摘要
运用港口首位度和修正的赫希曼—赫芬达尔指数,从箱流的角度对1998-2010年中国集装箱港口体系的空间结构转型进行了定量测度。结果表明:①集装箱港口体系的重心由珠三角地区向长三角地区缓慢转移;②集装箱港口体系总体进入"边缘挑战阶段",箱流的分散化成为中国集装箱港口体系空间变化的主流倾向,但7大港区首位港的极辐作用存在显著差异;③中国集装箱港口体系空间结构呈现低级均衡、单门户、多门户并存的多样化特征,其中,长三角、珠三角地区形成集装箱多门户港口区域的空间结构已成事实。政府宏观调控与政策引导,枢纽港资源瓶颈约束,边缘港口的设施、服务趋同,港航企业网络扩展和腹地交通网络拓展与完善等因素是多门户空间结构形成的主要动力。
By using Port Primacy Ratio and modified Hirshmann-Herfindahl Index, transformation of the spatial structure of China＇ s container port systems in recent 13 years has been quantitatively analyzed from the perspective of cargo flows. The results indicate that： （1） the center of gravity of China＇ s container port system slowly diverts from the Pearl River Delta region to the Yangtze River Delta region. （2） the spatial structure of the container port systems as a whole enters into the ＂challenge of the periphery＂ phase; decentralization of container flows becomes the mainstream tendency of the change of the spatial structure of the container port systems. However, the accumulative effects and diffusive effects of the seven major port regions have significant differences. （3） The spatial structures of the container port systems show different characteristics in seven port regions, such as low-level equilibrium, single-gateway, multi-gateway and so on. The spatial structure of multi-gateway port regions has been formed in the Yangtze River Delta and the Pearl River Delta regions. Macro-control and policy guidance from the government, resource bottleneck at hub ports, facilities and service convergence at peripheral ports, the network expansion of the terminal operators and shipping liners, and expansion and improvement of hinterland transportation networks are the main driving forces of the formation of multi-port spatial structures.
出处
《地理科学进展》
CSCD
北大核心
2013年第2期214-222,共9页
Progress in Geography
基金
国家自然科学基金项目(41271136
41101109)
中国物流协会研究课题项目(2011CSLKT064)
