基于POI的北京物流业区位特征与分异机制

doi:10.11821/dlxb201706011

地理学报 ›› 2017, Vol. 72 ›› Issue (6): 1091-1103.doi: 10.11821/dlxb201706011

基于POI的北京物流业区位特征与分异机制

李国旗¹(), 金凤君²(), 陈娱³, 焦敬娟⁴, 刘思婧¹

1. 西南交通大学交通运输与物流学院综合交通运输智能化国家地方联合工程实验室,成都 610031
2. 中国科学院地理科学与资源研究所,北京 100101
3. 南京师范大学地理科学学院,南京 210031
4. 北京交通大学经济管理学院,北京 100044

收稿日期:2016-08-08 修回日期:2017-02-19 出版日期:2017-06-25 发布日期:2017-06-25
作者简介:
作者简介：李国旗(1984-), 男, 江西南昌人, 讲师, 硕士生导师, 中国地理学会会员(S110010483M), 主要从事物流地理与空间分析研究。E-mail: guoqi@swjtu.edu.cn
基金资助:
国家自然科学基金项目(41501123, 71603219)

Location characteristics and differentiation mechanism of logistics industry based on points of interest:A case study of Beijing

Guoqi LI¹(), Fengjun JIN²(), Yu CHEN³, Jingjuan JIAO⁴, Sijing LIU¹

1. School of Transportation & Logistics, Southwest Jiaotong University, National United Engineering Laboratory of Integrated and Intelligent Transportation, Chengdu 610031, China
2. Institute of Geographic Sciences and Natural Resources Research, Beijing 100101, China
3. School of GeographicScience, Nanjing Normal University, Nanjing 210031, China
4. School of Economics and Management, Beijing Jiaotong University, Beijing 100044, China

Received:2016-08-08 Revised:2017-02-19 Published:2017-06-25 Online:2017-06-25
Supported by:
National Natural Science Foundation of China, No.41501123, No.71603219

摘要/Abstract

摘要：

物流节点和物流企业作为物流空间的核心载体和组织主体,其区位特征和分异机制识别对优化城市物流空间布局、合理配置物流资源有重要意义。2014年12月基于腾讯在线地图平台,采集了北京市4396个物流POI。采用产业集中度评价、核密度分析等方法,刻画了北京物流空间格局,阐明了类型差异、供需侧因素与区位选择行为的微观作用机理,揭示了交通、地租、资产对空间分异形成的内在机制。研究表明：① 物流企业和物流节点呈现协同集聚和空间分离相结合的区位特征;物流活动总体呈现“中心边缘、近郊和远郊交错”的空间格局,与物流就业空间耦合度低。② 由物流园区和物流中心构成的公共物流空间是政府引导的结果,由服务于特定行业和终端用户的配送中心构成的末端物流空间多为企业主导,两者区位分异显著。③ 在物流区位形成过程中,政府通过规划交通线路和货运场站改变交通区位条件,配置物流仓储用地影响不同区域物流地租和可得性,进而调控企业行为并形成物流空间的类型与职能分异;企业则通过资产配置的差异化来满足不同服务对象的多样化需求,促进专业化分工并形成物流空间的对象分异。

关键词: 区位, 空间分异, 物流节点, 物流企业, 资产专用性, 北京

Abstract:

The logistics nodes and logistics enterprises are the core carriers and organizational subjects of the logistics space, and their location characteristics and spatial differentiation have significant impacts on the urban logistics space distribution and logistics resources allocation. Based on Tencent Online Maps Platform from December 2014, 4396 logistics points of interest (POI) were collected in Beijing, China. Adopting the methods of industrial concentration evaluation and kernel density analysis, the spatial distribution pattern of logistics in Beijing are explored, the interaction mechanism among the type difference, supplydemand factors and location choice behavior are clarified, and the internal mechanism of spatial differentiation under the combined influence of transportation, land rent and assets are revealed. The following conclusions are drawn in the paper. (1) Logistics enterprises and logistics nodes exhibit the characteristic of both co-agglomeration and spatial separation in location, and logistics activities display the spatial pattern of "marginal area of downtown area, suburbs and exurban area", which have a low coupling degree with logistics employment space. (2) The public logistics space, namely, logistics parks and logistics centers, is produced under the guidance of the government, and the terminal logistics space consisting of logistics distribution centers serving for the specific industries and terminal users is dominated by enterprises. They have obvious differentiation in location. (3) In the formation of the logistics spatial location, the government can change the traffic condition by re-planning the transport routes and freight station locations, and control the land rent and availability of different areas by increasing or decreasing the land use of logistics, to impact the enterprise behavior and form different types of logistics space and function differentiation. In comparison, logistics enterprises meet the diverse demands of service objects through differentiation of asset allocation to promote the specialization of division and form the object differentiation of logistics space.

Key words: location, spatial differentiation, logistics node, logistics enterprise, asset specificity, Beijing

李国旗, 金凤君, 陈娱, 焦敬娟, 刘思婧. 基于POI的北京物流业区位特征与分异机制[J]. 地理学报, 2017, 72(6): 1091-1103.

Guoqi LI, Fengjun JIN, Yu CHEN, Jingjuan JIAO, Sijing LIU. Location characteristics and differentiation mechanism of logistics industry based on points of interest:A case study of Beijing[J]. Acta Geographica Sinica, 2017, 72(6): 1091-1103.

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大类	亚类	小类(编码)
物流节点 (Logistics nodes, LN)	物流园区\基地	政府规划(010)、企业自建(011)
	物流中心	政府规划(020)、企业自建(021)
	配送\分拨中心	未分小类(040)
	货运场站	铁路(031)、公路(032)、水运(033)、航空(034)
物流企业 (Logistics Enterprises, LE)	快递邮政类	快递企业及网点(110)、邮政企业及经营网点(111)
	仓储运输类	运输与配送类(120)、仓储类(130)
	货运代理类	未分小类(140)
	综合物流类	未分小类(150)
	其他类	未分小类(160)
物流相关设施 (Logistics related facilities, LF)	保税类	海关特殊监管区域或场所(050)
	交通运输类	机场(060)、口岸(070)
	工业园区类	未分小类(080)
	综合市场类	未分小类(090)

	LN+LE	LN	LE	LQ	HCLQ		LN+LE	LN	LE	LQ	HCLQ
东城区	0.0478	0.0090	0.0524	1.6977	160.0302	通州区	0.0616	0.0806	0.0615	1.0628	425.0280
西城区	0.0469	0.0119	0.0476	1.7485	-216.4864	顺义区	0.0849	0.1552	0.0787	1.2615	1329.5240
朝阳区	0.2262	0.1791	0.2464	1.4559	8728.7908	昌平区	0.0506	0.0269	0.0519	1.8259	7097.4581
丰台区	0.1203	0.1701	0.1161	1.3685	14994.0000	大兴区	0.1294	0.2000	0.1065	0.8515	-1139.0069
石景山区	0.0166	0.0090	0.0172	1.5007	1507.4304	怀柔区	0.0198	0.0119	0.0205	0.8920	-218.2477
海淀区	0.1292	0.0687	0.1353	1.7661	12279.4097	平谷区	0.0142	0.0179	0.0139	1.0426	101.6286
门头沟区	0.0063	0.0179	0.0056	1.4671	564.8173	密云县	0.0145	0.0090	0.0149	0.9069	-241.8358
房山区	0.0229	0.0239	0.0228	1.2129	929.0580	延庆县	0.0089	0.0090	0.0089	0.9981	-3.2521

基于POI的北京物流业区位特征与分异机制

Location characteristics and differentiation mechanism of logistics industry based on points of interest:A case study of Beijing

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