全球航运服务业的空间分布差异研究

doi:10.11821/dlxb202304009

Abstract

Abstract:

The shipping service industry is a major driving force in the economic growth and reorganization of port cities' spatial structure, as well as a core element in raising hub port cities' competitiveness. Recently, the global distribution and network connections of the shipping service industry have attracted significant attention, but few studies have analyzed the distribution differences and influencing factors of different shipping service industries. In this study, we divided the shipping service industry into upstream shipping auxiliary industries (ship owners, ship management, ship repair and construction) and downstream shipping derivative service industries (shipping finance, shipping insurance, maritime law). And based on Lloyd's Maritime Directory in 2019, we built a database about the world's shipping service industry. The spatial connection network of the global shipping service industry was then examined at the global, regional and city levels, using the correlation network model and the negative binomial regression model, which revealed the differences in distribution between the upstream and downstream shipping services. The affecting elements on upstream and downstream shipping services are explored in the last section. The results are as follows: (1) Europe and Asia are the primary distribution region of the upstream and downstream shipping service industries, a pyramid structure is shown under the variation in countries' distribution. The spatial distribution of the upstream industry is wider in range, closer in connections and stronger in agglomeration, compared to the downstream industry. (2) The global shipping service network presents a dual-center structure. Europe centers on London and builds a trans-continental radiation network of downstream shipping derivative services connecting to neighboring capital cities. Asia forms an upstream service network that connects Hong Kong, Shanghai and other cities with Singapore as the center. (3) The upstream shipping auxiliary industry is mainly distributed in non-capital seaport cities, while the downstream shipping derivative service industry is chiefly distributed in the capitals and other administrative centers. (4) The e-commerce index and the logistics performance index are positively related to the upstream and downstream industries. Otherwise, the upstream shipping auxiliary industry is also affected by the degree of economic freedom, the number of tourist arrivals, and the liner transport index, while the downstream shipping derivative service industry is mainly influenced by international trade and political culture. This study provides a theoretical reference for China to construct an international shipping center, reaches the linkage development between upstream and downstream shipping services, and improves the overall strength of China's shipping industry.

Key words: upstream and downstream shipping service industry, spatial pattern, influencing factors, chain network

WANG Liehui, CHEN Ping, ZHANG Nanyi. Spatial pattern and influencing factors of shipping service industry[J].Acta Geographica Sinica, 2023, 78(4): 913-929.

Figures/Tables 14

Tab. 1

Tab. 2

Influencing factors of global shipping service industries

类别	具体指标	指标解释
地方经济	国内生产总值(美元)	一个国家或地区的经济中年生产出的全部最终产品和劳务的价值
	人均国内生产总值(美元)	国内生产总值与人口总数的比值
	经济自由度指数	反映政府对经济的干涉水平，分值越高，干涉程度越小
	国际贸易额(美元)	一个国家或地区商品和服务的进出口总额
服务水平	B2C电子商务指数数据	一个国家或地区与在线购物相关服务的水平
	服务贸易额(美元)	一个国家或地区服务进口和出口的总额
	国际旅游入境人数(人)	常居住地不在该国或地区，居住时间不超过12个月，且不以从事获取报酬的活动为旅行目的的游客数量
	服务业就业人员占比(%)	服务业就业人员占就业人口总数的百分比
	航空客运量(人)	在所在国或地区注册的航空承运人的国内和国际航班乘客数
物流绩效	班轮运输联通指数	一个国家或地区在全球班轮运输网络中的连通程度
	出口清关效率(d)	货物通过海关清关直接出口的平均时间
	物流绩效指数	一个国家或地区物流水平的总体表现，分数越高表现越好
	货柜码头吞吐量(TEU)	通过陆运到海运或者海运到陆路方式运输的集装箱流量
政治环境	发言权和问责制	国家公民在多大程度上能够参与选择他们的政府，以及言论自由、结社自由和媒体自由
	政府效能	对公共服务质量、公职人员队伍素质、公职队伍独立于政治压力的程度、政策制订和执行的质量，以及政府对这些政策的承诺的可信度
	监管质量	政府为允许和提升私人部门发展而形成和执行良好政策监管的能力
	法律原则	社会成员对社会规则的信心和遵守规则程度
	控制腐败	公民把公共权力用于谋取私利的程度
劳动力	人口总数(人)	一个国家或地区所有公民的总人口数
	人口增长(%)	一个国家或地区当年的人口数量与前一年的人口数量的比值
	中等教育年限(a)	一个国家或地区中学受教育的年限
	Top100高校数量(所)	一个国家或地区所拥有的Top100名校的数量

Tab. 2

Tab. 3

The assignment correspondence of the cities where the headquarters of shipping enterprises and the branches are located

企业机构总数量(个)	总部所在城市赋值	分支所在城市赋值
> 15	5	3
8~14	4	2
2~7	3	1
$≤$ 1	0	0

Tab. 3

Tab. 4

Fig. 1

Fig. 2

Fig. 3

Fig. 4

Fig. 5

Tab. 5

Fig. 6

Fig. 7

Fig. 8

Tab. 6

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	船东	船舶管理	船舶修造	海事金融	海事保险	海事法律	合计
企业分布城市(个)	1253	436	365	81	248	255	1706
企业联系城市(个)	57371	1176	1014	449	840	1992	62842

变量	平均值	标准差	最小值	最大值
人均GDP(美元)	15695	23352	126.9	181403
经济自由度	60.38	11.54	5.9	89.4
国际贸易额(美元)	2.81×10¹¹	7.09×10¹¹	1.89×10⁸	5.25×10¹²
电子商务指数	56.97	25.39	5.4	96.4
国际旅游入境人数(人)	1.24×10⁷	2.95×10⁷	6100	2.12×10⁸
服务业就业人员占比(%)	57.58	17.01	17.31	88.51
出口清关效率(d)	7.638	5.191	1.1	39.3
物流绩效指数	2.871	0.559	1.71	4.2
班轮运输联通指数	28.19	26.51	0.658	151.9
货柜码头吞吐量(TEU)	4.37×10⁶	1.95×10⁷	2366	2.42×10⁸
发言权和问责制	0.058	0.948	-2.193	1.687
控制腐败	-0.000716	0.967	-1.723	2.17
人口总数(人)	4.20×10⁷	1.54×10⁸	11646	1.40×10⁹
人口增长率(%)	1.251	1.12	-1.805	4.469
Top100高校数量(所)	0.581	3.347	0	40

上游航运辅助业		下游航运衍生服务业
首都	非首都海港城市	首都	非首都海港城市	非首都内陆城市
新加坡	伊斯坦布尔	伦敦	纽约	法兰克福
伦敦	巴塞罗那	新加坡	香港	米兰
东京	孟买	巴黎	比雷埃夫斯	约翰内斯堡
首尔	迪拜	阿姆斯特丹	鹿特丹
马德里	香港	奥斯陆	悉尼
曼谷	瓦伦西亚	东京	迪拜
开普敦	上海	雅典	上海
	哥德堡	布鲁塞尔	汉堡
	比雷埃夫斯	马德里	墨尔本
	台北	阿布扎比	布里斯班
	休斯敦	北京	奥克兰
	毕尔巴鄂	曼谷	多伦多
	汉堡	莫斯科	巴塞罗那
	伊兹密尔	华盛顿
	萨福克
	吉达
	釜山
	胡志明市
	德班
	比戈
	加的斯
	金奈
	艾塞克斯

	上游航运辅助业		下游航运衍生服务业
影响因素指标	系数	p > z	系数	p > z
人均GDP	-0.361	0.118	0.017	0.874
经济自由度	0.370	0.047^**	-0.358	0.509
国际贸易额	0.031	0.840	0.261	0.022^**
电子商务指数	0.673	0.002^**	0.642	0.041^**
国际旅游入境人数	0.174	0.075^*	-0.084	0.623
服务业就业人员占比	0.105	0.430	-0.303	0.192
出口清关效率	0.063	0.355	0.245	0.085*
物流绩效指数	0.511	0.006^**	0.527	0.026^**
班轮运输联通指数	0.536	0^***	-0.041	0.840
货柜码头吞吐量	-0.441	0.224	0.422	0.457
发言权和问责制	0.066	0.023^*	-0.355	0.234
控制腐败	0.046	0.840	0.347	0.013^**
人口总数	0.413	0.346	-0.097	0.300
人口增长率	-0.175	0.227	0.081	0.594
Top100高校数量	-0.044	0.605	0.255	0.075^*

Spatial pattern and influencing factors of shipping service industry

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