The "Geng Lu Bu" of South China Sea is a national non-material cultural heritage, which carries Hainan fishermen's deep "Family-country" feelings and collective memory about the activities of “Cultivating the Sea” for thousands of years. With the rapid development of navigation technologies and positioning systems in a modern society, "Geng Lu Bu" is gradually fading out of the stage of history. Hainan fishermen’s collective memory of "Geng Lu Bu" has been suffering from amnesia, so it is of great significance to discuss how to activate "Geng Lu Bu" as a cultural heritage, and is of great urgency to explore how to not only protect but also inherit the collective memory effectively. Data and information are obtained from field surveys in Wenchang and Qionghai of Hainan and interviews from 20 local old fishermen. By adopting software NVivo8 to analyze the interview data and some relevant literatures, this paper discussed the dynamic change and reconstruction mechanism of collective memory. Results show that: (1) The intergenerational change of memory subject and the functional evolution of memory objective information has weakened the survival environment of "Geng Lu Bu". The fishermen's vague perception of fishing time and season obstructs the intergenerational inheritance of the memory about "Geng Lu Bu". (2) Multiple memory subjects' persue attaches new value and meaning to "Geng Lu Bu", and this, from another perspective, can reflect the reconstruction of collective memory of "Geng Lu Bu". Besides, the tradition of family inheritance and the systematization of scared space have activated the vital force of this memory. Conducted by the media, information's reorganization and identity assimilation has become an important way to reconstruct the memory. (3) Fishermen's local identity and emotional connection to the South China Sea, is the core of the memory's reconstruction. The localization of geographical space has formed a mutual communication between collective memory and individual memory. The exogenous character of collective memory has been sublimated into the "family-country isomorphism". (4) As the birthplace of "Cultivating the Sea" culture, the South China Sea's spatial pattern change has depended on the memory about "Geng Lu Bu" and interacted with each other. In the future, the linkage of the memory about "Geng Lu Bu" and the memory subject would be significantly affected by the fishermen's spatial practice and identity. The paper finally puts forward some suggestions on the protection and activation of cultural heritage.

The fundamental goals of building the "21st Century Maritime Silk Road" are to construct a maritime transport channel and international maritime network and to enhance international relations and the interconnectedness of infrastructure. Using international shipping data from China's container ports for 1995, 2005 and 2015, this paper applies methodologies such as the graph theory model, the complex network method, and the Herfindahl-Hirschmann Index. First, this paper analyses the spatial pattern of the international maritime network between China and other countries located along the "21st Century Maritime Silk Road". Second, this paper identifies international maritime hub ports and discusses the status of domestic ports. The main conclusions are as follows. (1) The range of the maritime network between China and other countries on the "21st Century Maritime Silk Road" expanded between 1995 and 2015. However, some ports, such as Singapore, Klang, Colombo, and Suez, built closer relations with Chinese ports, and ports in East Africa established few shipping routes connected to Chinese ports. These developments were affected by the condition of the ports' locations and by international trade. (2) It is clear that the hierarchy of China's ports proceeds from two hubs (Hong Kong and Shanghai) to four hubs (Shanghai, Ningbo, Shenzhen, and Hong Kong). Ningbo port developed very quickly, while the status of Hong Kong port underwent a relative decline. The four hubs can be divided into two models of adjacent ports. The high degree of overlap of shipping routes resulted in fierce competition between the ports of Ningbo and Shanghai. The ports of Shenzhen and Hong Kong have different radiation scopes, and consequently, their development has been dislocated. (3) There are four port clusters in China connecting to ports on the "21st Century Maritime Silk Road". The ports in the southwest port cluster disappeared in the later period of this study, and the status of the Pearl River Delta port cluster underwent a relative decline, while the status of the port cluster in the Yangtze River Delta improved. The Bohai port cluster gradually established direct connections with the countries on the "21st Century Maritime Silk Road". (4) Overall, the maritime network has experienced three stages of growth: the development stage, the hierarchical stage and the networking stage. Globalization, changes in transportation technology, and the evolution of geopolitics and the economy are the most important mechanisms driving the maritime network.

The Beijing-Tianjin-Hebei (BTH) region has been playing a national leading role in land transportation development since the establishment of modern transportation system till the coming era of high-speed transportation network. Aiming at exploring the long-term evolutionary characteristics of land transportation in the BTH region, this paper firstly sorts out its development history from a temporal scale of one century. Taking the 13 prefecture-level cities within the BTH region as research anchor cities, this paper then probes into its accessibility evolution through building a time-distance model, which takes a leaping mode of transportation into account. The results are obtained as follows. (1) The century-long history of land transportation in the BTH region could be divided into five consecutive stages, namely, starting stage of modern transportation (1881-1937), stagnancy stage of transportation development (1937-1949), expansion stage of road network (1949-1980), construction stage of trunk roads (1980-1995), and growth stage of high-speed transportation network (1995 till now). The Beijing-centered structure has been formed since the very beginning. (2) The accessibility spatial pattern of land transportation in the BTH region has evolved from expansion along traffic corridors to formation of concentric circles. The circle structure of 13 anchor cities has gradually developed into a continuous joint space. (3) There are distinct hierarchical differences in transportation circle structure among 13 anchor cities. Beijing has always been at the top of hierarchy while the status of Zhangjiakou has declined sharply since the founding of the People's Republic of China. The Beijing-Tianjin region was firstly formed as a short-time commuting traffic circle. However, the transportation advantage of the central part of Hebei province, which lies at the center of the BTH region, has not been fully realized.

The structural robustness of maritime transportation network describes the anti-jamming ability of maritime transportation system, which is closely related to the transportation efficiency. Current researches on the robustness of maritime transportation networks mainly focus on the container transportation network, but ignore the type difference of cargo ships or even ports. This paper builds a more complete global maritime transportation network with the AIS data of the global cargo ships in 2015. Then, for the three transportation modes, namely oil tanker, container and bulk carrier, it proves that the three networks are complex networks with topological structures following the power law distribution, and three attack strategies including a random attack and two intentional attacks are conducted to evaluate the survivability of the corresponding transportation networks in different situations. The results show that: (1) in sharp comparison to the transportation network based on OD information of container liners, the networks constructed with the AIS data of the cargo ships fully reflect the global cargo transportation pattern and process; (2) The robustness of different maritime transportation networks differs greatly, with the container transportation network being the weakest and the bulk carrier transportation network the strongest. (3) Small intentional attacks may exert greater impact on the integrity of the container transportation network, but have less impact on bulk carrier transportation network and oil tanker transportation network. It is argued that these conclusions can help to improve decision support capabilities on maritime transportation planning and emergency response, which facilitates the establishment of a more reliable maritime transportation system.

Based on the theory of industry evolution and scale coupling, this article constructs a multi-scale unified theoretic analysis framework of spatial organizational mechanism of port & shipping service industry. On the global scale, an induction and deduction analysis has shown that under the influence of economic globalization, technological reform, industrial organization reform, regional strategic responses, and other multi-level factors and mechanisms, a hierarchical assignment structure has been formed in port & shipping service industry, with a minority of hub port cities becoming pivotal nodes of port & shipping service agglomeration and development, of which the structural gravity has been shifted from transportation & warehousing to agent & technical services, and subsequently to advanced port & shipping service enterprises. On the urban scale, owing to the differences of the intrinsic attributes of port & shipping service industry and the location endowment, the spatial layout of port and shipping service enterprises has displayed a distribution pattern, which automatically assigns advanced class, agent & technical class and transportation & warehousing class respectively from the center to the periphery of a city. The framework analyzed above has been used in addition with the positional data of port and shipping service enterprises in the city of Shanghai from 1996 to 2014 to corroborate an empirical study on the processes, structures, and patterns of the city's spatial organization of port and shipping service industry. The statistical analysis suggests that the proportions of transportation & warehousing class, agent & technical class, and advanced class of port & shipping service enterprises have been converted from 77.81%, 20.15%, and 2.04% to 47.78%, 46.20%, and 6.03%, respectively, from 1996 to 2014, with a manifest trend of industrial upgrading to the higher end of the value chain. The methodological approach of this article includes a circle distance analysis, a hotspot analysis and a kernel density estimation, which collectively evince that: (1) the tendency of suburbanization of transportation & warehousing enterprises has been strengthened; (2) the agglomeration trend of the agent & technical enterprises remains strong, along with a noticeable diffusion pattern with intermittent character; (3) the advanced enterprises are highly polarized to the center, with warm spots developing steadily in the peripheral areas. As the final stage of the analysis, this article enunciated the macro and micro mechanisms that have affected the structural and distributional patterns indicated above.

Containerization, which is an important technical innovation in global freight system, has a profound and lasting impact on global trade, regional development, and freight spatial organization. At present, container transportation has become an important carrier of global production factors and commodity flows. Thus, research on the organization network of container transportation has attracted considerable attention from researchers. Literature relevant to this area also continues to grow. In this study, we selected 112 typical container shipping lines and freight forwarders, which are the main organizers of the inter-regional flows of container cargo around the world in the context of market economy. A total of 119 cities, where these shipping lines and freight forwarders are located, are taken as study objects. The hierarchical structure, spatial pattern, network connection, and complexity features of China's container transportation organization network are analyzed based on the theory and research method concerning urban network and complex network. Our study revealed that: (1) Gaps exist in the organizational ability of container transportation in each node-city in China's organization network for container transportation. This network can be divided into four types, namely, national hub city, regional hub city, sub-regional hub city, and local hub city. This network is characterised by a typical pyramidal hierarchical structure. (2) The spatial distribution of the organizational ability of container transportation in China is significantly imbalanced. Significant zonal differences and agglomeration can be observed in the Bohai Rim, the Yangtze River Delta, the south-eastern coastal areas, and the Pearl River Delta. In terms of spatial distribution, the "6+7" spatial structure system, which is composed of six core areas and seven agglomeration areas of the organizational ability, presents the current structure of organization network of container transportation. (3) The linkages between the national hub cities and the regional hub cities are close and extensive, which constitutes the basic framework of linkages network and the main direction of linkages among node-cities. The density of the network linkages in the eastern region is significantly higher than that of the central and western regions. By contrast, network linkages generally tend to expand from the eastern coast area to the central and western regions and from the national hub cities to the local hub cities. (4) The results of complex network analysis show that China's container transportation organization network has strong spatial concentration, connectivity, and spatial organization efficiency. Furthermore, we found that a significant correlation exists between the complexity of the network structure and the container transportation organizational ability of a node city.

As traffic flow reflects the socio-economic relations between cities, it is widely applied as a key factor in studies on city networks. Based on the inter-city railway and air passenger flow in 2010, this article made a comparison of the spatial structure and passenger flow organization of inter-city networks from the perspective of railway and air passenger flow, in terms of node, linkage, and community. The results are as follows: (1) Both city networks based on railway and air passenger flow present a hierarchical structure with Beijing, Shanghai and Guangzhou being the top three, while the nodes in the lower classes of two networks are different. (2) The spatial structure of linkages between cities based on railway passenger flow displays strong neighborhood effect. In contrast, the cities' own characteristics play a dominant role in the organization of air passenger flow. (3) Most of the dominant railway passenger flow is directed to the capital city in each province, forming several disperse regional systems separated by the provincial boundaries. In terms of air passenger flow, the regional systems are integrated by vertical linkages between them. (4) Although the community structure is not obvious from the perspective of air passenger flow, there are seven communities of significant geographical characteristics being detected in the railway network. The main differences between two networks are attributed to the management systems and technical characteristics of the modes of transportation.

On the basis of collecting and sorting related statistical yearbook data and actual survey data of 26 years during 1990-2015, 26 indicators are selected. Guided by the economic geography and communication geography and with the axis of the regional population, economic deveoplment and urbanization trend, the prediction is made for passengers, goods and traffic flow of the Bohai Strait Cross-sea Channel (hereafter referred to as "BSCC") for the future. The prediction covers province, nation and world (international trade) involved and gives high, middle and low solution respectively. Seven characteristic years are set due to a long predicting time (2017-2050). With the technology platform of EXCEL 2013, SPSS 22.0, ArcGIS 10.2, MATLABR2011b, etc., the prediction is made by organic combination of multiple methods, such as the time series curve estimation method, building passenger, goods and traffic flow exponential model, building GRNN model, traffic accessibility research method, etc., based on which the following analysis is made: (1) passengers, goods and traffic flow of the BSCC during 2020-2050 and its development trend; (2) passengers, goods and traffic flow structure of the BSCC during 2020-2050 and its development trend; (3) transportation capacity of both passengers and goods of the BSCC during 2020-2050; (4) feasibility and infeasibility of the BSCC construction; (5) future economic benefit of the BSCC construction. The prediction result shows that "catastrophic losses resulting from the extraordinarily large-scale project" will occur if the BSCC is to be built before 2050. In that case, it will also have devastating effects on sea transportation of the BSCC and cause huge losses. There is no need to build BSCC before 2040. Whether we build it in 2050 or not depends on actual social and economic development conditions before and after 2050.