“海上丝绸之路”沿线重要港口区位优势度评估

评估“海上丝绸之路”沿线港口的区位优势度,对于港口及其腹地基础设施合理规划、港口未来投资预判以及推进“一带一路”倡议有重要意义。本文从海陆联运的视角出发,综合考虑港口腹地的路网密度、交通干线影响度、城市影响度、航运战略枢纽影响度和航运战略通道影响度等五个因素,构建港口区位优势度评价模型来对“海上丝绸之路”沿线重要港口进行区位优势度分析。研究发现：① “海上丝绸之路”沿线港口的区位优势度区域化差异显著,从东向西总体呈“高-低-高”的空间分布格局;② 从世界分区的视角看,东南亚区域港口区位优势最高,其次为南欧至西欧、南亚、北非、西亚等地区,东非至南非区域港口区位优势度最低;③ 港口各区位影响因素的评价结果空间分布特征差异显著,其中港口区位优势度分布特征与交通干线影响度、城市影响度的相关性较大。研究结果可为海外港口基础设施的投资建设过程提供科学支撑。     

Spatial structural pattern and vulnerability of China-Japan-Korea shipping network

The economies of China-Japan-Korea(CJK) are complementary, with their proximity resulting in the three countries having a high degree of interdependence with respect to trade. Currently, trade among these countries relies mainly on port-centered shipping. The development of the shipping network is integral for in-depth integration of CJK trade. This paper analyzes the overall characteristics, centrality, spatial structure, and vulnerability of the CJK shipping network using the methods of complex network analysis, blocking flow theory, and interruption and deletion of hub ports. The main findings are as follows: 1) The CJK shipping network has a small average path length and clustering coefficient, and its degree distribution follows a power-law distribution, which make the network present obvious characteristics of a Barabási-Albert scale-free. 2) The characteristics of the multi-center point of the CJK shipping network can alleviate traffic pressure. At the same time, the network shows a clear hierarchy in the port transportation system, with cargo transport relying mainly on the ‘hub port-hub port' connection. 3) The CJK shipping network is relatively stable. Compared with ports in Japan and Korea, the main hub ports in China have a greater impact on the stability of the shipping network, in particular those ports of the central coastal region, including Shanghai, Ningbo, and Lianyungang.     

THE REGIONAL DEVELOPMENT IN THE PEARL RIVER DELTA IN NEW TERM

Since China opening to outside world, the economy in the Pearl(Zhujiang) River Delta(PRD) has been dou-ble digit growth. It has been known as one of mature fast growth areas in the world and become the model and hope of Chi-nese reform and opening to outside world. The regional development in PRD is the outcome of polarization effects. The polar-ization effects actually are extension of international regional division and a combination of Hongkong‘‘s influence and re-form and open-door policies on the mainland. Since the 1990s, driven by knowledge-based economy, the PRD has furtheradjusted the industrial structure and achieved good progress in upgrading industrial structure. Its high technology industryhas developed quickly and the economic internationalization has deepened, meanwhile, the region is going through transforma-tion and some new trends have begun to appear, which include: university towns springing up, industrial globalization andthe construction of Hi-tech development zones. The paper suggests that with the economic growth changing from relying onthe low level production elements to relying on high level production elements, the regional policies in GuangdongProvince should develop correspondingly: 1) make a plan to prohihite the blind construction in innovative spatial construc-tions; 2) make measures to attract the overseas talents to establish a pool of talent; 3) work out the favorable policies forabsorbing larger capital; 4) formulate the policy of attracting a cluster of industries to speed up the upgrade of industrialdevelopment.     

Efficiency pattern and spatial strategy of ports in Yangtze River Delta Region

This paper measures the efficiency of ports in the Yangtze River Delta Region (YRDR) in 2008 and 2013 using port berth quantity, quay length, and human resources as input indicators, using cargo and container throughput as output indicators, and considering traditional (foreign trade dependence and industrialization level) and modern environmental factors (traffic line density, financial development level, and informatization level). To achieve such aim, this study constructs a multi-stage data envelopment analysis model (DEA) that identifies effective port decision-making units (DMUs) and generates a highly accurate conclusion by eliminating the interference from the exogenous environment and random errors. First, the external environment significantly affects port efficiency, with the traditional environmental factors showing huge fluctuations and the modern environmental factors producing great benefits. Second, the efficiency of ports in YRDR has increased from 2008 to 2013 primarily because of their pure technical efficiency. Third, the weighted standard deviation ellipse (SDE) analysis results reveal that the efficiency pattern of ports significantly deviates from their throughput pattern, while the center of SDE of port efficiency moves from the eastern coastal regions to the northwest regions. Based on these findings, this paper proposes spatial development strategies for YRDR, such as creating an unblocked environment where spatial elements can freely circulate, intensifying port-city joint development, implementing differentiated policies, and focusing on the spatial collaboration of port efficiency.     

中国区域经济发展的地区差异GIS分析

本文主要针对我国改革开放以来地区间经济发展的差距究竟是扩大(发散)还是缩小(收敛)的问题开展了研究.首先,对全国各省(市)1980 - 2008年的人均名义GDP数据进行了空间自相关分析,探讨了全国区域经济发展的地区差异变化,揭示了1984年以后中国各地区之间的经济发展的正空间自相关关系,即全国区域经济发展差异在整体上...     

基于多源数据的长江经济带内河港口区位优势度评估

内河港口是内河航运纽带的重要节点,评估内河港口的区位优势度对长江经济带港口基础设施建设等具有重要意义。以2021年长江沿岸内河港口为研究对象,采用多源数据,结合长江内河港口辐射范围内的3个指标并对原模型进行改进,结合AHP-EWM模型计算长江经济带长江沿岸28个港口的区位优势度,研究结果显示：① 除重庆和武汉以外,江苏省以外的其他省份港口辐射范围内交通网络密度都比较低;从交通干线影响度来看,分布比较均衡且数值较为相近;而城市经济影响力的空间分布较为无序;② 根据区位优势度的高低以及空间分布得出长江经济带货运港口空间格局为“三中心,一组团”的空间格局;③ 将内河港口按长江岸线所属省份进行划分后发现：江西省3个港口区位优势度差异最小,但其优势度也整体偏低;安徽省与江西省类似;江苏省整体优势度较高且差异小,湖北省的优势度差异最大,表明存在基础设施建设不均衡等问题且亟需改善。研究成果可对长江经济带内各个港口范围内基础设施建设、道路交通规划、港口选址等方面提供指导性意见帮助打通铁路、高等级公路进港“最后一公里”。     

THE OPEN PORT SYSTEM IN NORTHEAST CHINA

I.~~IC~acacomeNacacomenawoadsiN~chIcInChinawiththeimplementofthestrategyofoverallopeninguptotheoutsideworld,NortheastChinahasbasicallyformedanopenpatternwithsimultineousdevelopmentofborderopeningandcoastopening.Althoughthecoastopeningissmallerindegree,theherderopeningtakesanimnytantPOsitioninChina.Borderopeningandcoastopeninghavedifferentdirections,presentingthefollowingaspects.First,asfortheopeningaim,borderopeningaimstoutilizefrontiersuperiorityonthebasisofequalityandmutualbenefit,tofor…     

Evolution stages of oasis economy and its dependence on natural resources in Tarim River Basin

This paper examines spatio-temporal characteristics of an oasis economy and its relationship with water and mineral resources in the Turim River Basin from 1965 to 2005. A spatial autocorrelation model, the center of gravity model, and index system of the regional central city are used to probe the evolution laws of spatial structure of oasis economy. The study finds that: 1) The economic centre of gravity, whose variation track during this period follows linear rote law, was moving from headstream to middle reaches of the Tarim River. 2) Positive spatial autocorrelation which showed a waving and ascending trend of regional economy was significant and the neighbor effect of regional economic growth was strengthened continuously. 3) The regional economic centre was located in Hotan City before 1980, moved to Aksu City during the 1980s and to Korla City after 1990. We conclude that above all, during the recent four decades the evolution of the oasis economy in this region has gone through three stages: a traditional agriculture stage (before 1980), oasis agriculture and agricultural product processing stage (1980-1990) and oasis energy industry stage (after 1990). Furthermore, the dependence degree of the oasis economy on natural resources in different stages are studied by using dominance index, regression model, and grey relation method, which shows that an oasis economy highly depends on water resources in the oasis agriculture and agricultural product processing stage while it depends more on mineral resources such as oil and natural gas during the oasis energy industry stage.     

AIS数据在集装箱港口服务效率的应用研究

港口是物流供应链中的核心环节,港口服务效率会决定整个物流供应链的效率。本文提出了一种基于海量船舶AIS（Automatic Identification System）轨迹数据的港口服务效率计算框架,利用集装箱船舶AIS轨迹、港口地理信息等海事大数据,采用滑动窗口算法等数据挖掘方法判断船舶在港内的状态,估算出反映港口服务效率的AWT/AST指标,从时间维度对港口服务效率评价,为港口管理运营部门和航运公司决策提供参考。并以上海港、宁波港、深圳港、釜山港为例,采用2018年全年全球5600余艘集装箱船舶的AIS轨迹数据,量化评价4个亚洲集装箱港口的服务效率。结果显示:① 船舶抵港泊位作业时间近似正太分布,正太分布均值在14~18 h之间,船舶泊位作业时间集中在10~30 h;② 船舶泊位作业时间与船舶船型大小成正相关,船型越大则泊位作业时间越长;③ 32%的船舶抵达上海港会发生等待时间,体现上海港集装箱码头整体处于供不应求的状态。宁波港整体服务效率较高,船舶发生等待事件较少。作为区域性枢纽港,釜山港近洋区域性运输频繁使得釜山港抵港船舶频率较高。④ 洋山四期码头为自动化码头,其港口装卸工艺与其他码头不同,但其码头作业效率并未高很多。     

“海上丝绸之路”沿线重要港口竞争力评价

“海上丝绸之路”是促进亚欧和亚非互联互通的重要通道,对其沿线重要港口的竞争力研究,可以为海上丝绸之路的建设提供参考。本文综合考虑港口的自然条件、腹地环境、基础设施、服务水平、政府廉洁度,及其在航运网络中的地位差别等因素,运用熵权-层次分析法对沿线51个国家的99个重要港口的竞争力进行评价。结果表明,① 港口综合竞争力空间分布呈明显的区域化特征,且与国家经济发展水平显著相关,地中海地区港口竞争力普遍较强,亚洲次之,非洲最弱。② 港口的网络地位对竞争力的影响最大,竞争力强的港口多位于重要水域的战略通道,网络地位高,辐射范围广。③ 我国投资的部分沿线港口综合竞争力与成熟港口之间还存在一定差距,但是具备较大的竞争力提升空间。     

同一个梦——环渤海城市圈的发展研究

依托首都铁路、航空枢纽的优势,天津又是全国最大人工海港,滨海新区,曹妃甸相继建成。秦皇岛、黄骅成为晋煤海运专运海港。营口、烟台、东营等港口各具特色,优势互补。大连、青岛分别辐射东北亚,大西北,与京、津互为崎角之势,形成向产业集群发展与区域大都市圈的优势组合。2005年跨越海峡的火车轮渡开始营运,海岸高速公路南北全线畅通,鸭绿江引水渡海方案,也在酝酿之中。渤海海上油气资源丰富,但污染严重,城市环境恶化,反差强烈,亟需加强区域协调,统筹兼顾,修复生态,共同实现繁荣富强、和谐宜居,创业环境之梦。     

基于夜光遥感与POI数据空间耦合关系的南海港口城市空间结构研究

南海港口城市研究是南海资源环境监测的重要内容,目前对于南海港口城市空间结构特别是港口在城市空间结构中的地位缺乏研究。夜光遥感数据和POI数据均为城市空间结构研究的重要数据源,但对于2种数据的空间耦合关系与集成应用研究存在不足。针对上述问题,本文选取南海港口城市典型代表的三亚市为研究区,以研究区2016年NPP-VIIRS夜光遥感数据和POI数据为数据源,利用叠加分析将夜光遥感数据和POI核密度分析结果数据分别网格化。然后,利用双因素组合制图法对两种数据的空间耦合关系进行可视化,分析空间耦合关系相异区域和城市空间结构的关系,并在此基础上探讨港口在三亚城市结构中的地位。研究表明,三亚市夜光遥感和POI数据的空间分布总体趋势相一致,空间耦合关系相近的区域占比达85.6%;夜光遥感和POI数据空间耦合关系在三亚市内存在一定量的相异区域,如新城区、经济开发区、城市边缘区和乡镇中心等,结合2种数据的特点可以更显著地表征这些区域的城市空间结构特征;三亚市作为重要的南海港口城市,其城市的中心区域与港口密切关联。本研究为港口城市空间结构研究提供了新视角。     

Basic features and trends of the economic base of Beijing

In China, systematic studies on economic base of a single city are very weak. Based on the 1990 census and relevant statistics during 1990 – 1994, a comparative study is conducted on Beijing, Shanghai and Tianjin. The major conclusions are as follows: (1) Beijing is not only the national political and cultural center, but also the national economic center, viz the commercial service center and the low water-consuming, light polluting, external economy-typed and knowledge-intensive manufacturing industrial center, which is appropriate for Beijing’s comparative advantage. (2) The high water-consuming, heavy polluting and regional market-oriented industry is overdeveloped as far as Beijing’s scarce water and other natural resources are concerned. (3) Beijing’s industrial base is smaller, more regional market-based, and the service base is more diverse, larger and more national market-based than Shanghai’s and Tianjin’s. (4) With the development of socialist market economy and implement of sustainable development strategy, the external economy-typed and knowledge-intensive manufacturing industry with lower input of water and less environmental pollution, and information-intensive service industries will centralize further, and the industry with higher input of water and/or severe environmental pollution will decentralize.     

A model for analyzing the transshipment competition relationship between the port of Hong Kong and the port of Kaohsiung

The transshipment is an important issue in the current marine transportation. This paper constructed a mathematical programming model to elaborate the transshipment port selection for the shipping company. This model is tested by the data collected from the ports of Hong Kong and Kaohsiung. The results show that this model can be used to explain the transshipment competition relationship between the ports of Hong Kong and Kaohsiung well. A sensitivity analysis was also executed. The sensitivity analysis results showed that both the port of Hong Kong and Kaohsiung should decrease the charges of port and increase the efficiency of loading and discharging. Based on the sensitivity analysis results, some interesting conclusions and helpful suggestions were obtained for the managers of the ports of Hong Kong and Kaohsiung to improve their port management.     

农牧交错区生态环境监测与动态变化分析——以神府东胜地区为例

本研究选择典型的农牧交错区--神府东胜地区为研究样本,综合运用景观生态学理论、生态系统服务功能理论、可持续发展理论、遥感和地理信息系统技术,以多期遥感图像数据为信息源,结合调查统计数据,进行生态遥感分析,编制了土地沙漠化、水土流失、植被覆盖度系列生态专题图。通过建立系统空间分析模型,实现研究区二十余年生态动态变化定量分析,以量化和可视化的形式系统地研究神府地区生态现状及其变化特征规律,阐述生态环境变化的原因,提出能源开发与环境保护协调发展的对策。     

The spatial division of industries of the pearl river delta in the 1990s: Characteristics and trends

The article analyzed the spatial division of industries of the Pearl River Delta (PRD) in the 1990s, a period that witnessed the deepening of the reform and opening policies and continued rapid development of the region. By adopting the index of specialization, the extent of specialization, its change and its spatial distribution in the region are measured and demonstrated. The research revealed that, despite the trend of more balanced development of the secondary sector between the PRD and the rest of the province, in the PRD, it is the unbalanced development that dominated and the spatial division of the secondary sector has been shaped. The tertiary industry has also been experiencing unbalance development and the spatial division of the tertiary sector has been emerging, its extent of concentration appearing even more evident than that of the secondary sector. The author also discussed the linkage between the spatial division of the two sectors. In the end of the paper, the trends of the spatial division of the industries in the PRD are forecasted. Foundation item: Under the auspices of the National Natural Science Foundation of China (No. 49831030). Biography: XU Yong-jian (1972 – ), female, a native of Changsha City, Ph. D.. Her research interest includes urban geography.     

Industrial structural changes in Hong Kong, China under one country, two systems framework

Hong Kong has undergone substantial economic transformations and developed into a sophisticated business and financial center in the Asia-Pacific region,since the return of sovereignty to China as a Special Administrative Region under the One Country Two Systems (OCTS) in 1997.This paper discusses and analyzes the industrial structural changes of Hong Kong in recent decades as well as its future challenges and opportunities.The data and finding reveal that even though Hong Kong will face fierce competition from the Mainland’s cities as the rise of China,the important role as a bridge between China and the rest of the world will brace Hong Kong itself under the OCTS for developing into a service hub for business and trade in the Asia-Pacific region.     

基于海事大数据的港口感知计算

随着港口信息化建设的推进,积累了大量来源多样、结构各异的海事大数据,为了解港口城市的生产力和区域经济发展水平提供了新的契机。本文综合介绍了作者近期关于如何利用海事大数据进行港口感知计算的工作,给出了一个基于海事大数据的港口感知计算框架,利用船舶GPS轨迹、船舶属性、港口地理信息和港口设施参数等多源异构海事大数据,估算出一系列反映港口生产力的指标,从而对港口进行综合评价和比较。首先,利用船舶轨迹和港口地理信息数据,自动检测船舶在港口码头中的靠泊装卸事件;然后,利用船舶属性和港口设施数据,自动估计出每次靠泊装卸事件的货物吞吐量;最后,对各个港口码头的靠泊船数和货物吞吐量进行统计,从而计算出一系列港口生产力指标,包括到港船数、货物吞吐量、码头作业效率和泊位利用率等。在2011年的海事大数据上的实验结果表明,本框架能准确地估算出上述港口生产力指标。同时,以香港为例对上述港口的生产力指标进行分析,探讨基于海事大数据的港口感知计算框架在提高港口生产效率、优化海运航线中的积极作用。     

China's Global Shipping Connectivity: Internal and External Dynamics in the Contemporary Era(1890–2016)

China's global shipping connectivity had been somewhat overlooked as the bulk of related studies predominantly focused on the throughput volume of its own port cities. This article tackles such lacunae by providing a relational perspective based on the extraction of vessel movement archives from the Lloyd's List corpus. Two complementary analyses are proposed: long-term dynamics with all ships included(1890–2008) and medium-term dynamics focusing on container flows(1978–2016). Each analysis examines China's maritime connectivity in various ways and on different spatial scales, from the global to the local, in terms of concentration, vulnerability, and expansion. The main results underline the influence of technological, economic, and political factors on the changing distribution of connectivity internally and externally. In particular, China has managed to reduce its dependence upon external transit hubs, to increase the internal connectivity of its own port system, and to strengthen its dominance towards an increasing number of foreign nodes and trade partners through the maritime network.