全球集装箱航运的空间组织网络

集装箱运输网络是经济全球化背景下物质要素资源在全球进行配置的主要承载体,而航运企业是航运网络的组织者;基于航运企业的组织行为,可以考察全球航运网络的基本格局与空间体系。本文选取全球主要的24家集装箱班轮公司和530个港口为研究样本,以集装箱船月度运营表为研究对象,构筑数理评价模型,剖析全球集装箱航运组织网络的空间格局和主要港口的集装箱组织能力,探讨了全球港口的运输联系格局和主要空间系统。研究表明:东亚和东南亚为重点组织区域,以此为核心构筑全球集装箱航运网络;全球港口的航线设置和航班组织及运输联系形成东亚、东南亚、西北欧和美东四大集聚区域,航运组织尚未形成全球性空间系统,但形成许多区域性系统,区域化明显。

Spatial organization networks of world marine container transportation

Shipping companies are well aware of the growing importance in global container shipping network. Much attention is directed to the configuration and spatial system of container shipping service by studying schedule tables. In this paper, we chose 24 container shipping corporations, taking monthly container shipping schedule and 530 ports as studying objects, and constructed the spatial analyzing model and appraised the spatial regularity of marine container transport network in detail.This paper demonstrated that there are great diversities among the different regions and Northern Hemisphere. Especially, East Asia and Southeast Asia are the core regions of global shipping network. East Asia, Southeast Asia, Northwest Europe and east coastal region of North America become four port clusters of container shipping lines and schedules starting or calling, only several ports including Hong Kong, Singapore, Shenzhen, Shanghai and Kaohsiung located largely at East Asia and Southeast Asia have uppermost service ability. But global container shipping service system has not been yet developed and there are many regional container shipping networks, and three systems with hubs of Antwerp, Singapore and Hong Kong are most important. The spatial contiguity of marine container shipping networks is obvious and there are often two hub ports in a region. In some regions, there are two container shipping networks with north and south location on the same coast. But in several regions such as Mediterranean Sea, there is spatial configuration of multi-networks of container shipping service. Many literatures point out hub-and-spoke system has been developing in marine container transport. However this paper reveals that it doesn't yet develop a completed and pure hub-and-spoke system. But limited to observed ports and data, this paper could not reveal and describe accurately global container shipping networks, and the importance of some ports may not be reflected. Future study of container shipping network should pay more attention to shipping companies and complement data to modify the conclusion of this paper.