对花都区经济发展影响分析[J].广州人学学报(自然科学版),2005,4(3)：243-248.
[27]刘雪妮.临空经济对区域经济的影响研究—以首都机场临空经济为例[J].中国软科学,2009(3)：55-57.
[28]孙淑美,黄达海.临空经济与区域经济发展互动关系[J].科技和产业,2010(1)：16-18.
[29]王志清,欧阳杰,宁宣熙等.京津冀地区发展民航产业集群研究[J].中国工业经济,2006(3)：53-59.
[30]马建.长沙黄花国际机场周边地区发展临空经济的思考[J].今日科苑,2009(5)：108-109.
[31]马建.长沙黄花国际机场临空经济综合开发研究[D].湖南：中南大学,2009.
[32]迈克尔·波特.竞争优势[M].北京：华夏出版社,1997.
[33]约翰·冯·杜能.孤立国同农业和国民经济的关系[M].北京：商务印书馆,1986.
[34]阿尔弗雷德·韦伯.工业区位论[M].北京：商务印书馆,1997.
[35]Gulyani S. Effects of Poor Transportation on Lean Production and Industrial Clustering:Evidence from the Indian Auto Industry [J]. World Development.2001(7):1157-1177.
[36]周振华,韩汉君.流量经济及其理论体系[J].上海经济研究,2002(1)：21-31.
[37]Pedroni P. Panel Cointegration Asymptotic and Finite Sample Properties of Pooled Time Series Tests-With an Application to the PPP Hypothesis [D].Indiana University,1997.
[38]Pedroni P. Purchasing Power Parity Tests in Cointegrated Panels[J]. Review of Economics and Statistics,2001,8(3):727-731.
[39]KaoC. Spurious Regression and Residual-Based Tests For Cointegration in Panel[J]. Journal of Economic metrics,1999(9):41-44.
[40]王珍珍,陈功玉.我国物流产业集聚对制造业工业增加值影响的实证研究[J].上海财经大学学报,2009(11)：49-56.
[41]Joseph Sarkis. An analysis of the Operational Efficiency of Major Airports in the United States[J]. Journal of Operations Management,2000(18):335-351.
[42]L.C. Lin, C.H. Hong. Operational Performance Evaluation of International Major Airports:An Application of Data Envelopment Analysis. Journal of Air Transport Management,2006(12): 342-351.
[43]Fernandes E. Efficient Use of Airport Capacity[J]. Transport Research,2002(12):225-238.
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