基于位序-规模法则的区域港口群发展演化规律

为合理利用港口资源、减少恶意竞争,提出基于位序-规模法则的港口群发展演化规律研究方法。以吞吐量为衡量港口规模的指标,以变异系数、基尼系数等指数研究区域港口群规模差异,以首位度指数判断区域港口群是否服从位序-规模分布,进而基于位序-规模理论研究区域港口群规模分布,定量分析区域港口群发展演化规律。实例分析以欧盟港口群为研究对象,结果表明:欧盟港口群规模差异较大,不均衡程度会逐年增大;欧盟港口群符合位序-规模法则,随着港口位序由高到低,吞吐量增长率会随之减小。     

基于灰色关联分析和综合评价法的港口与产业发展关系研究*

日本濑户内海地区港口和城市发展对日本经济发展作用巨大,是港城协调发展的典型,值得关注和研究。为探究该地区港口与产业发展间的关系,以港口吞吐量和集装箱吞吐量表示地区港口发展状况,以从业人数和产业总产值表示地区产业发展状况,首先基于灰色关联分析法对各县港口与产业发展间的关系进行比较分析,总结归纳发展对策,为辽宁沿海经济带的港口与产业发展提供借鉴。然后,建立兼顾均衡性与功能性的综合评价模型,确定影响濑户内海地区产业发展水平的主要港口指标为港口吞吐量。最后,将其与其它评价模型进行比较,结果表明构建的综合评价模型与现实更吻合,能够更准确地对整个濑户内海地区的港口与产业发展关系进行综合评价研究。     

乘势而为 加快推进长三角港口一体化

<正>经过"十五"的发展,长三角地区已经成为我国沿海经济发展最具活力的地区和吸引外资最多的地区。基于"十五"期间的经济发展基础和大量外资的沉淀,"十一五"期间长三角地区的区域经济将持续增长,长三角港口群仍处于十分有利的发展机遇期和快速增长期。同时,在科学发展观的指导下,港口开始步入发展模式转型期,正从单纯追求港口规模和吞吐量数量,向注重拓展港口服务功能、提高服务质量、注重环境保护和节能降耗转变;从注重单个港口自身发展,转向区域港口群协调发展。因此,加快长三角港口一体化已成为时代赋予我们的责任。     

我国沿海三大经济区域主要集装箱港口发展分析

1 沿海三大经济区域主要集装箱港口吞吐量发展现状经过多年建设,我国基本上建成了功能齐全、配套合理、内外开放的港口体系。沿海集装箱港口已基本形     

2011年沿海港口经济发展态势聚类分析

文章选取了2011年1～8月份全国沿海各主要港口的集装箱、货物吞吐量、外贸吞吐量作为数据指标,运用模糊数学中的聚类分析方法对全国沿海各主要港口经济发展状况进行分类扣分析,最终对港口经济的发展态势做出了分析,为相关决策提供参考。     

基于首位度和位序-规模法则的长三角港口群发展演化分析

为了深入剖析长三角港口群的等级规模分布及演化规律，以货物吞吐量和集装箱吞吐量为衡量港口规模的指标，运用港口首位度和位序-规模法则对长三角地区港口规模分布进行研究。结果表明：长三角地区港口间差距不断缩小，港口等级规模分布由首位分布向位序-规模分布演变；江苏省港口等级规模结构比较松散，高位序港口集聚效应不明显，浙江省港口吞吐量分布则过于集中；长三角港口群规模分布总体上呈分散化发展趋势，未来需要加快推动内河港等小型港口的发展，进一步优化港口体系结构；长三角港口群的货物运输已形成比较稳定且分散的系统，而新兴集装箱港口不断涌现，集装箱运输发展迅速，其等级体系仍在不断变化，长三角集装箱港口的规模分布集聚程度更高。     

我国沿海港口成品油码头发展初探

<正>一、我国沿海港口成品油码头现状1.我国沿海港口成品油码头分布格局目前,我国沿海已拥有从事成品油运输较大的港口39个,成品油泊位430多个,已形成了北部渤海湾以大连、营口、天津为主要港口,长三角地区以宁波、舟山、上海为主要港口,华南珠三角地区以广州、深圳、惠州为主要港口,东南沿海以厦门、泉州为主要港口,以及北部湾港口群的成品油海洋运输体系。2.我国沿海港口成品油码头生产现状据不完全统计,我国沿海成品油码头"十二五"期间将形成吞吐能力达4亿t。2012年沿海港口内贸成品油吞吐量总计为1.92亿t,外贸吞吐量总计     

港口群视阈下中国沿海港口竞争力评价及类型判识

梳理港口竞争力研究历程并从港口群发展角度遴选港口吞吐能力、规模现状、发展潜力、群内发展环境四方面构建指标体系,运用熵权TOPSIS法客观评价中国沿海主要港口群内各港口的竞争力水平,并尝试改进波士顿矩阵模型对各港口类型进行识别。研究发现:(1)上海港、宁波舟山港和广州港占据了前三位,并表现出极强的竞争力;(2)环渤海港口群内各港口竞争力表现一般,长三角港口群内各港口竞争力水平呈现出较强的两极分化,珠三角港口群港口竞争力位于三者之间的上游;(3)基于改进波士顿矩阵模型将港口划分为潜力型、明星型、金牛型和瘦狗型港口。未来港口群建设中,各港口应加强合作,化域内竞争为域内一体化发展,以实现毗连港口群组的全面发展。     

九月份全国主要港口运行综述

<正>九月份,在我国国民经济宏观调控的背景下,港口生产仍保持好的发展势态,货物吞吐量、外贸吞吐量、集装箱吞吐量等主要经济指标均实现了稳定增长。 一、港口货物吞吐量继续保持增长 三季度,全国主要港口累计完成货物吞吐量242972万吨,同比增长25.7％;其中沿海主要港口完成180810万吨,同比增长24.0％;内河主要港口完成62162万吨,同比增长30.8％。增幅仍保持在较高水平。 九月份,全国主要港口完成货物吞吐量29007万吨;其中沿海主要港口完成21362万吨,内河主要港口完成7645万吨。     

三月份全国主要港口运行综述

3月份港口生产经营继续保持好的发展势头,货物吞吐量、外贸吞吐量、集装箱吞吐量等主要经济指标仍然保持稳步增长。一、港口货物吞吐量继续保持增长一季度,全国规模以上港口累计完成货物吞吐量102637万吨,同比增长15.7%。其中沿海主要港口完成77956万吨,同比增长17%;内河主要港     

江苏沿海港口开发与物流业发展研究

江苏沿海港口物流业已经初步形成协调发展、层次分明、重心突出的格局,但与它们承担的任务相比还有很大差距,港口物流资源有待进一步整合开发。在借鉴国内外港口物流业发展实践经验的基础上,提出江苏沿海港口开发与物流业发展战略,以期提高江苏沿海港口物流业的整体效益,充分发挥江苏沿海港口物流在区域经济发展中的提速作用。     

The strategic role of ports in regional development: conceptualising the experience from Australia

Regional ports, as infrastructure in regions, influence transport and regional development policies and planning. The interaction and involvement of regional ports with their stakeholders in the region are pivotal. The conundrum on what constitutes a regional port and thus its region has further complicated this limited researched area. In the extant literature, port and region relationship mainly centres on major metropolitan ports, and pays little heed to regional ports. In this context, this study investigates on how the Australian regional ports can be better involved in regional development. The study adopts a qualitative methodology to explore the Australian regional port stakeholders’ perceptions on port’s role in regional development through 38 semi-structured telephone interviews. Thematic analysis of data assisted by a mixture of NVivo software and manual techniques proposes a conceptual model that may assist policy-making. The key findings suggest that symbiotic growths of ports and concerned regions accelerate regional development. To contribute to regional development, the Australian regional ports can be proactive in building collaboration with regional organisations. The findings have major implications for port managers and port policy-makers for developing a region-oriented long-term port planning and for creating environment for Australian regional ports for regional resource configuration.     

新时期广东省沿海港口发展环境分析与发展战略思路探讨

经过30多年的改革开放,广东省沿海港口已基本形成了布局合理、层次分明、与地区生产力布局高度相关的港口发展格局。当前,广东省港口正面临新的发展环境,需要对未来港口发展方向和思路进行重新梳理。针对广东沿海港口发展现状与发展环境,以国家区域发展战略实施为导向,对广东省沿海港口的长远发展进行战略思考,为相关行业部门制定战略规划提供参考。     

Port co-opetition in concept and practice

The port industry has undergone a rationalization process over the last decade. An increasing proportion of port management and operations is being taken over by global port operating groups. Many port operators who previously ran only their local business now extend their business scope to the regional or global scale; today's port operators can be regarded as multinational corporations. In the era of global economy, a port no longer enjoys a natural monopoly, as was the case in the past. To cope with this changing business environment, a certain form of competition and co-operation among ports is necessary so as to provide services that fit into shipping lines' strategies. It is suggested that ports have to concentrate on new ways for co-operation in an effort to establish a countervailing power. This paper proposes a new strategic option known as co-opetition, the combination of competition and co-operation, for the port industry, and explains a case of co-opetition between the container ports in Hong Kong and South China. The results of this research will provide a useful insight into the port industry, which is currently required to carry out its business in an ever-changing business environment.     

Port co-opetition in concept and practice

The port industry has undergone a rationalization process over the last decade. An increasing proportion of port management and operations is being taken over by global port operating groups. Many port operators who previously ran only their local business now extend their business scope to the regional or global scale; today's port operators can be regarded as multinational corporations. In the era of global economy, a port no longer enjoys a natural monopoly, as was the case in the past. To cope with this changing business environment, a certain form of competition and co-operation among ports is necessary so as to provide services that fit into shipping lines' strategies. It is suggested that ports have to concentrate on new ways for co-operation in an effort to establish a countervailing power. This paper proposes a new strategic option known as co-opetition , the combination of competition and co-operation, for the port industry, and explains a case of co-opetition between the container ports in Hong Kong and South China. The results of this research will provide a useful insight into the port industry, which is currently required to carry out its business in an ever-changing business environment.     

Port administration and coastal zone management in Vancouver,British Columbia: A comparison with Seattle,Washington

Large North American ports are encountering serious management challenges. Surrounding communities, environmental interest groups, and government policy are focusing on protection and enhancement of public coastal amenities. In Vancouver, the federal port management system historically enabled national trade interests to override local and regional objectives at the discretion of port decison makers. In contrast, the Port of Seattle is administered at the local level, and legislation and policy require that local publics are involved in decision‐making. Recently, VPC established itself as the vanguard among Canada's major ports in the advancement of progressive management. Nevertheless, the adoption of new policies would ensure that Vancouver, and Canada's other ports, continue to be responsible leaders in Canadian coastal management. These policies include: federal, municipal, and provincial government representation on the local board of directors; strengthening community involvement; creation of a standing planning advisory committee; subjecting Canadian ports to the federal environmental assessment law; and adoption of explicit land and water use regulations.     

A conceptual framework for cooperation in hinterland development between neighbouring seaport authorities

The hinterland of a port is probably the most important aspect in the competition between gateway ports. This paper, starting with a literature overview, shows how the port authority can extend its hinterland with the aim of increasing its attractiveness and, eventually, its throughput. To achieve this, it can be advantageous to cooperate with adjacent port authorities. Together, through cooperation, economies of scale can be realised that facilitate a modal shift away from road to a more efficient and more sustainable transport. This would reduce the cost of transport to/from the hinterland region from/to these ports consequently increasing the attractiveness and the market share of the cooperating ports for this region. The paper describes a conceptual method to identify and quantify the opportunities for cooperation in the hinterland. The framework starts, after some basic transport economic concepts, from (theoretically available) hinterland data to locate regions that are at the edge of the contested hinterland of a port region and results in a methodology that can be used to generate a quantified list of regions where cooperation will make a difference. Using this methodology, port authorities (PAs), of any region where hinterland data are available, can list, together with their neighbours, the regions where to prioritise their efforts.     

沿海集装箱港区港内锚地面积确定方法

设置港内锚地,是沿海集装箱港区缓解航道拥堵,提高港口服务水平的有效途径之一。为完善港内锚地面积确定方法的理论研究,基于计算机仿真技术,建立设置港内锚地的沿海集装箱港区船舶航行作业系统仿真模型,研究计算期内可能同时占用港内锚地的船舶数量及船型组合;计算不同锚泊方式下所需的港内锚地最大面积。仿真结果与分析结论为沿海集装箱港区港内锚地的规划建设及改造扩建提供参考。     

江苏沿海港口吞吐量影响因素及预测分析

目前江苏沿海地区综合开发已上升到国家发展战略层面,沿海港口建设正在迅猛开展。港口吞吐量的预测对于港口的建设有着极其重要的意义。以港口和腹地之间的互动关系为出发点,分析了可能影响江苏沿海港口吞吐量的若干因素,采用主成分分析法提取了过去10年影响港口吞吐量的最关键因素,剖析了江苏港口发展的内在影响机理,并提出了基于影响机理的预测模型。最后使用模型对江苏港口吞吐量进行验证分析,模型为江苏沿海港口新一轮发展提供了有力的数据支撑。