Comparative Analysis of the Capital Airport Economy and the Guangdong-Hong Kong-Macao Greater Bay Area Airport Economy
(Source: "China Social Sciences Network-Chinese Social Sciences Journal" 2019-12-06)
The Guangdong-Hong Kong-Macao Greater Bay Area airport cluster is characterized by dense air routes, multimodal transport, and large market potential, but it also has certain shortcomings. At present, the Guangdong-Hong Kong-Macao Greater Bay Area airport cluster lacks a unified regulatory coordination mechanism and relies more on the spontaneous cooperation of various market entities. Although the five major airports in Guangzhou, Shenzhen, Zhuhai, Hong Kong, and Macau have established a regular communication and coordination mechanism and formed the A5 Alliance under the Guangdong-Hong Kong-Macao cooperation framework, due to various reasons such as positioning division of labor, ownership of property rights, operating standards, and stakeholders, cooperation in infrastructure, international passenger and freight transportation, etc. has progressed slowly. In this regard, the Guangdong-Hong Kong-Macao Greater Bay Area can refer to the experience of the New York Bay Area in integrating the three major airports in the area - establishing a cross-administrative boundary coordination regulatory agency to flexibly and dynamically adjust air passenger traffic, and promote the diversion of traffic from large airports with saturated capacity and declining service quality to other underutilized small and medium-sized airports.
The major airport economic zones in the Guangdong-Hong Kong-Macao Greater Bay Area such as Guangzhou, Shenzhen, Zhuhai, Hong Kong and Macau have different characteristics. The airports in the Guangdong-Hong Kong-Macao Greater Bay Area mainly revolve around the five major airports and are committed to building a world-class airport cluster. Guangzhou is driven by the international aviation hub; Shenzhen is driven from logistics to international conventions and exhibitions; Zhuhai is driven by international air shows, and is now slowly expanding to the development of the aviation industry; Hong Kong is mainly driven by financial services and high-end service industries, with more than 90% of them being service industries, real estate, finance, etc.; Macao is relatively small in scale, and the Macao Aviation City relies on the developed local tourism industry to gradually develop into an airport economy with cultural tourism characteristics.
Comparison of the Capital Airport Economy and the Greater Bay Area Airport Economy and related suggestions. In 2018, Beijing Capital Airport handled 101 million passengers and 2.07 million tons of cargo. In the same year, the Guangdong-Hong Kong-Macao Greater Bay Area handled 216 million passengers and 8.3 million tons of cargo. The capital's airport economy is uniformly managed by Beijing in terms of regulatory coordination, which facilitates overall coordination. However, the airport economy in the Guangdong-Hong Kong-Macao Greater Bay Area lacks unified regulatory coordination in this regard and relies more on the spontaneous coordination and cooperation of various market entities. In terms of functional positioning, the Capital Airport Economy is to create an international aviation hub and promote the coordinated development of Beijing, Tianjin and Hebei; the Guangdong-Hong Kong-Macao Greater Bay Area is to create a world-class airport cluster, promote the integrated development of the Greater Bay Area, serve local characteristics, and drive the development of leading enterprises.
（Yang Hangjun, professor at the w88 casino, chief expert of major projects of the National Social Science Fund）
Attachment: Original link
http://www.cssn.cn/gd/gd_rwhn/gd_ktsb/jjygadwqkgjjfzzl/201912/t20191206_5054761.shtml
