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以长江三角洲为案例区,以1996~2013年为研究期限,选取1996、2002、2007、2013年4个重点年份,分别从班轮航线、班轮密度、空间联系3个方面分析长江三角洲集装箱班轮网络的空间格局与演化,共涉及74家船公司、10 726条集装箱班轮航线。研究表明:18 a来长江三角洲集装箱班轮网络空间结构趋于集中,与箱流的空间结构变化呈现相反趋势;上海港集装箱班轮航线数量、班轮密度领先于其它港口,国际枢纽港地位不断强化,宁波港虽在班轮航线、班轮密度增速方面超越上海港,但班轮网络组织能力明显落后于上海港;长江沿线基本形成以上海港为枢纽港,太仓、南京、张家港和南通港为干线港、其它港口为支线港的集装箱班轮运输网络;上海港和宁波港的关系已由原来主要依托沿海班轮支线联系的喂给关系演化为依托国际班轮航线联系的竞合关系。
Taking the Yangtze River Delta as a case area and 1996-2013 as the study period, four key years of 1996, 2002, 2007 and 2013 were selected to analyze the container liner network in the Yangtze River Delta from the aspects of liner route, liner density and spatial connection Spatial pattern and evolution, involving a total of 74 shipping companies, 10 726 container liner routes. The results show that the spatial structure of the container liner network in the Yangtze River Delta tends to concentrate over the past 18 years, showing an opposite trend from the changes in the spatial structure of the container flow. The number of container liner routes and the liner density of Shanghai Port are ahead of other ports, and the status of the international hub port is constantly strengthened. Although Hong Kong has surpassed Shanghai Port in terms of liner routes and liner density growth, its liner network organizational capability lags behind that of Shanghai Port. The above ports are basically formed along the Yangtze River as hub ports. Taicang, Nanjing, Zhangjiagang and Nantong Ports are trunk ports and other ports The container liner transportation network of the feeder ports; the relationship between Shanghai Port and Ningbo Port has evolved from the original feeding relationship mainly based on the connection of the liner shipping lines in the coastal area to the competing relationship relying on the links of international liner routes.