Abstract
There is little research on the impact of air cargo networks on regional economic development, which is especially notable considering that Chinese airlines gradually adjusted their networks after the introduction of high-speed rail (HSR). This empirical study aims to fill this research gap. Firstly, we used the Ordinary Least Squares (OLS) method to study the effect of the air cargo network on the regional economy. The results show that, in eastern and central China, the higher the clustering coefficient of the domestic air cargo network, the more significant their promotion effect becomes on the GDP per capita, with cities in eastern China benefitting the most from this effect. However, for super-scale cities, the clustering coefficient of the domestic air cargo network has a significant negative effect on the GDP per capita, which is likely because both the air and HSR passenger services crowd out the development opportunities for air cargo. Secondly, we applied the Difference-in-Difference (DID) method in order to measure the impact on the regional economy caused by air cargo under the impact of HSR. The results show that the aviation network adjusted for the impact of HSR produces heterogeneous effects on cities for different regions and scales, and that the international aviation network has greater impacts on cities than the domestic network. In eastern China, HSR and air cargo (both international and domestic networks) promote economic growth simultaneously; in central China, only domestic air cargo has a positive effect on the regional economy; in western China, neither HSR nor air cargo has an obvious effect on the regional economy. Policy implications—such as encouraging the cooperation of HSR and civil aviation—are discussed, and could help bring the functions of the air cargo network in regional economic development into full play.
Highlights
Experiences in China and abroad have shown that high-speed rail (HSR) can have significant advantages in delivering massive passenger volumes, shortening travel time, and improving accessibility, achieving the ‘urban integration’ development of different layers of cities, addressing environmental protection issues through greenhouse gas emissions reductions, and promoting the formation of a regionally integrated transportation system [1,2,3,4,5]
Empirical Results In this paper, the Ordinary Least Squares (OLS) and DID methods are applied in order to study the impacts of HSR, the air cargo network, and their interactions on the regional economic development at three scales: all of China, different regions, and cities of different sizes
For super-large cities, the negative crowding effect may overwhelm the positive agglomeration effect, meaning that the introduction of HSR has no significant impact on the regional economy
Summary
Experiences in China and abroad have shown that high-speed rail (HSR) can have significant advantages in delivering massive passenger volumes, shortening travel time, and improving accessibility, achieving the ‘urban integration’ development of different layers of cities, addressing environmental protection issues through greenhouse gas emissions reductions, and promoting the formation of a regionally integrated transportation system [1,2,3,4,5]. The authors constructed a utility function equation for the civil aviation passengers, with travel time, ticket price, and train frequency as variables before and after the introduction of HSR, and collected data through a questionnaire survey in order to estimate the relevant parameters. The authors found that HSR has comparative competitiveness to civil aviation for medium- and long-distance market segments, largely because HSR reduces travel hours and increases train punctuality. Based on the operational data of HSR and civil aviation, the authors found that the intensity of competition between HSR and civil aviation changes as the travel distance varies. The gradual construction of China’s ‘eight vertical and eight horizontal’ HSR network lines resulted in the successive termination of the Zhengzhou–Xi’an, Tianjin–Nanjing, and Beijing–Xuzhou civil aviation routes
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